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001 CKC Guide 2010 Cover:CKC Cover



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GUIDE 2010 ISBN 978-0-9557418-3-8

9 780955 741838





INCLUDES Model Background Photo Reference Specification Donor Parts Prices Engine Options Contact Details

Sports Cars

N199 HGL Q132 NKE LG59 FLP

Lotus Seven Replicas



FREE CALENDAR Published by Performance Publishing Ltd

Claim your quality 2010 calendar inside Includes all of your important kit car dates for 2010!


Cobra Replicas


Extreme Road & Track Cars



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Photo © Derek Binsted

002_ckcguide2010:WKC AD PAGES JAN06

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003 Contents 2010:CKC Edit Template




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What’s Inside... 4 KIT CARS – AN INTRODUCTION New to the scene? Well here’s our guide to set you on a successful path to building your first kit car.

8 CKC PHOTO ALBUM A look back over our year in kit cars.

10 OUR CARS Between the CKC staff we’re running no fewer than six kit cars at the moment. Well, not all are on the road! Here’s what we’ve been up to in 2009.

12 CKC PROJECT CARS We’ve been closely following two very different ongoing projects. Here’s an overview of what’s been done so far.

14 READERS’ CARS We’ve featured some amazing cars in 2009, here’s a reminder.

17 CKC GUIDE TO KIT CAR CLUBS Club life in 2009, a full club listing and important show dates for 2010.

25 CKC GUIDE TO IVA Everything you need to know about Individual Vehicle Approval.

Welcome Welcome to the exciting world of kit cars! With this latest version of our annual guide, we’ve really gone to town, producing not only a guide to the cars you can buy, but also guides to the club scene, IVA, registration, insurance and the major parts suppliers who can assist you during your build. The Complete Kit Car Guide 2010 is your one-stop shop for the kit car industry! And in addition to the main guide sections, you’ll finds loads of other reading material, particularly as we look back over the last 12 months. It’s been fun! But I have to admit that I’m most pleased with the new guide sections we’ve introduced this year. IVA, registration and insurance are all big issues for most first time kit car builders and I hope you find our guides informative and also encouraging. None of them should stop you enjoying your kit car. But of course the Guide’s main remit is to showcase all the exciting kit cars you can build at home. Despite the tough economic conditions of 2009, we actually have more main entries this year than last, with some exciting newomers joining several familiar names. Finally, to ensure the Complete Kit Car Guide 2010 is as complete as possible, if a company isn’t listed in the main pages, then you should find contact details in our Others To Consider section on page 145. This lists every other company and model that we know is currently in production. The Guide may represent your first tentative steps into this industry. I hope you’re impressed by the cars you see here enough to go and visit a few companies, attend one or two shows and perhaps put down a deposit on a project that can be immensely rewarding and hugely satisfying. After all, it’s not everyone who can say they’ve built a car!

37 CKC GUIDE TO REGISTRATION It’s important that your kit car is correctly registered. Here’s how to know what your choices are and how you go about getting the result you want.

41 CKC GUIDE TO INSURANCE Getting your kit car insured could be easier and cheaper than you thought. Here are tips to getting the best premiums.

48 CKC GUIDE TO PARTS AND SUPPLIERS Our listing of who supplies what when it comes to building a kit car.

Ian Stent Editor

63 CKC GUIDE TO KIT CAR MANUFACTURERS The main event. Our in-depth guide to all the major players in the kit car scene.

The simple way to find the page you’re after. One organises the cars by type, the other alphabetically by model name.

Online at


We have a free CKC 2010 Calendar to give away to every person who buys the Complete Kit Car Guide 2010. It’s a top quality production that’s too big to insert into this publication. So make a note of the unique code printed to the right of this box, head for our website, fill out the online application form, and we’ll do the rest.

A quick reference for those companies who don’t have a full listing. Basic contact details only here.




Sorry, but lack of time prevents us answering technical queries over the phone. We would much prefer you contact us by e-mail or write, enclosing an SAE for a reply. While every effort is made in compiling the editorial and accepting only bona fide advertisements in Complete Kit Car, the publisher cannot be held responsible for any effects arising therefrom. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or manual, including photocopying, recording or by any information storage or retrieval system without prior permission in writing from the publisher.

GRAPHICS & DTP: Grapevine Design & Print T: 01903 531531 E: COMPLETE KIT CAR GUIDE 2010 PUBLISHED BY: Performance Publishing Ltd. T: 01903 236268 E: A: Performance Publishing, County House, 3 Shelley Road, Worthing, West Sussex BN11 1TT ©Copyright Performance Publishing Ltd. All rights reserved.

ISBN 978-0-9557418-3-8



Unique reference number: CK C 600 42743 PB



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An Introduction

Turning Dreams Into Taking on your first kit car project can appear daunting. Let CKC guide you with some advice to help you avoid the pitfalls and make the most of the fun and satisfaction along the way.

Bike engines are popular these days, but will they be suitable for the type of driving you want the car for? It may be better to go for a more relaxed car engine. And you can always change it later.

number of factors: what you want from the car, budget, how skillful you are with a spanner in your hand... there are many variables. Immerse yourself in the world of kit cars from the outset and you’ll come out of it with a brilliant car, an enormous sense of achievement and a broad smile.

CHOOSING A KIT car is not like deciding which fridge freezer, mobile phone or telly to buy. It’s not even like selecting a new production car. Nope, a kit car project should be a leisure pursuit from the very start, before you even write a cheque. It’s something to take time over and enjoy, and that includes the important stage of finding out which one’s right for you. Over the coming pages, you’ll see endless different cars vying for your attention. Which you choose will depend on a

What Do You Want From The Car? You’ve bought this guide, so you probably already have a vague idea of the kind of car you’re after. Your heart will rule the decision, but your head needs to have its say, too. If you’re planning to go on camping trips with your other half, perhaps a motorcycle powered car with no windscreen, a scant interior and a hairtrigger throttle isn’t ideal. On the other hand, if you’re after a trackday car to embarrass the supercar set, it would be perfect for the job. Be realistic about how you expect to use the car and perhaps even make a list of priorities to help whittle down prospective candidates.

Set A Budget What sort of kit car do you want? There’s something for everyone in the kit car scene, but be realistic about the type of car to go for. car show is a must.

A visit to a kit

Kit prices can vary enormously, so setting your budget is going to be vital in helping to weed out those companies whose products may simply be too



expensive for you. However, setting a budget in the first place isn’t quite as easy as it may sound. Spending £10,000 may mean you can afford two different kit cars, but one may be a basic spec car with less power, a vinyl interior and steel wheels where the other could have all the bells and whistles. This is the stage where you need to decide whether those fancy alloy wheels and flash paint job are really that important, or whether you want to spend the money making it perform better. One of the great things about a kit car is that you set your own priorities, so make the most of it! With all this in mind, you need to go through brochures carefully. As well as prices varying, kit contents do too. A basic kit from one manufacurer will often contain more than it does from another, while even the definition of ‘comprehensive’ varies from one company to another. More frustratingly, a lot of companies quote prices without VAT. Don’t get confused by it all, just take your time. Making up a spreadsheet could prove invaluable. And don’t forget that you can always upgrade at a later stage if the full leather interior blows your budget in the first instance.

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Visit A Show Once you’ve drawn up a short list of cars that fit the bill and appear to meet your budget, you’ll naturally want to dig deeper. What’s the quality of the kit like? Do you even fit in it? A great place to see cars from your short list, side by side, is at one of the kit car shows put on throughout the summer (you’ll find a list of events elsewhere in the guide). While you’re there, ask to see if you can sit in the show car (it may be a customer’s pride and joy, so check first) and have a chat to the manufacturer. Don’t forget that the car on the manufacturer’s stand will be the very best example possible, perhaps with trick paint, optional interior add-ons and a mighty engine under the bonnet. Don’t be too taken in by all this – it’s the basics you want to check... driving position, basic panel fit, whether the manufacturer seems helpful etc. And before you head home, walk outside into the club area...

Ask The Owners’ Club Who better to ask about a prospective kit car build than those who have already been there, done it and got their T-shirt covered in oil? At the larger kit car shows you’ll often find a club space devoted to the cars on your shortlist. Head over there, have a look around the cars and chat to some of the owners. It’s here where you’ll get behind the gloss of



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the company demonstrator and quickly find out what people who’ve already been there think about the car in question. Questions to ask? How did they find the build experience? What were the main challenges, was the manufacturer helpful and available, what sort of budget did they work to? If you can’t find examples at the show, or perhaps only individual cars, then get in touch with the club when you get home. You’ll find a directory of owners’ clubs in the Guide To Clubs section of this guide. Get in touch with the relevant ones and you’ll have a wealth of knowledge at your disposal. As well as helping you choose your car, the clubs are a great source of encouragement during the build and organise some terrific events and gettogethers for you to attend when the car is complete. Owning a kit car is about so much more than just driving it, as you’ll soon learn!

Do your homework. Comapre notes on different cars. Making a spreadsheet to cross reference kit contents can be useful.


clubs will prove invaluable in the decision making process. There are lots

Visit The Factory

of people here who’ve

Once you’ve narrowed your choice down to one or two contenders and you know what you’ll be getting for your money, you should visit the respective factories. They’re dotted all over the country and few will have an agent near you, so you’ll need to be prepared to clock up some miles. Should distance be a deciding factor? There’s an argument that buying from a company close to you can make life easier – picking up parts won’t be as much of a problem and you can easily visit to see how they’ve fitted something if you’re struggling. But it certainly shouldn’t be your only deciding factor. You’ll probably have spoken to your chosen companies a few times before you visit and will be getting either positive or negative vibes about how they

already built the cars you are considering. Use their experience.

When you’re whittling down your shortlist, a factory visit is a must. You may have to travel some distance, and not all factories are this impressive.

deal with customers. Can you get through on the phone? Do they return calls? You’ll need to call them during the build, so if you can’t get through now, what will it be like later? Arriving at your selection of manufacturers, you shouldn’t expect anything too grand in terms of premises. A handful of companies have large factories, but most operate from small industrial units, barn conversions and sheds! (Well, not quite, but you get the idea). What should you learn from that? Not a lot. Some of the most impressive cars are created in the smallest, scruffiest premises. You should pay more attention to the feeling of activity. If everything is covered in dust, how many kits is the company really producing? How much work the company does in-house will affect how much you see on your visit. Some make bodies and chassis themselves, others use outside suppliers. Each approach has advantages and disadvantages, so don’t read too much into a company’s manufacturing policy. What you will hopefully get a feel for is whether or not the team there are on your wavelength. Are they enthusiastic about your suggestions, helpful with answers and willing to set aside time for you. Obviously, now’s also a chance to get a ride in the demo car. You may well not be able to drive it yourself, although a few companies will allow you to drive if you have suitable insurance. The test drive will probably be impressive, but may be more valuable in perhaps steering you towards a certain type of engine installation (bike or car derived) than any valuable appraisal of the way it handles (unless you can get a drive). While you’re at the factory, see if there’s a kit to look at that’s about to go to a customer. Are you happy with the finish and level of presentation? Does it include the things you thought it should include?

Your Workshop OK, so you’re going ahead and building THE COMPLETE KIT CAR GUIDE 2010


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An Introduction

Where are you going to build the car. A single garage with light and power would be a basic requirement. Always buy the best donor car you can

a kit, but where will you build it? We’ve heard of people building kit cars in their driveway, but we wouldn’t recommend it. Who wants the creation of their car to be an uncomfortable chore or battle against the elements? Similarly, a lockup garage away from the house that has no electricity or lighting will make the build more challenging. This should be an enjoyable leisurepursuit, so we’d recommend that you have access to at least a single garage with electricity and lighting. You want it as clear and organsed as possible, so add extra lighting if necessary, a workbench is vital, some shelving is important and you may even want to slap some paint on the brickwork to brighten it up further and some paint on the concrete floor to help reduce dust.

Donor Vehicle Fewer and fewer kit cars use a single donor vehicle (instead using a secondhand, or new, engine and gearbox and aftermarket suspension and brake components), but here’s some guidance for those that do. Be disciplined when you’re seeking a donor and don’t just buy a dodgy one simply because you’re becoming bored of looking or it’s super cheap. The best thing to do is buy a car that’s still road legal (taxed and tested) so that you can drive it for a couple of weeks before using its entrails in your pride and joy. That’s just what we did with the Subaru Impreza pictured here before taking its vitals out to build an Adrenaline Murtaya. Another point of note here. Some potential kit car builders choose a project on the basis that they already have a donor and find a kit car to suit. Wrong approach. The donor is such a small part of the project (both in

financial terms and in respect of the finished car) that it’s much better to choose the kit car first then seek a donor for the job. There’s no sense in shoe-horning the mechanicals of an Austin Maestro into a Lotus Seveninspired chassis just because you’re a bit sentimental about the old car...

afford. This is the Subaru we bought for our Adrenaline Murtaya build in 2008.


cars are carefully assessed before you can use them on the road.

Legalities We haven’t mentioned here anything about IVA and registration. Before your kit car can be driven on the road it may need to go through Individual Vehicle Approval and then be re-registered. Elsewhere in the Complete Kit Car Guide you’ll find in-depth sections on both. The legalities of owning a kit car can appear daunting (and expensive) but don’t let them discourage you from persuing your dream. IVA is a useful safety check on your build and it’s important that your car is correctly registered. Don’t forget to include the costs of these two processes within your overall budget.

If building a car yourself seems too daunting, then why not try a pre-built car. It’s a great way of starting in the kit car scene and kits often hold their value well.

Buy Second-Hand Or Fully Built? If, at the end of your research, you decide that a kit car build isn’t for you, kit car ownership is still within your grasp. Most companies will now offer a partial build service where, say, all the mechanicals are fitted, leaving you just to trim it and finish it. Alternatively, just as many companies will build a car to your specification (usually referred to as a turnkey car). You’ll have to spend a little more to cover the labour, of course. If cost is a problem, then there’s a large market in second-hand kit cars that’s bound to throw up just what you’re looking for. Generally, kit car depreciation isn’t bad at all, but you’ll still be able to pick up cars that are just THE COMPLETE KIT CAR GUIDE 2010


a couple of years old for less money than it would cost to build one. And since kit car mileages don’t tend to be high, young kit cars are usually kept in good shape by their careful owners. A nice Lotus Seven inspired roadster might only set you back £5000, but a superb Cobra replica might be over £20,000. There’s something to suit every pocket! There’s another reason why a second-hand kit car could make sense. If you’re a little doubtful about your own building skills (and who isn’t for their first kit car?), then running a secondhand kit car for a summer or two is a great way of getting to know what goes where and how it works. But whichever route you take to kit car ownership, hopefully this guide will prove a useful reference. This isn’t your usual consumer experience you’re about to buy into. Kit car ownership is a way of life. Join in!




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A Year In Kit Cars

It’s All Work... HONEST! At Complete Kit Car we work hard... and play hard! And through the features we write and the stories we tell, we aim to encourage you to get involved too. CKC is about so much more than just road testing the latest demonstrator.

The CKC cr ew work hard to sell subscription s at every sh ow!

Somewhere in here is Adam Wilkins getting the passenger ride of his life in a drag racing Jago.

it not believe You might these on es ur ct from the pi am the CKC te pages, but e en sc r kit ca takes the re riously. We’ se y el em extr ng in gi about brin passionate ing ag ng -e and re new readers ut B s. iast past enthus n to have fu you’ve got doing it!

CKC’s Justin and Adam get to grips with breakfast with the Jago OC at Newark.

CKC T-shirts have

proved propular this year, here being modelled by our graphic designer James’ soppy mutt, Lou-Lou!

It’s not often we

come across a garage like this! But we did when we visited Total Headturners. Amazing. MEV boss Stuart Mills helps the CKC cause by improving our shelf position in his local shop.

The CKC team do some serious research at the 2009 Goodwood Festival Of Speed Press Day. even manages to park his Riot in amongst the display machinery.

in July was a huge success and fronts our campaign to bring kit cars to a new audience.

John Dickens spent much of the early part of 2009 up to his elbows in fibreglass resin while also writing a book on the subject.

CKC’s John Dickens beca me Technical Edi tor in 200 9.




Our seven-car display at the main event

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Complete Kit Car runs an annual trackday at Llandow each year. Stent’s Cyclone and Wilkins’ Riot were on hand.

Adam was

enthusiastic in his driving all day... until this happened!

biggest One of the azine for the mag ts en developm was the in 2009 ted of a dedica introduction ures. at fe l r technica section fo all year n in size It has grow part in ays a major and now pl . up ine’s makethe magaz

Stent and Wilkins spent the end of 2009 converting Wilkins’ MR2 into an EDF 430. We spent much of 2009 dealing with the new IVA regs. Stent went to meet the VOSA team in our Murtaya.

When testing the Renault engined

Secma F16, Adam decided to drive it to Paris.

We get to drive some amazing machinery every year. For Stent, the track test of the 300bhp Deronda was a highlight.

It’s not often that we come into contact

with the Police, but Wilkins did while driving a Dax Rush V8!

Adam’s 30

Days column is a regular highlight for most readers, particularly because of the unique opening shot each month of him working away at his desk!

one of was perhaps GKD Legend BMW based 2009. wcomers in gnificant ne the most si



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Annual Report

Running Our Own Between the three main CKC scribes we’re currently running no less than six kit cars. It’s been a busy year!



Position: Editor Running: CC Cyclone, Ginetta G26, Murtaya

Ginetta G2 6 under this co has spent much of the ye ver, but for how much lon ar ger?

STENT’S RUNNING OUT of space this year. Not satisfied with driving the amazing Adrenaline Murtaya which the magazine built in 2008 and keeping his Ginetta G26 CKC £500 Challenge car going, he has also gone and bought himself a quirky CC Cyclone... one of just 32 made and which is no longer in production. Latest development on Stent’s Cyclone are these trick headlights.


change has been a bigger job than expected.


garage is small. Cyclone a tight fit. Ginetta gets a jump start.


joins members of Stent’s local kit car club. Run out to local car gathering with son Charlie.

Meeting up with Nick

Collecting the car from Scotland, driving all the

Quince, who painted the

way home... and breaking down!




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Riot has proved very reliable... but when it did break down, it did so in front of a crowd!

Adam’s Trek a has been left unloved throughout 20 09. Will it ever return?

Position: Features Editor Running: Sylva Riot, Spartan Treka Modifying the rear

HAVING BUILT HIMSELF a Sylva Riot in 2008, Wilkins has, perhaps unsurprisingly, been using it constantly in 2009. You might not think it was the most practical of kit cars (and you’d be right) but Adam’s managed to clock up over 8500 miles in its short life so far. That’s what kit cars are all about. If only the same could be said for the Spartan Treka he acquired for the CKC £500 Challenge!

arches on the Riot made a huge difference to the look of the car. Joining a rare Biota at the Goodwood Breakfast Club.

A purpose

made tonneau cover for the Riot has made it far more practical. Adam using the Riot at the CKC/Omex Trackday.

JOHN DICKENS Period Wolface slots

HAVING SOLD HIS unique GTM Coupé in 2008, CKC’s Technical Editor lasted only a few months before he was tempted back into kit car ownership. As he

reminds regular readers, he’s supposed to be restoring a classic motorbike at the moment, but that hasn’t stopped him buying a UVA Fugitive.

too good to miss on eBay.


computer version of what he’s hoping to do with the car. Position: Technical Editor Running: UVA Fugitive


body panels are another online find. Collecting the Fugitive.

Fugitive’s ori ginal off-roa d wheels and just fit in tyres the back of John’s Mati z.



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CKC PROJECT CARS Locost and Warp 8

Long Term With no in-house projects in 2009, CKC has been following the progress of two very different kit car builds. MARK JENKINS

Original Custom Car feature from 1974 threw light on Warp’s origins.

It’s a bonker s looking mac hine.

Project: Warp 8 Started: Jan 2008 Original Beetle

THE WARP 8 is a fantastic slice of 1970s kit car history. Never offered as a production kit, just two were built, with one being lost and this being seemingly the only one still in existence. Mark Jenkins bought the car from a classic car dealer who knew nothing of its history, with the intention of rebuilding it as a promotional vehicle for his garage business. But as he’s found out more about the car (the other example was featured in the April 1974 issue of Custom Car) the Warp has become a more personal project. CKC has been featuring the restoration of this car since the beginning, and Mark has supplied us with a number of updates on the project throughout 2009. Work has currently come to what we hope will be a temporary halt as he deals with more pressing needs elsewhere so, like the Haynes Roadster project on the opposite page, both are ones to look out for in future issues of Complete Kit Car. In the meantime, here’s a reminder of what’s been going on so far!

floor had to be cut out. New chassis welded in its place.


bulkhead and chassis in place. Access to some areas of the car are tricky! Understanding the wiring isn’t much easier.

New floorpan installed and lowered under the seat area for more headroom. Mark’s business partner Andrew deals with one of several tricky fibreglassing jobs.

Rear light



is a terrific slice of ’70s exotica.



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Ashley had to build himself a lean-to on the back of the house before he could build the car.

Brmm, brmm ... well, you’ ve got to!

Project: Haynes Roadster Started: Early 2008 Chassis starts to take

FIRST AS THE Locost and now as the Haynes Roadster, the plans-built kit car has really come of age over the last few years. This isn’t a kit car in the conventional sense, where you deal with a kit manufacturer and buy a chassis and body kit from them to get your build underway. The Haynes Roadster leaves everything up to the builder, providing instructions within a book on how to make your own chassis and working on from there. Ashley Gardiner joined CKC as a regular contributor soon after he began the assembly of his own Haynes Roadster in a hand-built lean-to on the patio at the back of his house. His regular monthly reports have been informative, down to earth, fun and inspiring... and he hasn’t even finished yet! Here’s a montage of pictures showing his progress to date... and don’t forget to look out for the rest of the build within the pages of Complete Kit Car.

shape on basic jig. Now that’s more like it.

Chassis complete

and panelling underway.

Wishbone takes shape in a jig. suspension units complete.


Bodywork dropped

in place just to see what it looks like. Fancy alloy also trial fitted. The project’s looking good.

Front brake restored and fitted.

engine. e h t itting Trial f


the aluminium rear body panel. It’s a tricky job... ...but the result is spectacular.

Megan offers invaluable su pport. THE COMPLETE KIT CAR GUIDE 2010


014-015 Readers' Cars:CKC Guide 2009



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READERS’ CARS 2009 Remembered

Your Car’s The Complete Kit Car magazine goes out of its way to showcase home built kit cars. Here are just a few of the exceptional cars we’ve seen over the last 12 months. THERE ARE SOME amazing home built cars out there, and here at Complete Kit Car we’re lucky enough to get to see many of them. They may be examples of cars no longer in production, one-offs built from scratch or kits which were bought from the manufacturer just a few months previously. We think they’re all important and worth bringing to your attention. If it’s an example of a current kit car, then there is obvious value in finding out how a private enthusiast got on building a car that you may well also be considering. How did he find the build? Was the manufacturer helpful? How much did the owner spend putting the car together? These are all questions which can be answered with a reader’s car feature. But featuring older kit cars and one-offs can also provide huge inspiration and build tips for the reader, so expect more in 2010.

UNIPOWER: MARK BUTLER Name: Mark Butler Car: Unipower GT Originally featured: March 2009 Summary: The Unipower GT may never have been offered in conventional kit form, but Mark Butler’s restoration of this Mini-based GT was too good to miss. And he had a second example to get onto next, as well as a barn full of interesting cars!

Name: Liam Burke Car: Mac#1 Worx Originally featured: April 2009 Summary: We first heard of Liam’s immaculate Mac#1 when he contacted us regarding the build blog he’d been keeping. His approach to the project was a perfect example of someone setting out to enjoy the build as much (if not more) than the finished car.



SDR V-STORM AND MEV ROCKET: PHIL TAIT AND PAUL HARTBURN Name: Phil Tait and Paul Hartburn Car: SDR V-Storm and MEV Rocket Originally featured: September 2009 Summary: Having built a few aeroplanes, Phil Tait satiated his desire to build a car but putting together one of the first privately assembled SDR V-Storms. He went his own way with the engine, fitting a new Kawasaki ZX10R engine in place of the Aprilia engine originally designed for the V-Storm. We featured the build, as well as the finished


example, which we got together with another exoskeletal kit car, in the form of an MEV Rocket built by first-timer Paul Hartburn. If Phil’s car was assembled with all new parts and a generous budget, Paul used a single Ford donor and built his Rocket for just £6500. He uses the car as often as he can and with little concern for polish and pampering. Both were great examples of a new kit car genre that’s gained enormous momentum over the last 12 months.



Name: Steve Martin Car: Fisher Fury V8 Originally featured: May 2009 Summary: Steve Martin bought this second-hand Fisher Fury as a rolling body/chassis unit. He wanted to fit a Rover V8, but without cutting into the bonnet to cope with the unit’s obvious height. The result was an engine that was five inches shorter than a standard unit! The car was well finished but suffered some handling issues (nothing to do with the engine) which we then looked into by taking the car to suspension specialist, Track Developments.

014-015 Readers' Cars:CKC Guide 2009



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HENSEN M30: ELLIOT ROBERTS Name: Elliot Roberts Car: Hensen M30 Originally featured: April 2009 Summary: The Hensen M30 may no longer be in production, and owner Elliot Roberts had bought the car as a runner from its previous owner. But his modifications to the car, allied to a new paint job gave the ’80s kit a contemporary feel that we loved. And when we saw the car in the flesh it was also apparent that the original kit was a top quality product that was some way ahead of its time. The Hensen is a perfect CKC feature car, with bags of character!



Names: Carol ‘Fozzie’ Foster Car: Locost Originally featured: December 2008 Summary: Building a kit car isn’t exclusively a male hobby, as aptly demonstrated by Carol ‘Fozzie’ Foster’s show standard Locost build. Carol’s Locost was utterly immaculate and featured a number of one-off items that added to the impressive specification. The fact that the Locost has no manufacturer to offer back-up or parts and items had to be sourced from all over, only adds to her achievement.

Name: Simon Applebey Car: Parallel Torrero Originally featured: February 2009 Summary: Simon Appleby’s build of a Lamborghini Diablo replica was eyewatering in its complexity and his ambition to achieve his own V12 engined supercar. The work (including the fabrication of a complete replica dashboard from scratch) had to be seen to be believed. Amazing.

MERLIN V8: TONY BRADSHAW Name: Tony Bradshaw Cars: Merlin V8 Originally featured: January 2009 Summary: The Merlin used to be a big player in the traditional roadster kit car market, but it has fallen from favour and is currently no longer available as a production kit (although that could change). Seeing Tony Bradshaw’s stunning V8 example, with its modern wheels, paint, and carbon interior trim rekindled our enthusiasm for the marque. His eye for detail was spot on and the car was built meticulously. The Rover V8 sounded glorious and the project was an inspiration.




Name: Martin Bickell Car: One-off Motaleira Originally featured: October 2009 Summary: With exoskeletal kit cars gaining in popularity over the last twelve months, it was perhaps only a matter of time before someone built one from scratch, in the style of the Locost phenomenon. Martin Bickell’s Motaleira was stacked with technology, not least the air suspension that allows him to raise or lower the ride height while the car is moving!

Name: Chris Pecover Car: Sebring TMX Originally featured: Dec ’08/Jan ’09 Summary: We’ve known Chris Pecover since the early ’90s, when he built his first kit car. He’s been in the scene ever since, and his astonishing Sebring TMX shows all the experience gained from his previous builds. Powered by a mighty Chevrolet 350cu in V8 it was super quick, yet super sophisticated to cope with his regular jaunts across to Europe.





Page 16

Bookmark the CKC Shop page for special offers throughout the year 01903 236268

BOOKS COBRA REPLICAS PRICE: £20 Author: Ian Stent Covers the UK’s top ten Cobra replica manufacturers with in-depth driving impressions and company profiles.

CLASSIC KIT CARS 1953-1985 PRICE: £12.50 + p&p



Author: Chris Gibbs

Author: Brian Thompson

This book takes the place of the original Ron Champion tome, now based around a Sierra donor car.

Written by the guy who built the car. A great hands-on guide for anyone building a car.

CAR BUILDER’S MANUAL PRICE: £16.99 + p&p Author: L Baxter

Author: Chris Rees


BUDGET BLASTERS PRICE: £15 Author: Ian Stent If you're in the market for an inexpensive kit car without sacrificing performance, our leader Stent shows you the way!

KIT CAR BUILDING PRICE: £12.50 + p&p Author: Monty Watkins & Ian Stent

Designed as a companion volume to Ron Champion’s original book, with clear handson advice.

Author: Des Hammill

A fabulous reference book for anyone into older kit cars.

In-depth guidance on ride height, camber, castor, kpi and a whole lot more.

Although an older book, this is hugely comprehensive and covers all aspects of kit car building.





Author: Jeroen Booij

Author: Paul Shakespeare

Author: James Hale

Author: Iain Ayre

This is a must-have book for buggy fans. James Hale has published the definitive study on the buggy

The complete guide to choosing, buying and building British and American kit cars



Author: Haynes

The complete build series from CKC for the builds of our Adrenaline Murtaya and Sylva Riot.

The essential book of cars based on the original Mini

Here is the complete step by step practical guide to the equipment and building techniques needed to build a Buggy



Author: Allan Staniforth

Author: Haynes

Great layman's guide to car suspension.

The definitive DIY manual on welding.

The definitive DIY manual on car electrics.





Mike Brewer presents this build-up of a Westfield Megabusa, following the build process and then seeing what the car can do on the track.

Mark Evans runs through the build process of a Westfield and then races it. Highly entertaining and well worth a watch.

PRICE: £16.95 + p&p All the main players are tested on the track – MK, Dax, Quantum, Tiger, Westfield, Raw and an original Lotus Seven.


PRICE: £10 EACH + p&p These CDs each contain a full set of build features (in PDF format) from Which Kit Car? and Complete Kit Car build projects. Projects include Ultima, Pilgrim, Marlin 5EXi, Tiger Avon and the latest CKC projects, Sylva Riot and Adrenaline Murtaya.

PROJECTS INCLUDE... Adrenaline Murtaya Sylva Riot Pilgrim Sumo Marlin 5EXI Tiger Avon Ultima GTR

A CAR IS BORN PRICE: £10.81 + p&p Mark Evans builds a Pilgrim Sumo. This is the original programme that kicked off the ‘Is Born’ series and it’s still highly detailed and well worth viewing.

BRITISH SPORTSCARS PRICE: £14.67 + p&p Mike Brewer looks at some of the UK’s low volume sportscars... Caterham, Westfield, Ariel, Radical, Grinnall and others. Road and track action.

017 Clubs:CKC Cover



Page 1


GUIDE 2010


018-019 Clubs a Year in Clubs:CKC Guide 2009




Page 18

A Year In Clubs

Life After The It’s far too easy for a magazine such as ours to focus only on choosing a project and then building it. But what happens when the spanners are put down and the car is complete? Join a club if you want maximum value from your hobby.

The famous Ace Café ho lds a kit ca gathering ea r ch year. Will you be there?

The CKC/Omex Trackday proved extremely popular in 2009.

a club get out of You’ll only o put t ed re prepar what you’ e ak m e, on join in. If you g to on al t ge o ry t sure you t . gs in local meet for shows and ds or w g a few And pennin t edn’ agazine ne the club m ide ov pr n ca but take long editor. ial for the vital mater

Being part of a club and attending some of the shows means getting involved. Members of the Jago OC pull together for the truck pull at Newark.

Mini Marcoses

put down the power at a different sort or performance event, Mini In The Park at Santa Pod.

Get along to a

show for maximum kit car enjoyment.

The Kent Kit Car club is extremely active and was involved in a parade through Hythe town centre. The Marlin OC organises a number of tours each year. This one went up into the Scottish highlands. Trips like this are a great way to use your car and meet like-minded enthusiasts.

CLUB NEWS: MOULDS IN STORE Life’s pretty tricky for many of the older clubs, and the once vast Rickman OC is not only suffering from falling membership (like many older clubs) but it also had to decide in 2009 whether it could afford to keep paying storage costs for the original Rickman moulds that it looks after. While the moulds mean it’s possible to supply members with replacement panels, they take up a lot of room.



018-019 Clubs a Year in Clubs:CKC Guide 2009



Page 19

New clubs are springing up all the time. This is the new Bristol Kit Car Club. There’s probably something similar near you.

The Cobra Replica Club went to see Hallmark Cars in 2009. It was a well supported and popular trip.

ing from e love hear At CKC w ve got so if you’ the clubs, el we’ve fe pics or some great rage, ve co y you an not given or and l the edit then e-mai ail sorted. e-m we’ll get it ng hi is mancepubl ian@perfor

The CKC Showdown saw a good selection of kit cars join us at Shakespeare County Raceway.


Rush Owners Club had its own shootout on the day. In addition to marque specific clubs, there are loads of local clubs, where anyone can join in. The Jago OC celebrated its 25th anniversary in 2009, with a huge 50-plus car display at the huge Stoneleigh show in May.

CKC provided a band at this year’s Stoneleigh show.

Batman gives CKC’s Adam Wilkins some

grief at the Newark Kit Car Show.



020-021 club listing:CKC Advert Template




Page 20


Just bought a kit car? Thinking of building one? Then get in contact with the people who’ve already been there. 289 REGISTER Peter Coombes, 7 Poltimore Road, Guildford, Surrey GU2 7PT. Tel 01483 531051. E: W.

THE CUB CLUB Adrian Coomber E: W: DAKAR 4X4 OWNERS’ CLUB Jon Hudson, 1 Johnson Close, North Luffenham, Oakham, Rutland LE15 8LL E: W: DAX SPORTING CLUB Alex Suckling E: W: DUTTON OWNERS’ CLUB Mark Young, 19 Orchard Walk, Evesham, Worcestershire WR11 1HA. T: 01386 423899. E: W:


EAGLE OWNERS’ CLUB Helen Scott, 7 Coronation Avenue, Nordelph, Downham Market, Norfolk PE38 0BN. T: 01366 324360. E: W:

APPLE COUNTY KIT CAR CLUB T: 01823 274944. E: W:


ARISTOCAT REGISTER Carolyn Taylor, T: 01254 886819. E: E:


AEON OWNERS’ CLUB Jason Tribbick. E: W:

BANHAM SPRINT BUILDERS Forum for builders BANHAM SPRINT & SPYDER BUILDERS Forum for builders BANHAM X21 FORUM W: BIRKIN UK OWNERS CLUB Roger Brown, E: BLACKJACK AVION CAR CLUB Geoff Ryall Harvey 01244 310891 BRISTOL KIT CAR CLUB E: W: BUGGY CLUB UK W: CARLTON OWNERS' CLUB E: W: CC CYCLONE Information on the CC Cyclone W: CITROËN SPECIALS’ CLUB Carole Chitty, 8 Forest End, Fleet, Hants GU52 7XE. T: 01252 620128. E: W: CHALLENGER OWNERS’ CLUB Tony Kimber T: 01202 693556. W: CHILTERN 7s E: W: CLAN OWNERS’ CLUB Martin Davies, 6 Crackley Cottage, Coventry Road, Kenilworth, Warks. CV8 2FG. E: W: CLEVELAND KIT CAR & SPECIALS CLUB Jo Parsons, 1 Eastbank Road, Ormesby, Middlesbrough, Cleveland TS7 9EP. T: 01642 326517 
 W: CLUB NOVA/AVANTE Elaine Tindall. T: 0208 6688982. E: W: COVIN OWNERS CLUB Michael Dykes. E: or Darren Parker. E: W: Members of the Italian Replica Club always put on a great display at shows, with lots of different models always guaranteeing something of interest.

EXCALIBUR CRUSADER OWNERS’ CLUB Danny Sanderson. E: W: EXOTIC SPORTS CAR CLUB Tony Chesney. E: FORMULA 27 OWNERS’ CLUB Simon Laker, 14 Greys Road, Studley, Warwickshire B80 7QQ. T: 01527 457808. E: W: FAKENHAM AUTO CLUB Stuart Twight E: W: GENTRY OWNERS’ CLUB Ray Hill E: W: GINETTA OWNERS’ CLUB Duncan Campbell, 23 Thornton Ave, Ashby, Scunthorpe, North Lincolnshire, DN16 2BA. T: 01724 352801. W: GT40 ENTHUSIASTS’ CLUB Tony Hunt, Treetops, The Woodlands, Manor Road, Penn, High Wycombe HP10 8JD. T: 01494 813222.
E: W: GTM OWNERS’ CLUB Bob Snooks, 73 Plough Lane, Stoke Poges, Bucks. SL2 4JW. T: 01753 662951.
W: Forum: HAWKE OWNERS’ CLUB Steve Owen E: W: IRISH KIT CAR CLUB Jan Adam E: W: ITALIAN REPLICA CLUB Roy Kelly, Stoneleigh, 50 Teal Street, Ossett, West Yorkshire WF5 0NY. T: 01924 273619. E: W: JAGO OWNERS’ CLUB Helen Scott, 7 Coronation Avenue, Nordelph, Downham Market, Norfolk PE38 0BN. T: 01366 324360.
E: W: JBA OWNERS’ CLUB Les Fragle, Brock Cottage, 6 Thistleton Road, Thistleton, Preston, Lancashire PR4 3XA. T: 01995 672230. E: W: JPSC Club for any Jeremy Philips designed cars. T: 0845 8737727 W: JZR PILOTS’ ASSOCIATION Tony Simpson, Caxton House, 1 Station Road, Bolsover, Chesterfield, Derbyshire S44 6BE. T: 01246 823 895. E: W: KENT KIT CAR CLUB PO Box 286, Staplehurst, Kent TN12 0UD. E: W: WWW.LAMBOREPLICA.CO.UK Forum, pics and info LIEGE CAR CLUB John Sawle, Penty-Fyon, Mt. Hawke, Cornwall TR4 8BH. T: 01872 553932 
W: LOCOST CAR CLUB – see the website for your local area representative WWW.LOCOSTBUILDERS.CO.UK Large forum for Locost enthusiasts LOCUST ENTHUSIASTS’ CLUB Dave Hancock, 46 Rivergarth, Darlington, Co Durham DL1 3SJ. T: 01325 358731. E: W:



020-021 club listing:CKC Advert Template



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RICKMAN OWNERS’ CLUB Clive Razey, 6 Gage Close, Maidenhead, Berks SL6 2SQ. T: 01628 673899. E: W: ROBIN HOOD OWNERS’ CLUB AND REGISTER Steve Johnston, 3 Ascot Drive, Hazel Grove, Stockport, SK7 4RR. E: 
 W: ROCHDALE OWNERS’ CLUB Roger Drinkwater, Tarrant Cottage, Great Hinton, Trowbridge, Wiltshire BA14 6BY. T: 1380 871332. 
 E: W: ROYALE OWNERS’ CLUB John Kelly, 77 Bentley Road, Willesborough, Ashford, Kent TN24 0HR. T: 01233 624813 SCAMP OWNERS’ CLUB Jeannette Edmondson T: 01928 716933. E: W: SCOTTISH KIT CAR CLUB Stephen McIntosh, 74 Cherrytree Crescent, Larkhall ML9 2BE. T: 01698 889590. E: W: SEBRING OWNERS’ CLUB E: W: The Ginetta Owners’ Club has a long history, and lots of great cars with which to demonstrate its heritage.

LOCOST SWEDEN MOTOR CLUB LOTUS SEVEN CLUB PO Box 7, Abergavenny NP7 5WQ. E: W: MCCOY OWNERS’ CLUB Dave White, 5 Langdale Road, Sale, Cheshire M33 4EN. T: 0161 962 8576. 
E: W: MAC#1 MOTORSPORTS OWNERS’ CLUB Jos Brownlie E: W: MAGENTA REGISTER Simon Caplan, 82 Mill Way, Bushey, Hertfordshire WD23 2AG. T: 01923 238727. E: W: MARCHES CAR CLUB Kevin Hollingworth T: 01386 831008. E: W: MARCOS OWNERS CLUB Phil Mugford, Ebony, Gorsewood Road, Hartley, Kent. DA3 7DH. T: 01474 705625. 
E: W: MARLIN OWNERS’ CLUB Tim Hawkesworth, Astwood Cottage, Spirehouse Lane, Burcot, Bromsgrove B60 1PL. T: 01527 832812. E: W: MEV OWNERS’ GROUP W: MIDAS OWNERS’ CLUB Jon Evans T:01684 567280. E: W: MINARI OWNERS’ REGISTER John Hammond E: W: MINI MARCOS OWNERS’ CLUB Melanie Garland, 28 Meadow Road, Claines, Worcester WR3 7PP. T: 01905 458533. E: W: MOSQUITO AND TRIAD WEBSITE E: W:

SHROPSHIRE ALTERNATIVE CAR CLUB Yoland Brown E: W: SOUTH WALES KIT CAR CLUB Tony Kirk, 4 Brockhurst Park, Johnston, Haverfordwest, Pembrokeshire SA62 3PA. T: 01437 890015. W: SPARTAN OWNERS’ CLUB Mue Andrews T: 01623 409351. E: W: SPEEDSTERS – THE CLUB Vernon and Yvonne Mortimer, Netherdale Lodge, Bridgwater Road, Sidcot, Winscombe, North Somerset. T: 01934 843007. W: SPIRE OWNERS' CLUB E: W: STIMSON SCORCHER &TREK OWNERS’ CLUB Philip Lyons, 10 First Avenue, Swinton, Manchester M27 5RH. T: 07914 956197 STRATOS ENTHUSIASTS’ CLUB Nico Alonzi E: W: SUSSEX KIT CAR CLUB Paul Goodsell, Brimur, St Mary’s lane, Tilehurst, East Sussex TN5 7BW. T: 01580 200849. E: W: TEAM GTM Cameron Mckenzie T: 07909 535469 E: W: TIGER OWNERS’ CLUB 57 London Road, Teynham, Kent ME9 9QW. T: 01795 521787. E: W: UK COBRA CLUB Marion Jones, 18 Neptune Road, Fareham, Hants PO15 6SW. T: 01329 312011. W: ULSTER KIT CAR CLUB George Bell T: 028 9059 1572. E: W: UVA FUGITIVE OWNERS’ CLUB E: W: WESSEX KIT CAR CLUB Dennis Jones, 5 Seabank Close, Upton, Pool, Dorset BH16 5SF. T: 01202 622539. 


WESTFIELD SPORTS CAR CLUB Roland Garratt, Rostelca, 7 Old Hawne Lane, Halesowen, West Midlands B36 3ST. W:

NG OWNERS’ CLUB Bob Morrison, 11 Cox’s Road, Shrivenham, Oxon SN6 8EL Tel/Fax: 01793 783105. E: W:

WILDCAT OWNERS’ CLUB Derek Argyle, 44 Woodlands Road, Camberley, Surrey GU15 3NA. T: 01276 23078 

NORTHERN ROADSTERS 18 Upperwell House Road, Golcar, Huddersfield HD7 4EU. E: W:




PEMBLETON ENTHUSIASTS E: W: PILGRIM CAR CLUB Dennis Sadler, 18 Buckingham Drive, Chapel St Leonards, Lincolnshire PE24 5UN. T: 01754 873727. E: W: QUANTUM OWNERS’ CLUB Jan Haines, 53A Broad Haven Road, Wick KW1 4RS. T: 01955 720333. E: W: THE COMPLETE KIT CAR GUIDE 2010

EUREKA CAR CLUB OF AUSTRALIA (ECCA) 131 McGlone Road, Drouin, Victoria, 3818, Australia. E: 
 W: LOCOST SWEDEN MOTOR CLUB W: SPORTS CAR BUILDER CLUB OF WESTERN AUSTRALIA Darryl Browning, PO Box 391, Fosnells, 6990 Western Australia. T: 0418 929 774. 
 E: W:


022 Events Diary:CKC Edit Template




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Show Listing

The kit car scene has a series of regular, dedicated shows throughout the year. Here’s what to expect... The Kent Kit And Car Builder Show Where? The Kent County Showground, Detling (near Maidstone), Kent When? Early April Who runs it? European Promotions. T: 01233 713878. W:

Newark show is a great event with big support from the owners’ clubs.

The National Kit Car Festival

CKC/Omex Trackday

Where? Newark and Nottinghamshire Showground

Where? Llandow Circuit, Wales

When? Mid-June

When? Early September

Who runs it? Newark Promotions. T: 01526

Who runs it? We do! W:

320721. W:

THE EMPHASIS IS on fun at this show. From tug of war competitions and Miss Kit Car during the day, to terrific entertainment in the evening, the Newark show is all about having a good time. It has its fair share of manufacturer displays too. A great event inside and out. Complete Kit Car had an absolute ball in 2009. See you there!

A FRIENDLY SHOW which has been steadily growing over the years. A large, well-lit exhibition hall hosts a great selection of manufacturers’ displays (usually over 40), while a second smaller hall typically contains parts stalls and some of the larger kit car clubs. In fact, support from clubs and individual owners is usually terrific and, if the weather’s nice, there will be plenty of cars parked up on the grass to have a look around.

NOT A KIT car show, but a great opportunity to test out your cars’ handling in the safe environment of a fast and fun race circuit. Limited to just 35 places, it’s strictly first come first served. E-mail us to reserve your place.

The Genuine Kit Car Show Where? Stafford County Showground When? Mid-September Who runs it? Kit Car magazine W:

KIT CAR MAGAZINE runs this event at the Stafford County Showground. Inside manufacturer displays and outside club area.

The Great Western Kit And Car Builder Show Where? Westpoint Exhibition Centre, Exeter When? Mid-November Who runs it? European Promotions. T: 01233 713878. W: The Detling show

Goodwood Festival Of Speed

opens the season and

Where? Goodwood House, West Sussex

always draws a decent

When? Early July


Who runs it? W:

Goodwood Festival Of Speed is a terrific event, and Complete Kit

Car will be there.

HARDLY NEEDS ANY introduction and not strictly a kit car show! But we have a large stand at the event every year, and several kit car manufacturers also take space. If nothing else, it’s an event any petrolhead will love.

THE LAST EVENT of the year, this one gives you your final chance to choose that winter build or stock up on tools and accessories to get your car finished for spring. As well as the trade stands, there’s also good manufacturer support and a surprising number of private kit car owners who brave the November cold to bring their cars along. As with other European Promotions shows, there’s also usually a special attraction (usually a motorcycle stunt rider).

National Kit Car Motor Show Where? Stoneleigh Park, Near Kenilworth, Warwickshire When? First Bank Holiday in May Who runs it? Grosvenor Exhibitions. T: 01775 712100. W:

THE WORLD’S BIGGEST kit car show with a massive, sprawling club area outside, two exhibition halls for manufacturers’ displays and a further indoor area for tools, accessory and parts stands. You really should come along to this one – it makes a terrific day out, or a full weekend if you decide to camp like so many others do. Lots to see at this one. Unmissable!

EXACT DATES When the actual dates of these events are revealed, they will be listed in the monthly version of Complete Kit Car. Keep an eye out!






Page 23

by John Dickens

Everything you need to know about fabricating and repairing fibreglass panels for your kit car... T HOME CTS TO TRY A JE O R P P E T • STEP-BY-S



Manufacturers of the

The most authentic replica of Ford’s RS 200 group B Rally Supercar. 26 in Hall 1 d n ta S n o s u Come and see





01903 236268 THE COMPLETE KIT CAR GUIDE 2010





Page 24




Build • Drive • Enjoy! SEPTEMBER 2009

Tiger Aviator Race Diaries This Life Designer Threads Marcos at 50 LoCost Build, Part 4 Ask John Our Cars Motaleita Build Diary We Build a Fake Ferrari Motaleira 30 Days

Caged Cars Out & About CKC/Omex Track Day Dax Rush X2 LoCost Build, Part 3 Tech Talk Focus on - Seats Cooling, Part 2 Running Reports Hawk Ace FREE DVD Giveaway

MAY 2009

APRIL 2009

Factory Five Race Diaries Designer Threads Readers Mac#1 Build Detling & Stoneleigh Show Previews Toniq Behind the Scenes Tech Talk Warp 8 Dakar Development Henson M30

Meggt Mojo Stoneleigh Show Preview Tiger ZR6 CKC Workshop IVA Test Run Caliper Rebuild Running Reports Fury V8



Car Of The Year Reader’s Merlin V8 IVA – Full update Parallel Terrero build – Part 1 Pinto to Zetec 2008 new cars Sebring TMX build – Part 2 Running Reports

MEV Sonic7 Reader’s Ferrari 360 replica SDR V-Storm drive Reader’s Locost Z-Cars Mini Trimming part 3 Tool test – Tyre pressure gauges Sebring TMX build – Part 1 Race Diaries



Image Monaco MNR Vortx Ultima, AK 427 and DC Roadster readers’ cars Nova restoration – Part 2 Murtaya build part 7 £500 Challenge Fisher Sprat – Part 1 Race Diaries

Blaze F Two Locost builds Raw Fulcrum – Part 1 Fisher Sprat Sylva Mojo Murtaya build part 8 Trimming part 1 Sylva Riot build – Part 5 Running Reports Goodwood Festival review

AUGUST 2009 Deronda Out & About - Newark & London to Brighton CKC-OMEX Track Day Preview Designer Threads Locost Build Pt 2 Ask John Race Diaries Dakar Mutant Madgwick SR V8

MARCH 2009 Luso LM23 Historic Mini Specials Hoppa Street Buggy Mac 1 Build Welding Let's Go Racing Running Reporters Competition

NOVEMBER 2008 Nostalgia XK120 Caterham 1/4 mile shootout Wolfe Riot rebody Adams Sandrail Westfield old meets new Murtaya build – Finished car Trimming part 2 Diabetes charity run Running Reports

JUNE 2009 Ultima - Old & New Detling Review Racing Diaries MEV Rocket Newark & Goodwood FoS Previews Caterham Upgrade Warp 8 Restoration Track Developments Magnum 427

FEBRUARY 2009 Spire GTR Blackjack Zero Destination Diablo Storm Warrior Dream garage Race Diaries Tool test

OCTOBER 2008 Rayvolution Cobra Beer story Raw Fulcrum – Part 2 Sylva Riot build – Part 6 GTM Libra – Road test Murtaya build part 9 Tool test – Measuring instruments Race Diaries

Please visit our website for all the Complete Kit Car back issues from May 2007 You can now also buy individual technical features from the CKC Shop.

We’ve Sold Out of several issues but you can still buy colour copies of features. E: with your requirements.

Order your back issue online or telephone:

01903 236268

025 IVA:CKC Cover



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GUIDE 2010


026-030 Rough Guide To IVA:CKC Advert Template




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The Theory

CKC’s Rough Guide To Confused by IVA? We talk you through the theory of getting your kit car on the road for the first time. ALMOST ALL KIT cars in the UK will, before they’re allowed on the road, have to go through Individual Vehicle Approval (IVA) test and then a registration procedure. Registration is looked at elsewhere in the Guide, so here we can concentrate on the test that, in 2009, replaced the previous examination for newly built kit cars, Single Vehicle Approval (SVA). IVA is available in two different levels of test – Normal IVA and Basic IVA (BIVA). Amateur built kit cars will always fall into BIVA. When looking at any information about IVA, make sure that you are always referring to BIVA regulations and not Normal IVA, where the tests are quite different. BIVA can appear daunting and often confusing – not helped by the

pub ‘expert’ with stories of different testing stations following different rules and certain sections of the test being open to wide interpretation. While it certainly does appear that some testing stations are more rigorous in their testing methods, we would counter this argument, having heard from many kit car builders who’ve had a largely painless experience and found the testers helpful and positive. Like SVA before it, the new BIVA test is certainly not a huge hurdle to your kit car enjoyment, but it is something you need to consider as you build your kit car, not just at the end of the project. Build a kit car with BIVA in mind and the process should be a rewarding one. Here’s our ‘rough guide’ to what’s involved.


No Thanks Before we get too excited about BIVA, it’s important to remember that not everyone building a kit car will have to go through the test. For those cars using the donor’s

unmodified chassis as well as its suspension, you’ll find yourself bypassing BIVA. The reason these cars are exempt from the test is that BIVA is designed for cars which are not already registered. In the case of these simple body conversions it is

Where the donor retains its structure in an unmodified form, such as for most of the Toyota MR2 Ferrari replica kits, then you don’t have to do an IVA test.

IVA tests are carried

out at a number of specially equipped HGV stations. A full list is available online.


026-030 Rough Guide To IVA:CKC Advert Template



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Three-wheelers currently continue to go through the older motorcycle SVA (MSVA) test. You’ll find links to the relvant website in the Useful Contacts panel in this feature.

understood that the identity of the original car is retained and, therefore, it can’t go through a BIVA test. This would also be relevant for the plethora of Ferrari replicas based on Toyota MR2s (so long as the main chassis structure isn’t chopped). However, the regulations regarding modified donor chassis are also outlined on the DVLA’s Directgov website within the guidelines for registering a radically altered vehicle. We quote: “If less than eight points are scored or a second-hand or modified chassis or altered monocoque bodyshell is used, an Individual Vehicle Approval (IVA) certificate will be required to register the vehicle.” Three-wheelers weighing less than 410kgs currently continue to be tested under the old MSVA (Motorcycle SVA) test procedures. The test is less stringent than conventional IVA. Your manufacturer should be able to help you on this one.

It’s not possible to cover all the various areas of the BIVA test here (we cover them briefly in the accompanying panel) and we’d recommend you download the IVA Inspection Manual (be careful to refer only to the section devoted to BIVA) direct from the Vehicle & Operator Services Agency (VOSA) website (address in the Useful Contacts panel). It’s not the lightest of bedtime reading, but it will tell you exactly what you need to do in order to comply with the test and there will be times when certain measurements may be needed to ensure items such as lights and dash switches etc are positioned in the correct places. You can also download from the same web page an IVA guide, which is a lighter tome with a more brief overview of the test. As you’re coming to the end of

You can drive your car to the IVA test centre, which may give you a chance to bed the brakes in, but it may otherwise be prudent to use a trailer.

your kit car project, it’s worth contacting your nearest IVA testing

The tools for the old SVA test (seen here) are the same for IVA.

The IVA test will take a

few hours, and you need to be on hand at all times to help answer the inspector’s questions and perhaps show him where things are on your car.

The Test You can’t get a BIVA test down at your nearest MoT garage, you have to take the car to a specially set-up test centre. There are currently 22 testing stations scattered around the country (see Useful Contact panel for details). The test looks at all manner of aspects relating to the car, from the correct E-marking on glass, to the efficiency of the braking system and accuracy of the speedo. Your kit manufacturer should be able to give you comprehensive advice as to how to prepare your car to ensure it passes the test. If you choose to fit items that are not recommended by the manufacturer, then you may expose your car to a potential point of failure. THE COMPLETE KIT CAR GUIDE 2010

station to find out what the lead time is from booking a test to actually


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The Theory BIVA TEST: THE INSPECTION Here’s a brief resumé of the various sections of the test, what the inspector will be looking for, and some tips and hints as to what you should be considering before you arrive at the test centre. Don’t forget to take some tools with you on the day and be prepared to hang around – the test can take a few hours. An IVA Inspection Manual will elaborate considerably on these brief notes.





Original ignition switch/steering lock or

A battery cut-off switch will no longer do.

similar permanently affixed immobilisation.

The donor’s steering lock is ideal.

Fan assisted ventilation onto the windscreen.

Cars without a windscreen are exempt.

Wiper action must cover a sufficient area of

Cars without a screen need not comply.

screen to allow driver an ‘adequate’ view of the road. Wipers must return automatically

Projections less than 5mm high must be tested for blunt edges.

to the rest position and operate at two

Larger 19mm

radius key being used on lower edge of dash.

different cycle speeds (outlined in the manual). Washers must work effectively, have a reservoir of at least one litre and the system must withstand a nozzle being blocked while in use without blowing off pipework.


having the test done. This varies from site to site, sometimes being just a couple of weeks but occasionally it may be more than two months. You don’t have to use your nearest testing station, so if one further away can fit you in at shorter notice, then you are free to book there. Having established where you would like your car tested you must fill in form IVA1 (downloadable from the VOSA website) and send it together with your payment for the test to VOSA’s offices in Swansea. Your information will then be passed on to your chosen testing site who will in turn give you a test date. When the day arrives you can drive your car to the testing station and back home again, regardless of whether you pass or fail. You must

Seats must be firmly located. IVA requires

Separate squabs and backs must be

the fitment of a headrest, either as part of

located properly, and not left loose.

the seat or as a separate pad.

Spreader plates/washers through the floor may be needed. Headrests must be within a certain position in relation to the seat.


Anchorage points will be checked for their

Your kit manufacturer should really have

position and method of construction. Belts

this covered!

must display approved markings.


Inertia reel belts must operate smoothly and

Not all belts are type approved for road use

retract correctly.

– check carefully.

Avoid sharp edges on anything with a radius

There is an exempt area on the dashboard

of less than 2.5mm and which can be

behind the steering wheel.

contacted by the tester’s diameter sphere. Watch that everything is tidy underneath the The lower edge of the dash panel must have

dash. It may be necessary to put a cover

a radius of at least 19mm.

under the dash to protect occupant’s knees from touching brackets etc under the dash. Make sure all switches and gauges comply with BIVA – ask the supplier.


The ignition system must come with radio

It doesn’t matter if you don’t have any radio,

interference suppression equipment.

you must still comply.

Sidescreens cannot be detachable. Any

If you have removable sidescreens, do not

glass must be made of safety glass and

fit them for the test! Be careful with glass

carry the correct markings.

markings – they must be done in the

All light heights (and position in from the side) will be measured.


correct way.


Lighting positions are carefully checked

Headlight position is usually set by the

and must comply with the measurements

manufacturer, but rear light and indicator

in the IVA Inspection Manual. Having the

positions can often be set by the builder –

correct warning lights (clearly identified) on

take care with positions and angles of visibility.

the dash will also be checked.


You need one interior mirror and one

Mirrors should have the correct approval

offside mirror. If the inside mirror would

markings, so be careful when buying them.

provide no rearward vision (because of an aluminium bulkhead etc) then a nearside

The mirror must have a protective housing

mirror can be used instead. Field of

or edge. Watch out that some race wing

Panel continued on page 30 THE COMPLETE KIT CAR GUIDE 2010


026-030 Rough Guide To IVA:CKC Advert Template



Page 29

USEFUL CONTACTS You will find most information is now pooled on the following two government websites... Switches and gauges on the dash must be carefully chosen.

Don’t forget the

edges on items such as internal mirrors.

For IVA testing stations To download an IVA Inspection Manual, Guidance notes etc Further useful IVA information from the Directgov website

A specified area behind the steering wheel is exempt from radius tests. Note that this battery cut off switch will no longer qualify as an immobilisation device for IVA. If possible, fit the donor car’s upper column, complete with its steering lock.

ensure your car is insured (using the chassis number for identification) and it is also your responsibility to ensure the car meets both Road Vehicles (Construction & Use) Regulations and Road Vehicles Lighting Regulations. One advantage of driving the car to the station is that it will give you

an opportunity to bed-in the brakes prior to the test, but you could also find yourself stranded some distance from home if everything goes pearshaped! Hiring a trailer is an obvious alternative. Once at the testing station you’ll need to be on hand throughout the

Using a test sphere to see what needs to be assessed for specific rediused edges. Different diameter spheres are used for different areas around the car.

The brakes come in for a

more onerous test in IVA.

test, which may take several hours. If the inspector finds some minor faults, he may give you an opportunity to correct them on site, so it’s very important that you go along with a good selection of basic tools. If there’s a more major problem with the car that cannot be rectified on site, then the tester will probably

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

The exposed front suspension of a typical Lotus Seven inspired replica needs careful treatment. Heat shrink tubing can be used to blunt the edges of nuts. Suspension bolts etc can have plastic caps added to achieve the same result.


Further on MSVA


Vehicle axle weights being assessed.

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rearward view will be checked.

mirrors may have edges that will not comply with exterior projections.


Must have correct approval markings.

American tyres may not have the correct

Bodywork must cover the tyre completely


within a specificed zone.


Latching of not just doors, but bonnet etc

Door latching must have two positions –

will be checked.

supplier should be able to advise.

Sharp edges that can be touched by the

Exposed front suspension should have nuts

tester’s 100mm diameter sphere must not

etc covered with plastic caps which comply

construction will be assessed by the

have a radius of less that 2.5mm if they stand

with BIVA.

inspector. Keep it tidy.

proud of the bodywork by more than 5mm.

continue the test, issue a failure sheet and you’ll have to go away and fix the problems. There will be a retest fee (£90) but you won’t have to go through the whole test again – the inspector will just look at those items which previously failed. If all is well, then you’ll be issued with a Individual Approval Certificate (IAC). You’re now ready to continue with your registration.

Cycle winged vehicles will be checked for

Watch that flip-top filler caps have the

projections from the front only, with items

correct radius edges. The cap must either

within the wheel ‘dish’ exempt from

lock, or be tethered to the surround.

EXTERIOR PROJECTIONS Chassis and overall design and

COSTS OF GETTING ROAD LEGAL BIVA test £450 Retest if nec. £90 Trailer hire if nec. – First registration fee £55 12 month road tax – (dependent on engine) Insurance –



Windscreen, headlamps and even windscreen

Watch side-mounted exhaust mounting

wipers must have ‘blunted’ edges.

brackets and edges.

Steering wheel surface cannot have sharp

Some steering wheel manufacturers can

edges and wheel ‘spokes’ should not have

supply covers for the wheel ‘spokes’.

holes etc.


The steering wheel/column must have some

Your kit manufacturer should have the

shock absorbing ability (crumple zone etc).

design of his steering sorted for BIVA.

An overall assessment of the vehicle,

Check that fuel lines and wiring is securely

including chassis, drivability etc.

located. If you build the car competently, this shouldn’t present any big problems.


BIVA FORM FILLING So what forms do you need to fill in?

Braking performance is tested on rollers.

Try to ‘bed-in’ your brake pads before the

Where there is bias control for the


front/back brakes, this must be locked off

Brake balance is tested. If you can, get this

permanently, with no way of later

assessed prior to the test.

adjustment. See the Inspection Manual for full details.


IVA Application form (Download the form and guidance notes from the website outlined in the Useful Contacts panel)


measured at three-quarters of the engine’s max. power speed.


Summary So there you have it. It probably sounds worse than it is in reality but we can sum everything up as follows. Build your car according to the manufacturer’s guidelines and you should pass a BIVA test. If you fail, don’t panic. It’s usually pretty straightforward to put right any problems and, next time around, you’ll probably pass. Above all, don’t let bureaucracy get in the way of enjoying your newly completed kit car. Have fun!

A maximum decibel reading of 99dbA

A visual smoke test as well as gas analysis

If you’ve bought an engine separately from

relevant to the engine’s year of manufacture.

the other donor parts, make sure it has an engine number which can be used to clarify its year of manufacture.


The car will be run on the rollers and the

Your speedo manufacturer can give

accuracy of the speedo checked. It must

guidance on correct calibration of the

not read under the true figure and must be

speedo. Alternatively, a satnav can give

accurate to within preset parameters.

accurate speed to allow comparison with the speedo readings.


Axle weights and gross weight are assessed

Your manufacturer will have the correct

and compared to the stated weights you will

weights for you.

have supplied on your application form.



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The Practical

– This Time It’s For Real With IVA coming into force in 2009, CKC was one of the first in the UK to present a car to be put through the new test. JUST A MONTH or so before IVA took over from SVA on the 28th April 2009, CKC, working in tandem with the governing body that established the new regulations, took a Cobra replica through a dummy IVA test. It was an opportunity for the very people who had written the regulations to watch a kit car go through the test procedure at the hands of an experienced SVA inspector who had recently underone updated training for the new test. Here we’ve reprinted the feature in full.

Vehicle and Operator Services Agency (VOSA – the agency within the Department For Transport responsible for implementing IVA) we suggested it would be valuable to see a car go through a test procedure in advance of the test becoming compulsory. As a result, we recently joined the technical team from VOSA, along with an experienced SVA test inspector who has completed the organisation’s conversion course for IVA, to see how a typical kit car will fare when put through the new regulations. Absolute Horsepower is a company which specialises in the assembly of Cobra replicas for private individuals, and the company’s Anthony Hale was happy to supply a recently completed car for the assessment. For Anthony it was a unique opportunity to see, first hand, what the future regulations will mean for the cars he assembles from now on. The AK 427 he brought with him had passed SVA just a month previously. While a few minor items had subsequently been changed by the customer (such as wing mirrors), the car was effectively in its SVA approved state, making the comparison with IVA all the more relevant.

As of the close of business on Tuesday 28th April 2009, SVA will be no more for amateur built and production cars – if your kit car has been through and failed an SVA test before this date, you have just six months from the date of your test to get your car retested. For anyone about to complete a car, then you will be going through IVA. CKC has looked at the potential differences between the outgoing SVA and IVA on a number of occasions in the past, but there can be no substitute for presenting a car at an inspection centre and watching the test happen... for real. Having been working closely with the


2 IVA inspector David Wilby began the assessment by



PAPERWORK The initial stages of the test are largely to confirm details you will have submitted on your IVA application form, which means checking the vehicle’s VIN plate, chassis number, engine block number and so on. These are all the same as for SVA, but with a few minor differences. Odd smaller changes include the position of the chassis number on the chassis. This must now be on the right side (offside) of the car, where previously the position wasn’t

Chassis number must also be displayed on the right-handside of the car. This was on the left.

5 Anthony Hale, from Absolute Horsepower brought along

If you’ve read our previous IVA related features, then you may already be aware that many of the test procedures are either identical to, or very similar to, the existing SVA test, so we don’t propose to cover all of those here. What we mean to highlight are the areas where there are new features to be dealt with. Experienced SVA inspector David Wilby was on hand to undertake the assessment under the watchful eye of the VOSA team which has spent much of the last year writing up the test procedures and overseeing the current retraining program. This was a useful exercise for everyone involved and, with no time constraints, copious reference to the new regulations meant the assessment was as thorough and correct as possible.

3 Manufacturer’s plate must display all the required

checking the manufacturer’s plate and chassis number.

the AK, and watched proceedings carefully.


6 There must be clear identification, including the correct

symbol, to show what sort of brake fluid is used in the system. THE COMPLETE KIT CAR GUIDE 2010

Horn was never assessed for SVA, but it must now produce an even sound. 31

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The Practical


8 Certain warning lights are now mandatory and must

These Savage buttons already had the necessary

display the correct symbols. Easily sourced from suppliers.


specified. Anthony’s AK has the chassis stamped on a left-hand-side chassis rail, visible from the engine bay. For IVA a duplicate of the number would need to be stamped on the correct side (which could be done by the private individual). Pretty obviously, it won’t take long for manufacturers to supply kits with the stamp in the new position. After confirming these details, we’re into the test itself.

ENGINE BAY Our inspector gives the engine bay of the AK a thorough check to look for stray wiring, poorly fitted brake lines, plumbing or anything else that might be a cause for concern under the general Design and Construction guidelines of the test. These remain the same as for SVA, and Anthony’s AK’s has clearly been beautifully assembled. No problems here. The brake reservoir does come in for special scrutiny. A low fluid warning light on the dash has long been an SVA requirement, but now there must be clear identification at or near (within 100mm) the reservoir itself to show what specification of fluid is used. This must include the approved yellow symbol found on all production cars. This isn’t on Anthony’s car, but the picture here shows what’s on my own Peugeot, where the identification marks are usually on the cap itself. If your system has no obvious identification, then some form of identification plate or sticker, located within the defined zone, would be fine.

markings to pass the test...

...although Anthony had fitted a main beam switch where it should have been a dipped beam switch.


Column stalk controls must clearly identify their intended use. These don’t, but could be easily updated to comply.



The required symbols are all outlined in the Inspection Manual, which is free to download online.

This suckered-on rear view mirror passed SVA, but would fail IVA. It must be more permanently located.

Previously not an SVA requirement, now the horn itself will be checked and must produce a uniform sound (so none of those stupid cow horns!).

INTERIOR On the dash there are a number of mandatory warning lights you need, and each must either have a recognised symbol on it or some form of written identification on or near it. The vital wording within the new IVA Inspection Manual states that either the lights themselves or the associated signage ‘should not cause confusion to the driver’. In other words, if a complete stranger was to jump into your car, would they know what all the switches and lights are for? This is covered under ‘Identification of Controls’ within the manual. On the AK all the warning lights are perfect (having the correct symbols) while the natty Savage buttons also have the correct symbols, although Anthony has a button with the full beam symbol being used to switch on the lights for dipped beam – this would need to be changed. Another area where this car falls down is with its lovely aluminium handled column stalk controls. Neither have any identification, which would be an IVA fail. Either the original stalks need to go on, or the aluminium ones need some form of engraved (and clearly visible) indications on them. Many of the tests in the interior are the same as for SVA, but there are some changes. The centrally mounted rear view mirror on Anthony’s car which passed THE COMPLETE KIT CAR GUIDE 2010 32

SVA is fixed via a sucker, which would fail IVA (a more permanent fixing method is required, as you would find on a normal type approved car). Also in this area, the centrally mounted support rod for the Cobra screen came in for close scrutiny and the test procedure has been subsequently adapted to allow for a windscreen support bar of up to 10mm diameter. While demist requirements are the same as before, the heater itself is now assessed, where it wasn’t previously. In particular, the way the heater draws air into the blower is checked. If this is drawn from the engine bay (perhaps through the front bulkhead), then there’s a risk of drawing in fuel or exhaust vapours. Our Adrenaline Murtaya would fail on this item, although an easy fix is to run flexible hosing from the heater inlet, forward to the front grille where it will draw in clean air. The heater system in Anthony’s AK simply draws air from the cockpit, which is fine. There are three other significant changes (as well as some more minor ones) of the test for the interior. The first relates to the lower floor area. Having established the seat base point by using the same tool as used in SVA, any area up to 150mm above this baseline was previously exempt from projection testing. This now changes for IVA, where a 100mm test sphere is now used to assess for sharp edges, but only when the sphere is used in a forward motion (to reflect the potential dangers to an occupant being flung forward in

031-036 IVA Test:CKC Jan 09




Page 33


The correct field of view is established with the same SVA testing tool as used before.


Support bar on this Cobra screen must be no more than 10mm in diameter.



Any headrest must be above a certain point, established using this tool.

Establishing the correct position for any headrest is done using the standard SVA tools.


Wheelarch coverage being assessed using the new IVA inspection tool for guidance.

an accident). Exemptions to this test include the pedals and any seat adjusters. In reality, we don’t see this as a major problem. The second new test involves anti theft requirements. For most kits, that will mean the inclusion of the donor’s steering lock mechanism, which is used when retaining the upper column (typically from a Ford Sierra). This is also sufficient for IVA, but if your car does not use the donor column and therefore has no steering lock mechanism, you will need some form of permanently installed immobilisation. Where previously a simple battery kill switch would have been fine, this is no longer acceptable. The mechanism must be an integral part of the car which cannot be removed. It’s expected that this will most usually be achieved by the installation of an electronic immobiliser. However, this cannot be retro installed by the amateur, but must either be professionally installed (and therefore come with certification) or must be an inclusive part of the manufacturer’s wiring loom (and also supplied with some form of certification from the manufacturer). At the moment, we feel this will have most impact on Lotus Seven style cars which don’t feature a steering lock. It could be a potentially expensive fix. Another solution could be an aftermarket mechanical transmission or steering lock, but it must be permanently fixed. The following link may provide an affordable solution… THE COMPLETE KIT CAR GUIDE 2010

Flip top filler cap will pass IVA, but aero style catches, where the cap can be removed from the car, will fail.

The third main change for the interior of your car relates to headrests. All cars must have a headrest on all outboard front seats which is either integral with the seat (where the seat is on runners) or, if the seat is fixed, can be located separately from the seat (for instance, located on the roll bar). The location of any headrest is found by using a special tool which takes a measurement 753mm up from the established seat base, following an angle adjacent to the seat back, and then plotting a position 90deg off this line. The top of the headrest must be above this line. Our view is that this can be quite simply addressed and we are already seeing some seat manufacturers offering IVA specification seats.

EXTERIOR TESTS Most of this will be the same or similar to SVA, with one or two changes. For instance, a completely new system of assessment is in place for the wheelarches (wheels guards) to ensure the tyres are sufficiently covered. You can see a clear Perspex tool being used in the pictures here (pic 17). After the centre point of the wheel is established, the tool is levelled with the ground and a forward angle of 30deg and rearward angle or 50deg (from the vertical) is noted. Looking down on the car from above, if any part of the tyre is visible within this sector, the car will fail the test. Furthermore, the wheelarch must continue back and down behind the wheel to reach a horizontal plain which is


150mm above the wheel centre line. What does this mean? Most full-bodied cars will easily comply with the second half of this test, but cycle-winged cars will need to be careful. Of more significance is the test looking down on the car to assess visible tyre within the test area. One front wheel on Anthony’s AK was very close to a fail and we can see it being an issue on other kits. Careful wheel and tyre choice will be critical here, along with correct alignment of the bodyshell onto the chassis. Rather strangely, Anthony’s car failed on its rear numberplate provision. While his car is already registered and has a

USEFUL CONTACTS You will find most information is now pooled on the following government website... To download an IVA inspection manual For DVLA Local Office directory For IVA testing stations For VOSA head office Berkeley House, Croydon Street, Bristol BS5 0DA. T: 0300 123 9000 W: E:

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The Practical

numberplate in place, a car being tested would obviously not have a plate in place. However, it must still provide suitable space for a plate to be fixed. For IVA, a new test tool has been made which establishes a minimum space requirement (relevant for the rear plate). For a Cobra replica the number plate is typically mounted on the bootlid, above the boot release and below a numberplate light (which on the AK mounts on a dedicated plinth moulded into the panel). Neither the plinth, not the fixing position for the boot release can be moved and, on the AK, the space is too tight (as witnessed by Anthony having to cut out a section of the plate he’s used. This would

brief summary of what IVA is.

LIGHTING Sticking with the outside of the vehicle, the lighting regulations are largely the same as before, once again with some minor tweaks. A reversing light is now mandatory (optional before) and must either operate when reverse gear is selected or, if switched on manually via a dash-mounted switch, must have a telltale warning light on the dash. The rear fog light must now only work with either dipped or main beam, so will need to be powered via the lighting circuit. The light unit itself must also be E-marked. There are also positional requirements for both lamps. Contrary to something we wrote in a recent issue of CKC, Daylight Running Lights (lights which are on all the time) are only an optional requirement. One anomaly of the test we discovered on our day was the positional requirements for front headlights. The minimum height for measuring a dipped beam used to be a measurement taken from the visible trace made by the dipped beam on the glass of the headlight. Because this has become

be cause for a fail in IVA). Of course, it’s also an easy fix, perhaps by locating the plate below the bootlid. Another area on the outside of the car to be examined for IVA will include the filler cap. While SVA required that it must meet projection requirements, the cap itself must now be either released by the ignition key or be tethered to the car in some way that makes it impossible to drive away and leave the cap at the filling station. The reason for this requirement is to reduce the chances of fuel vaporisation to the atmosphere or diesel spills onto the road. On the AK, the large flip top filler is fine, but the same would not be acceptable for any typical aero-style filler,



Assessing the available space provided for a numberplate. Surprisingly, the AK failed this test, but it’s an easy fix.


You can clearly see where Anthony has had to trim his numberplate to clear the bootlid release lever.



Headlight height measured. IVA rules have now been changed because of this assessment.

talking about? Here’s a

aspects of its design and build are assessed. If your car passes the test, then you can move onto getting it registered, which will result in you being issued with a Q-plate, age-related plate or brand new plate, depending on the kit and the components used in its construction. If you fail IVA you can always re-take it and we’ve found IVA inspectors to be fair and helpful. Your kit manufacturer should also be able to provide you with guidance and the kit itself should be manufactured in such a way that it complies with the regulations. IVA is a good safety net for the kit car industry, ensuring a base standard is maintained. Above all, don’t let the bureaucracy get in the way of enjoying your kit car.

IF YOU’VE NEVER heard of IVA before and have no idea what it is, here’s our beginners’ guide... Before the likes of Ford and Vauxhall can launch a new car, they have to put it through EC Whole Vehicle Type Approval. This is a hugely complex and monstrously expensive exercise, so the European Parliament has said that EU countries can also establish lesser forms of Type Approval for smaller runs of car. In the UK we therefore have Low Volume Type Approval and Single Vehicle Approval (SVA). It’s SVA that’s most relevant to us as it is now being replaced by IVA. So you’ve built your kit car and it’s ready to go. First, the car must be presented for an IVA test, where various

where the cap is removed from the car. Additionally, the filler cap (and any breather system that may be installed) must not be located within the cockpit, luggage space or engine bay. Finally, if you are using a plastic or fibreglass fuel tank, it must come with some form of certification, have a visible (when fitted) approval marking, come from a type approved vehicle or have supporting evidence from a reputable supplier’s catalogue to prove that it has been made to the correct specifications.

Not sure what we’re


Rear fog light now mandatory, and must only come on with dipped or main beam headlights.


Windscreen glass must be E-marked. BS Kite mark is no longer acceptable.


David counts the cycles of the windscreen wipers. A twospeed system is now mandatory. 34

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Page 35

we could manage was... Of the two different speeds, the slowest must be between 10 and 55 cycles per minute, the second (faster) speed must be over 45 cycles and at least 15 cycles different to the slower speed. The test is done with the screen being sprayed with the windscreen washer. Anthony’s AK already has a two-speed system which, when assessed, passed the test.

increasingly difficult to see on modern lamp units, the IVA regulations had been changed to read a minimum height of 500mm to the bottom of the headlight. In the case of Anthony’s AK (and probably every other Cobra replica on the market) this would have meant trying to jack up the suspension by about 3in! Almost impossible. As a direct result of our day, VOSA has managed to get the regulations amended and the final production version of the IVA Inspection Manual will now require the old measurement of 500mm to the visible trace line on a headlight or, where there is no visible trace line, 500mm to the bottom of the headlight. In the case of most Cobra replicas there should usually be a visible trace line on the headlight and, as such, the existing headlight positions should be OK.

BRAKES The braking test itself remains almost exactly the same as before, but with two potentially significant changes... For cars with adjustable brake balance, the SVA requirement was for the system to be locked with roll pins to ensure it couldn’t move. This has now been tightened to ensure that the system cannot be adjusted after the test... ever. The requirement is now for the balance bar to be permanently rendered unadjustable so that once the braking system is approved under IVA, it shall not be tampered with. What this means in practice is that you may need to set the brake balance up at an MoT garage prior to the IVA and then get the bar rendered un-adjustable. This may also have a bearing on the second aspect of the test which has changed... There is now an assessment for what is called secondary braking. In a conventional dual master cylinder, if one part of the system fails, the other half should still provide adequate braking force to the bring the car to a halt. The

WINDSCREEN, GLASS AND WIPERS With the demise of British Standard Kite marks, all windscreens must now display the relevant E-mark. (There is now a temporary exemption on screens marked with a BS mark) Another change for IVA is the assessment of the windscreen wiper speed. Previously the wipers had only to demonstrate a single speed which had a minimum of 45 cycles (one complete sweep and return of the wiper arm) per minute. For IVA there is now a requirement for two different wiper speeds, dictated by two different cycle rates. When testing the AK there was much debate as to how to describe these requirements, and the best



Checking the tint of the windscreen does not breach the requirements for transparency.

A tinted windscreen must allow at least 70% of the light

Anthony moves the AK onto the ramp. The test is nearly

Brake assessment is now more onerous, and the balance


David checks around the fuel tank to make sure there is no likelihood of it being punctured in an accident.


At some point during your IVA test, the car is put on ramps and the inspector will look closely at the underside of the car, once again checking for anything loose and also the operation of the steering and

bar on a twin master cylinder system must be welded.


over and the AK has passed most of the assessment easily.



through. This screen is fine.


system is often split transversely across the car – for example, the front left and back right on one system, the front right and back left on the other. With a twin master cylinder system operating a balance bar, one master cylinder operates the front, and one the back, allowing the owner to set the braking balance of the car, front and rear. The secondary braking test assumes that one half of a split system has failed, and requires the other half to provide a braking force of at least 30 per cent of the Design Gross Vehicle Weight DGVW or Calculated Gross Vehicle Weight CGVW (whichever is greater). In a conventional dual master cylinder system, where the split is diagonal, this should be quite possible. However, on a twin master cylinder set-up, where the split is front and back, this may be difficult to achieve on lightweight cars, where the rear brakes are often backed off quite considerably. Setting them correctly, may also increase the potential for the rear wheels to lock under braking. We are NOT saying that twin master cylinder braking systems using a balance bar arrangement will fail an IVA test, merely that they will require careful setting up prior to the test, presumably using an MoT garage’s rollers to get the balance correct.

Checking the decibel output of the side pipes. Maximum noise has now been reduced to 99db. 35

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The Practical NOISE

IVA CHECKLIST We’d suggest that on a car which was supplied prior to the onset of IVA you should check the following areas (in addition to downloading the IVA Inspection Manual), which may need adjustment... Chassis number location E-marked windscreen Brake master cylinder identifications Mandatory dash warning lights and identification of all controls Headrests Tethered fuel filler cap Exhaust noise Anti-theft device, if no steering lock Rear fog and reversing light operation Brake bias controls locked off permanently Correct brake performance split braking components. Nothing has really changed here from SVA, except for a new inspection of the fuel tank. The inspector will look around the tank to see that nothing can puncture the tank in the event of a crash. David pointed out that he’d seen cars going through SVA where there was potential for the tank to be ruptured in this way. On Anthony’s car it wasn’t a problem.

website (see useful contacts panel) there’s no excuse for not printing it off and working through the relevant areas as you build your own car. And finally, it’s vitally important that you don’t forget that IVA should not get in the way of enjoying your build project. Use it as a benchmark for ensuring your future car will be safe when it hits the road, and IVA should be viewed as a safety net, rather than an obstacle placed in your way. 

We’re nearly finished with the areas of the test that witness changes compared to SVA. The noise test on the exhaust has been tweaked, such that the acceptable decibel level has been reduced from 101db to 99db. The method of testing is the same as before. Anthony’s car was close to 100db and may have passed SVA but failed IVA.

OVERALL It’s extremely important to stress that for many areas of the new IVA inspection, the test is essentially the same as for SVA. In this article we’ve only concentrated on those areas where there is a noticeable change. Significantly, looking around the AK there were not many areas of the new test where changes were required and, for the most part, the AK already met the new standards – very encouraging. We were impressed with Anthony Hale’s existing knowledge of the SVA test and, having watched the new IVA test, he seemed quite pleased with the result and happy that he could produce a car which would meet the new regulations. That said, this is not to underestimate the impact of IVA. Like SVA before it, the new inspection will require you to think about how you build your car and what materials you use in its construction. With the new IVA Inspection Manual now available as a free download on the Transport Office


THANKS CKC would like to thank Anthony Hale of Absolute Horsepower for bringing along the superbly assembled AK 427 used in this assessment. If you fancy having your dream car built for you, contact Anthony on 0796 8394 396. CKC would also like to thank Mark Greedy and Daren Mason from VOSA for their continued help and support. Also David Wilby for coming along to undertake the actual test.

Anthony Hale of Absolute Horsepower. He’s happy he can still build cars to meet our new regs. 36

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The Theory

CKC’s Rough Guide To It’s vital that your kit car is correctly registered once you’ve built it. It may be that you can retain the donor’s registration, perhaps are eligable for an age-related plate, will have to have a Q-plate or may head for a brand new, current year registration. Here’s your guide on what to expect... and how to get it. KIT CARS ALL end up with a registration number beginning with a Q... right? Well, no, not always. In fact there are four different types of registration number you might end up with – current year, age-related, Q-plate or the original donor’s identity.

components or with just one major component (such as the engine) being reconditioned to as-new specification. Example: Any kit car using all new components, with receipts to prove it, such as a comprehensive Westfield kit.

Current year registration – In order to qualify for a current year registration number your car must be either made up of all new

Age-related registration – If your car uses at least two major components from a single donor car, along with either a modified donor chassis or


brand new chassis from your kit car manufacturer, then you can expect to be allocated an age-related numberplate. In other words, a plate that refers to the age of the donor car. Example: Look no further than our very own Adrenaline Murtaya,

which uses all the major components from a single Subaru Impreza. Q-plate – If your car is made up of parts gathered together from all over the place, then it’s a Q-plate for you.

Where the donor retains its structure in an unmodified form, such as for most of the Toyota MR2 360 kits, then you retain the donor’s identity and don’t have to undertake IVA. Our Adrenaline Murtaya build project used everything from a single Subaru Impreza donor. It was correctly allocated an age-related number plate.


038-039 Registration:CKC Advert Template



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Motaleira may be a one-off, but because it used new components throughout, it was

Another CKC project car, this time Wilkins’ Riot. He wasn’t worried about a Q-plate since

correctly registered with a current year registration number.

his car uses components from a number of different donor cars.

Example: A typical Lotus Seven replica using a motorbike engine, Ford suspension components, aftermarket brakes and a mix of other parts taken from a variety of sources.

V55/4 – This form is available from your local Post Office, but you will also need a supporting booklet (V355/4) which will help you fill out the form correctly. It’s important to get these questions correct, so if you’re in any doubt, contact your Local Office – they’re usually helpful. One area that often seems to cause confusion is whether the DVLA Local Office will want to inspect the car for itself. If they do, they may be able to visit you at your home, but more often they’ll require you to get the car to their inspection site and, unlike for the IVA test, you are not allowed to drive the vehicle there. It’s also worth remembering that you don’t have to use your nearest Local Office, so if another office has a more convenient policy (or can inspect the car more quickly) you can use them. Another area of potential confusion is whether your kit will require an MoT before it can be registered. The official line of the DVLA’s press department is that an MoT is required for registration purposes. However, the reality doesn’t always appear as clear. On the basis that an IVA test does not assess the same things as an MoT, we’d suggest that for peace of mind

Donor plate – If your car uses an unmodified chassis and running gear from a previously registered car, then you’ll retain the donor’s identity, but you must notify the DVLA of the change in body type and name. Example: Any of the typical Ferrari replicas based on rebodying a largely unmodified Toyota MR2 chassis. But, if the Toyota chassis is cut in half or heavilly modified (perhaps to stretch the wheelbase) then our understanding is that the original donor’s identity would be lost, and an age-related plate would be allocated, but only after IVA had been passed.

Paperwork – The type of registration you are aiming for will determine exactly what forms and procedures you must comply with. Registering a car for the first time (ie, not when you are retaining the donor registration) is not done at your local Post Office but rather the nearest DVLA Local Office (see useful contacts panel). You will need to provide them with... IAC certificate (see the Rough Guide To IVA section) Driving licence Insurance certificate (still using the chassis number) A completed V55/4 form Donor registration document (where applicable) All major receipts for parts Built-up Vehicle Inspection Report (V627/1) Payment for first year road fund licence and first registration fee

Three different examples of the same kit car, all with different types of registration... new, age-related and Q-plate.



you may want to have an MoT done to check features such as the condition of suspension components, worn bushes etc. There is no question that many builders find the process of registration extremely frustrating after the long build-up and subsequent passing of the seemingly larger hurdle of IVA. Our advice is don’t be put off contacting another Local Office to see whether you can get a speedier or more positive response. COSTS OF GETTING REGISTERED First registration fee £55 12 month road tax – (dependent on engine) Insurance –

Summary Registration can be straightforward, but it does rather depend on your Local Office and getting the right type of registration number can occasionally be more difficult than it should be. Know your stuff and be very clear with the information you supply and the end result you’re looking for.

USEFUL CONTACTS You will find most information is now pooled on the following government website... For registration For DVLA Local Office directory




0845 458


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ing e follow h t e d u incl policies All our ard: d as stan

n) ses Europea l Expen (UK and a y g r e e L v r o wn Rec  Moto Rage e Road Breakdo d r u lu c o h in 4 2 ent to nal Accid o ns s r e P  le optio ing ic k h c e ja V r ia lt &C and Mu Mileage . d e it  Lim o available are als

From a Seven to a Cobra. Whatever your pride and joy, we’ll get you covered. The enthusiasts’ favourite for over twenty five years, Footman James is one of the leading specialist insurance brokers. With a UK client base of 140,000 owners of classic and vintage vehicles, Footman James consistently uses its enormous influence to arrange our best deal for you. So whatever your pride and joy, you can be confident that with Footman James behind you, you’ve adopted our best policy. Talk to us soon.

ers,errevaitce! W you Quoteline: 0845

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COMPETITIVE RATES on modern car, motorcycle, home and contents insurance

041 Insurance:CKC Cover



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Getting Your Kit Car Covered

CKC’s Rough Guide To

Getting your kit car insured needn’t cost a fortune and there are even policies available to cover you during the build. YOU MIGHT THINK that getting a kit car insured for use on the road would be a costly excercise, and if you phoned your ‘regular’ production car insurance company that might be the case (if they could offer cover at all!). But thankfully there are a number of specialist insurance companies and brokers who have great knowledge and understanding of the kit car scene, and can offer carefully tailored policies accordingly.

Goods In Transit Unless you have arranged for your chosen kit car manufacturer to deliver your kit package to you, the chances are that you will have hired a van or trailer on which to transport the parts home. Are these covered by the hire company? Are they covered by your own car cover? Unlikely. Thankfully, you can get cover specifically for this period of the kit’s life, before it even reaches your

Kit car insurance specialists can offer cover for the kit while you’re building it. Worth considering when you think how much you’ve spent on the parts. They may not be covered in your standard household insurance.

You can also cover the kit while it’s in transit.


home, but after you have paid out for the parts.

Build-up Cover Before your car is complete you’ll already be investing potentially significant sums in the kit components from the manufacturer,


as well as parts from specialist suppliers such as engine builders etc. The reality is that these components could well be in your ownership but not in a complete car form (and then covered in a conventional policy) for some time! Thankfully, several companies offer

042-043 Rough Guide To Insurance:CKC Advert Template



We’d always advise you to join a club, just because it’s a great social scene, but you could also save money on your insurance. Typical club discounts are 15%.

build-up cover. Generally speaking, this will be based on an agreed value of the parts in your possession, and will be for a minimum period of 12 months. So long as the garage is near to your house, cover can be offered by those companies we approached. You’ll typically have the option of two levels of cover, accidental damage, fire and theft or just fire and theft. We’d recommend you opt for the more comprehensive level of cover.

Road Cover This is obviously the core area of cover that will affect anyone owning a kit car, whether they’ve built it themselves or bought it second-hand. As with classic car insurance, the key to the good policies on offer within the kit car scene is that mileage can be limited to a number of different thresholds, to help reduce policies.

Typically you can limit your mileage to as little as 1500 miles in a year. As with mainstream insurance, you can opt for fully comprehensive, third party fire and theft, or just fire and theft cover, depending on your needs or to also help tune your premium.

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Kit Cars make brilliant father and son projects, and you can make your insurance cheaper with sensible engine choices and using the Pass Plus scheme.

the main straight it probably won’t be covered.

Join A Club One good way of guaranteeing a competitive quote is to join the relevant kit car club for your car. Most insurance companies offer a discount policy to club members, usually in the region of 15 per cent.

Trackday Cover If you are planning to take your kit car on a track for either a trackday or full competition event, then your standard road policy will not cover you. You may choose to take out an additional policy, usually issued for the specific day(s) in question. Limitations to the cover may well come into play, so that if you hit the armco you’ll be covered, but if the engine simply lets go heading up

Young Driver Cover As with mainstream insurance, getting cover for younger drivers can be more problematic but, yet again, there are some sensible options available. Keeping the engine capacity down in your car will

Trackdays are a great way to get the best from your kit car, but your standard policy is unlikely to cover you. You can get specific cover for trackdays (and competition use) via some insurace companies. Cover may be limited to exclude mechanical failure.

GET A QUOTE The following companies all carry adverts elsewhere in the Guide. There are other companies who also offer kit car cover. Buckingham Insurance W: Footman James W: Graham Sykes W: Glynwood Insurance Services W: MSM Insurance W:


certainly help with insurance premiums, so a 1.25-litre engine would be a good starting point. Don’t forget that you can always upgrade the engine when you can afford it – that’s one of the joys of kit cars. Taking the Pass Plus course will also help reduce premiums with some insurers if you claim the discount within 12 months of passing your practical driving test. If you are under 21 then there’s little doubt that it remains difficult, but not impossible, to get a competitive quote. However, after this age you’ll find premiums tumbling.





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Graham Sykes Ltd. is authorized and regulated by the Financial Services Authority. Calls may be monitored or recorded to help improve our service.






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HAVE YOU GOT THE CARD? Whilst you are building your car we may be able to save you £££’s


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UK & European breakdown cover available for just £42 T: 01279-870535 E:






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e it uc s b d e ro W P os w s t e e o N lud Ph c



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Bits & Bobs

Whether you’re running a second-hand kit car or in the midst of build project, finding the right parts from the right people can be tricky. Here’s our handy directory. ON THIS PAGE you’ll find a large number of companies who may be able to help you with your project. We’ve sectioned them under different categories. Entries marked in blue also carry an advert with more detailed information over the next few pages. Please mention the CKC Guide when speaking to them. CARBURETTOR/INJECTION SERVICES/ENGINE MANAGEMENT Griffin Power Systems T: 01765 676665 W: Omex Technology T: 01242 26065 W: Race Technology T: 01773 537620 W: Webcon T: 01932 787100 W: COOLING SUPPLIERS Forge Motorsport T: 01452 380999 W: Pacet T: 01628 526754 W: Silicon Hoses T: 0845 838 5364 W: Viper Performance: T 0845 0953 423 W: ELECTRICAL/WIRING SUPPLIES Auto Electric Supplies T: 01584 819552 W: IEM Services T: 01209 214086 W: World of Wiring T: 01782 20 80 50 W: ENGINE/GEARBOX SPECIALISTS Avonbar T: 01279 873428 W: Burton Power T: 0208 518 9189 W: Elite Racing Transmissions T: 07976 487861 W: Partsworld Performance W: Performance Unlimited T: 01904 489332 W: QEP (Cat Cams) T: 01444 243720 W: Ultimate Performance T: 01604 771221 W: EXHAUST PARTS Custom Chrome T: 024 7638 7808 W: FIBREGLASS REPAIRS GW-GRP Designs T: 01507 524426 W: East Coast Fibreglass T: 0191 497 5134 W: CFS T: 01209 821028 W: FUEL/OIL COMPONENTS BGC T: 01945 466690 INSTRUMENT SUPPLIERS

METAL REFURBISHMENT GEP T: 07809 686788 E: MISC Aluminium welding - Alarming entertainment T: 01702 5863078 W: Big Jim Racing T: 07812 448 984 W: Carbon Mods T: 01782 324000 W: MNR reverse box T: 01423 780196 W: NUTS, BOLTS & FIXINGS LBF T: 01263 713 498 E: PAINTING/BODYSHOP SERVICES Auto Mirage T: 01253 734743 W: Precision Paint T: 01823 666289 W: The Colourworx T: 01637 873218 W: PARTS SUPPLIERS (GENERAL BROCHURE) Car Builder Solutions T: 01580 891309 W: Demon Tweeks T: 0845 330 4751 W: Europa Spares T: 01283 815609 W: Kit Parts Direct T: 01623 860990 W: Merlin Motorsport T: 01249 782101 W: Rally Design T: 01227 792792 W: PROPSHAFT SERVICES Autoprop T: 01342 322623 W: Bailey Morris 01480 216250 W: Dunning & Fairbank T: 0113 248 8788 Reco-Prop T: 01582 412110 W: ROLLING ROAD/SUSPENSION TUNING John Clarkson Autos T: 01257 263879 E: Northampton Motorsport T: 01604 766624 W: Track Developments T: 01666 840 482 W: SEAT MANUFACTURERS/SUPPLIERS Cobra Seats T: 01952 684020 W: Corbeau Seats T: 01424 854499 W: Intatrim T: 01952 608608 W: Interiors Seating T: 01623 400660 W: Tillett Racing Seats T: 01795 420312 W: Triton Race Products T: 07886 001 145 W: SECOND-HAND KIT CAR SALES Absolutely Kit Cars T: 01702 231319 W: Hallmark Cars T: 0208 500 1991 W: Total Headturners T: 07711 630348 W:

Digital Speedos T: 07967 676703 W: ETB Instruments T: 01702 601055 W:

SUSPENSION COMPONENTS Dampertech T: 01709 703 992 W: Supaflex T: 01749 678152 W:



Automotive Solutions T: 07958 105758 E: Birch Brothers T: 01274 834921 W: RPM Sports Cars T: 01202 722030 W: Thunder Road Cars T: 020 8502 4090 W: Sussex Kit Cars T: 01435 812706 E:

Draper T: 023 8049 4333 W: Milli-Grip T: 01273 494844 W: Memfast T: 01386 556868 W: WHEEL SUPPLIERS Midland Wheels T: 01926 817444 W:

LIGHTING SVC T: 08456 581251 W:



Gabbat & Brown T: 01704 821105 WL: Seals+Direct T: 0845 226 3345 W: Woolies T: 01778 347347 W:

3GE W:






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A set of open-ended metric spanners in one Gold medal winning MILLI-GRIP comes in 2 sizes: 25mm jaw for all those jobs around the home, in the garage, on bikes and boats 32mm jaw for those chunkier tasks where wider jaws are needed Quick and easy to use, it’s a perfect fit every time! Free P & P to UK addresses if ordered via the website

A quality tool, at great value prices: Milli-grip25 £14.95 Milli-grip32 £17.95 Visit our website and buy one today!

WWW.MILLI-GRIP.COM 01273 494 844

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

Custom-Built Wiring Looms: Kit or classic, Modern or motorsport Contact us to discuss your requirements, whether individuals or manufacturers, for one-offs or series production We label the connectors for trouble-free wiring

Have the wiring loom you really want! Call Richard on: 01461 337281 or 07850 742416 OR Email: OR Write to: Richard Thomson,World Of Wiring, 8 Nutberry Place, Gretna, Dumfriesshire, DG16 5AY. 128 Derby Road, Heanor, Derbyshir e DE75 7QL T: 07958 105758 E:

Give your vehicle the THE COMPLETE KIT CAR GUIDE 2010


World Of Wiring factor




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DAMPERTECH Tel: 01709 703 992 Fax: 01709 702 572 Mob: 07973 382 199 Email: Web: Dampertech, Brampton Hall, Brampton Road, Brampton-en-le-Morthen, Rotherham S66 9BD

Performance Engineering

We’ve been providing engineering based performance solutions for over 15 years & specialise in jobs that are a bit different, require some imagination & that push the boundaries. From modifying single components to building a maximum effort race engine, including turbo & supercharger installations, we can help. We have extensive experience in alloy & steel fabrication so if you need anything from a low-line sump to a complete inlet & exhaust manifold set-up, custom brake mounting brackets or bells to one-off alloy tanks talk to Big Jim!

• Engineering, Fabrication & Welding Services • Exhaust Systems & Components • Alloy Wheel Widening Tel: 020 8252 8812

Mob: 07812 448 984 THE COMPLETE KIT CAR GUIDE 2010





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Paint solutions for your Kit, Custom & Classic car

FREE Catalogue Specialist suppliers of rubber seals and trims for classic, modern and kit cars FREE fully illustrated catalogue listing hundreds of different sections. Please visit our website or call 0845 226 3345 (local rate)

Peel Hall Business Park, Peel Road, Westby, Lancs FY4 5JX Tel/Fax:

01253 734743

e-mail: w w w. a u t o m i r a g e . c o . u k

Seals+Direct Ltd, 32 Marley Ave, New Milton, Hants BH25 5LJ

AUTOMOTIVE REPAIR Full and Part Re-Sprays Custom Paint Work All Makes and Models

WOOLIES (WKC?), Whitley Way, Northfields Ind. Est. Market Deeping, Nr Peterborough PE6 8AR Tel: 01778 347347 Fax: 01778 341847 email:


01823 666289 20 North Street, Wellington, Somerset, TA21 8LT





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Our popular Economy Conversions offer the most powerful lightweight calipers available, on a wide range of disc sizes. The calipers are lug mounted which means they can be bolted straight on without brackets! Our Economy Conversions are designed to be a cost effective solution, but still offer the same superb quality as all our other conversions! We also ofter the conversions at a standard spec with a choice of caliper colour and disc pattern. Check our website for full details.l

Cortina Mk2 DISC 245/12 245x08 245/20 260x09 260/20 245/12 245/08 245x20 260/09 260x20 285/22 300x22 325x30 300x32

CALIPER M16 Ultralite 4 M16 Ultralite 4 M16 Ultralite 4 Princess Ultralite 4 Princess Ultralite 4 M16 Billet 4 M16 Billet 4 M16 Billet 4 Princess Billet 4 Princess Billet 4 Radial Billet 4 Billet 4 Billet 4 Monster 4

Granada £ (ex VAT) 225.00 266.00 259.00 264.00 264.00 348.00 348.00 347.00 355.00 355.00 409.00 630.00 685.00 765.00

DISCCALIPER £ (EX VAT) 290X28 BILLET 4 437.00 295/28 BILLET 4 460.00 BILLET 4 DISC & BELL 630.00 300X28 325X30 BILLET 4 DISC & BELL 685.00 MONSTER 4 549.00 300X28 MONSTER 4 900.00 335X32 360X32 MONSTER 4 999.00

Sierra DISC 260x24 260x08 260x09 283x24 300x22 260x24 283x24

CALIPER Sierra Ultralite 4 Sierra Ultralite 4 Sierra Ultralite 4 Radial Ultralite 4 Radial Ultralite 4 Radial Billet 4 Radial Billet 4

DISC 232x10 232x10 260x10

CALIPER Ultralite 2 Ultralite 4 Ultralite 4

Caliper - Economy £(ex. vat) £ (ex VAT) 225.00 254.00 245.00 310.00 499.00 385.00 409.00

Caterham £ (ex VAT) 218.00 228.00 264.00

Ultralite2 Ultralite2 Ultralite2 Ultralite2

Uni.Rad Uni.Lug M16 Ford Rear

70.00 70.00 90.00 90.00

Caliper - Standard Ultralite2 Ultralite2 Ultralite2 Ultralite2 Ultralite2

Uni.Rad Uni.Lug M16 Ford Rear Caterham

£(ex.vat) 85.00 85.00 110.00 110.00 110.00

Ultralite4 Uni.Rad Ultralite4 Uni.Lug

75.00 75.00

Ultralite4 Uni.Rad


Ultralite4 M16 Ultralite4 Princess

95.00 95.00

Ultralite4 Uni.Lug Ultralite4 M16

95.00 120.00

Ultralite4 Big Rad.


Billet 4 Radial Billet 4 M16 Billet 4 Princess

122.00 142.00 142.00

Ultralite4 Princess Ultralite4 Big Radius Ultralite4 Caterham

120.00 95.00 120.00

Billet 4 Radial


Billet 4 M16 Billet 4 Princess Billet 4 Uni.Lug

178.00 178.00 156.00

Standard Conversions: Our standard conversions are available with a choice of caliper colour: Black, Silver, Gold, Red or Blue. The rotors: X-drilled, Grooved or Combi. The conversions also include pads, hoses and brake fluid

The Ultimate in Race Conversions The R114-4 conversion is the ultimate solution for rally, short circuit, hillclimbs and anything else racing on Mk2 Escorts, Capri's and Cortina's alike. This conversion has been designed for one purpose, to get the biggest rotor and the most powerful caliper possible behind a 13" wheel. For more details on our racing range please take a look oat our website

New SVA Caliper the ONLY Practical solution for kit cars! Hi Spec fully mechanical, SVA compatable handbrake calipers. Designed to be lightweight and compact based on the tried and tested Ultralite and Billet 4 calipers.

Rear SVA Calipers New to 2008 Calipers SVA Spot Caliper £65 excl VAT SVA Sierra Caliper £140 excl VAT SVA Rear VW Lug £140 excl VAT SVA Rear VW Lug + 20mm £145 excl VAT SVA Billet 4 £190 excl VAT (Prices per caliper)

The lack of enthusiasm from the SVA for our original HB calipers has led us to design and develop a new range of rear calipers with an integral handbrake mechanism. These really are the only HandBrake caliper on the market worth considering. This is because the HB mechanism has been designed to give a 7 to 1 clamping ratio critical to hold a vehicle and pass the SVA test. They have been tested and passed by the SVA on vehicles up to 1200kg. Available in Billlet 4; Ultralite and Spot. All have the same mechanism - for more details visit our website.

WWW.HISPECMOTORSPORT.CO.UK E-mail: Tel: 01322 286 850 or 01322 286 827 Fax:01322 286 851




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Burr Walnut Laminate Dash 122x28cm - £37.37 each 122x51cm - £69.00 each Vitaloni Californian Mirrors Left-Hand: TVCSML Right-Hand: TVCSMR £25.30 each


LED008 LED Rear Fog. 100mm Diameter. £57.39 each New Range of

100s of Mirrors Available!

LED006 LED007 LED Stop/Tail + Ind. LED Reverse. 100mm Diameter. 100mm Diameter. £57.39 each £67.74 each 100mm Diameter LED Rear Lamps

Smiths Telemetrix Gauges Intatrim Ranger Seat CTEK Battery Chargers from £54.05 each ETB DD2-Lite Digital Dash Speedo, Tacho, Fuel, Oil T & P, Water T, and Voltmeter. Many additional features. All Senders provided. Black or Silver. £401.35 each

CTEK Battery Conditioners from £39.10 each

A high-backed, bucket seat, suitable for narrow-body vehicles. Alloy Motorsport Switches and Warning Lights 25mm OD. High-quality finish. Variety of functions available. Switches @ £19.55 each Lights @ £16.10 each

Multi-Function LED Light Stop, tail, indicator, reflector, side repeater, number plate. £28.69 each

from £180.55 each from £31.10 each

Sales Office:

01283-815609 Warning Light Fascia Brushed Aluminium. 6x 12mm ID holes. £3.44 each aaaaAlso available: aaaaWarning Lights aaaaPush Buttons aaaaFlick Switches aaaaPull Switches

eMail: Fax: 01283-814976 Website:

Boot Racks Complete with rubber suction pads. Can be fitted temporarily using included kit, or permanently using captive nuts. Available in Stainless Steel, Aluminium, Chrome & Wood-Slat finish. from £45.72 each

Moto-Lita from £126.22 each

Smiths Cobra Gauges

Miller Oils Products from £5.62


LED Daytime Position Lights White LED sidelights. 100x15mm / 150x15mm. from £46.46 each

5 LED: LED010 - £28.69 pair 8 LED: LED009 - £32.72 pair

3-point: from £47.15 each 4-point: from £51.75 each

Europa Classic Silicone Hosing These high specification Silicone Hoses have been specially developed to give Vintage and Classic cooling systems all the benefits of modern Silicone Hoses, whilst retaining the original appearance of the hose.

Rubber Over-Centre Catches SVA Compliant 100x28mm. £18.40 pair

Kenlowe Fan Kits from £98.51

Universal Seat Runners RICH SSR - £39.68 set

Aero-Style Petrol Filler Caps from £52.28 each ETB Custom-Built Gauges

Full range of seals and trims available.

Carbon Fibre Effect Panels 122x28cm - £37.37 each 122x61cm - £69.00 each

from £8.75

Cobra Seat: Roadster SS from £155.25

Oil Cooler Systems - £CALL FSE Facet Interrupter Pumps Road Kit: £86.42 kit Fast Road Kit: £89.00 kit Competition Kit: £95.40 kit Pump Only: from £71.72 each

Cobra Clubman Seat Perforated vinyl headpad and side patches. Integral headpad and shoulder supports. Deep sided bucketed support. Four point harness facility.

Burr Walnut Veneer Dash 122x28cm - £79.35 each T-Shaped - £97.75 each

from £150.65 each

from £28.75 each

3-point: from £66.70 each 4-point: from £69.00 each

Polished Alloy Extinguishers 1.00L - £62.09 each 1.75L - £77.00 each

from £8.75


Europa Silicone Hosing Metre lengths. 45, 90, 135, 180 degree bends. Reducers. Blue, Black, Green, Red, and Yellow. 3/8” to 4” Bore.

VAT raises to 17.5% 1 Jan 2010

Isspro Gauges

Quick-Release Wheel Hubs Hexagon drive or splined drive. from £74.75 each 08/09

Steering Wheel Adaptors £25.00 each

SPA Alpha from £82.80 each

GoPro Motorsports HERO Wide - Digital Video Camera The World’s smallest, wireless on-board video camera. Attaches to helmets, cars, motorcycles, etc. Sets up in seconds and is easily moved between different mount locations. Additional expansion mounts available seperately, including roll bar, handlebar/seatpost, chest harness, and surfboard mounts. Resolution: 5 megapixel (2592x1944) photo, 512x384 video. Optics: glass lens, f/2.8 aperture, with 170 degree angle of view. Modes: video, photo, photo every 2 or 5 secs, self timer. Memory: 16MB internal, expandable to 2GB with SD card. CAMMW £199.99 kit Other packages available - see:

from £46.00 each




Page 55

Corbeau Sportsman Seat A narrow sports car seat with max width of 38cm, for narrow applications. Available in cloth or vinyl trim. Supplied complete with headrest. from £195.50 each Thermo Tec - £CALL

3-point: from £55.20 each 4-point: from £59.80 each

Volanti from £46.00 each

Delta Rocker Switches With illuminated symbols. 10 variants available. 30x22mm. £7.29 each

Heater Box £153.26 each Smiths Tailor-Made Gauges

Brake Parts - £CALL

Chequer Plate Aluminium 122x28cm - £37.37 each 122x61cm - £69.00 each

Headlamp Shells from £30.76 each

£4.89 P+P

Exhaust Pipe Mild or Stainless Steel. Solid or Flexible. From 1 1/4” to 2 1/2”. from £8.84 metre

The MUST-HAVE parts catalogue! This 1136 page book gives access to more than a Quarter of a Million performance parts and accessories, from over 700 different USA suppliers! Our product categories include;1000s of Car and Truck Accessories, Wheels and Tyres, Speed and Performance, Diesel Performance, Sport Compact / Tuner Performance, Off-Road / 4x4, Mobile Electronics, Replacement Auto Parts, and Powersports! 1136 Pages! Over 250,000 Parts and Accessories from Over 700 Suppliers! Call: 01283-816969 NOW!

Chrome Trim Rings Demister vents, gear lever rings, handbrake rings. from £13.80 each

Aston Fuel Caps

from £47.86 each

Universal Seat Runners COB SSR - £28.29 set

Modern Sports-car Lamps £16.10 each Huge number of classic and modern lamp styles available.

100s of Mirrors Available!

MGTF Mirrors £13.80 each

ALL PRICES SHOWN ARE INCLUSIVE OF 15% VAT VAT raises to 17.5% 1 Jan 2010

from £32.20 each

Speedometer Cables Any end, any length. To suit all applications. from £24.73 each

Warning Light Modules Easy install - only 8 wires to connect instead of 12! Unit offers; direction indicators, battery, headlights, oil pressure, & handbrake warning lamps. Standard 84x14mm BRIGHT6 £29.35 As above but with ‘Neutral’ BRIGHT6B £29.35 T-Shaped 41x50mm BRIGHT6T £39.14 As above but with ‘Neutral’ BRIGHT6TB £39.14 3-pc Wheels from £208.15 each

each each each each

6B has ‘N’ Neutral for Bike Engines

Smiths Classic Gauges

Cricket Weave Aluminium 122x28cm - £37.37 each 122x61cm - £69.00 each

from £36.40 each

AVO and SPAX Suspension and Shocks. Available for all applications. CALL NOW!

Pacet Fans from £82.05 each

Interiors Seating RX1191 Seat from £257.60

3-point: from £47.84 each 4-point: from £48.99 each Monza Fuel Caps


Tailor-Made Stainless Steel Exhaust Shields from £109.25 each

from £39.84 each Racetech Gauges

Cobra Roadster 7 Seat

Turned Aluminium Panels 122x28cm - £37.37 each 122x61cm - £69.00 each

Narrow fitting. Dual density foam for comfort. Deep sided lateral support. Tubular steel construction. Integral head restraint.

Visit Our Showroom: Fauld Industrial Park Burton-on-Trent Staffordshire DE13 9HS 08/09

Mountney from £39.10 each


Oil & Water Sender Adaptors

(or fill in the coupon)

from £174.80 each from £4.83 each

FSE Facet Solid State Pumps Road Kit: £51.44 kit Fast Road Kit: £51.83 kit Competition Kit: £55.81 kit Pump Only: from £37.04 each

Name: __________________________ Address:

from £46.00 each

Red Line Additives from £9.14

Jet Air Blower Centrifugal. Cold air fan. 290mm x 110mm x 135mm. 12v / 24v. £51.75 each

__________________________ Postcode: __________________________ eMail Address: __________________________ aaaPost to: aaaEuropa Spares aaaFauld Industrial Park aaaStaffordshire DE13 9HS





Page 56

It is always advisable to rely on a Specialist when having a Propshaft manufactured or modified. With an item weighing anything from 5-25kg spinning at speeds of up to 10,000 r.p.m. just inches away from the drivers thighs protected only by the vehicles bodywork you need to be sure that the “Specialist” is the best available. Since 1977 Bailey Morris Ltd has concentrated on its core product of universally jointed Propshafts and Driveshafts, whether it is small batch quantities for original equipment manufacturers, one off specials, prototypes, repair or modifications we have the ability to offer a product that is correct. Engineering improvements allow us to upgrade the original universally jointed products. With many options available for universal joints, tubes and flange connections, we offer upgrading and weight reduction with bespoke machinery including automated welding, post straightening and dynamic balancing all to ISO specifications. Supplying shafts to the standards demanded by Original Equipment manufacturers we can offer you the best options available at competitive prices.

do! list” should ia c e p “s a t a ctly wh Which is exa Little End Road, Eaton Socon, St. Neots, Cambs. PE19 8GE T: 01480 216250 F: 01480 403045 E:






WHY NOT VISIT OUR SHOWROOM Mon-Sat 8.30am-5.30pm

75 Ash Road South, Wrexham Industrial Estate, Wrexham, IMPORTANT: VAT must be added to all advertised prices unless otherwise stated. North Wales LL13 9UG

Page 57


0845 330 4751

All major credit cards accepted for telephone mail order. Cheques, postal orders or bankdrafts made payable to Demon Tweeks. Goods despatched on express carrier service £8.25 or economy carrier service £7.25 Huge range of fasteners and latches from £1.26

Bright 6 Warning Light Module .52


Race Technology Dash 2 display Telemetrix elec gauges, SVA compliant

FASTENERS Interrupter Electric Fuel Pump from .38


Linkage kits and carburettors - huge range available. FUELING £4


ETB DD2-Lite Digital Dash Display

With Flocked Finish


Door/Boot Seals from


Many more gauges available.


Solid state fuel pumps from £32.21 Fuel hose per metre from £2.38 Carb synchrometer £43.14

Silicone Hose from .44

£499.00 from £26.51

TIM gauges from £10.00 Racetech gauges from £34.65 SPA Digital gauges from £121.65 Revotec gauges from £34.03 VDO gauges from £29.49 Bright 6 warning light module £25.52


Battery cable in red or black from £5.98 per metre Fuse boxes from £3.40 Battery and starter terminals from £0.67 Switches from £1.79 each

Rear Safety Lamp




Reversing lamp £4.08 H4 bulbs from £3.08 each

Magnetronic performance ignition, replaces contact/condenser £80.00

LIGHTING K&N Bolt-On Filters from .56

Pacet Profans from .98



Boss kits to suit most production vehicle steering columns OMP Racing GP 330mm £58.14 Call for adaptors, spacers, quick release bosses and Snap Off security device.


Mirrors from .92

Aero Flush Fit Caps from .69




from £25.04



Vitaloni Californian mirrors Kit car centre mirror

Sponge Rubber Seal

Moto-Lita Wheels from .75

IMPROVE DRIVING PERFORMANCE AND LONGER ENGINE LIFE! Massive range of universal cones, domed air filters and ram pipe socks. Silicone hose from 6.5mm to 127mm ID coolant hose from £14.52 per metre 90º Elbows from £7.98 Straight reducers from £7.12 Aluminium coolant connecting pipes. 3”, 6”, 12” lengths. 32mm-76.2mm dia from £10.25 Electric cooling fans from £72.98 13 row oil coolers from £63.09 Oil cooler installation kits from £21.34 Flame thrower ignition coils. Up to 15% more spark energy from £34.00

More seals and foam products available.

Cibie 7” conversion lamps from £23.50 each


Door and boot weather seals with grip fixing from £3.69 per 900mm Self adhesive sponge rubber seal £4.99 per 900mm

UV curing fibreglass patches from £18.33 Call for details.


Full range of funnels/adaptors to mount caps to bodywork or tanks. Call for details. Classic Monza and Aston caps from £31.04 Fuel filler neck hose diameters from 45mm ID from £0.44 per cm

£26.00 each £26.95



Call our specialist wheel and tyre department on 01978 664468 for details. Specific copper brake pipe sets-100’s of applications including AC, DAX, Dutton, Gardner Douglas, Marlin, Quantum, Spartan and Westfield from £39.63 Huge range of self assembly brake pipes, fittings and accessories: 3/16” x 25ft copper brake pipe £12.60 3/16” x 25ft copper nickel brake pipe £17.90 Pipe bending tools from £15.95 Master cylinders from £42.00

From standard replacement to full race discs and pads available. Call for details.

2009 Catalogue available in paper or online page turning versions at

NEW 452 page Motorsport Equipment, Racewear and Accessories Catalogue. TEL:



0906 250 1523 OR TEXT CODE

MSAX 84010

TO with your Name, Address and Postcode

NEW 236 page Motorcycle Equipment and Accessories Catalogue. TEL:


Damping adjustable coilover and telescopic dampers from Avo. Huge range of 1.9”, 2.25” and 2.5” ID coil springs in stock. Polybush polyurethane bushes to suit most vehicles - call with your application.

0906 970 0713 OR TEXT CODE

MPCDF TO 84010

with your Name, Address and Postcode

NEW 196 page Road Tuning and Performance Catalogue. TEL:

The latest designs, all the fitments, please call with your requirements: either competition or road use. Prices from £55.12 each.

0906 254 6188 OR TEXT CODE

PTAVX TO 84010

with your Name, Address and Postcode

Calls to 0906 numbers cost 50p per min at all times. (Calls should last no longer than 11/2 mins). If you do not wish us to contact you by mail or text with any information, promotion or special offers we may have in the future, insert X at the end of your message. Brochure requests via SMS are charged at £1.50 per message sent.




Page 58

Intatrim Creators of Comfort in Motion

Extensive range of fibre glass high low backed seats Full and part vehicle trimming services Performance and prestige vehicle upgrading, cloth to leather or alcantara for a high quality hand finished interior

01952 608608 email:







Page 59

JOHN CLARKSON AUTOS All your fibreglass supplies delivered direct to your door!

4x4 rolling road Engine tuning

Mail order fibreglass supplies • Polyester Epoxy resins & reinforcements, • tools and -ancillary’s project information & technical advice • Free Download a price list from our site •

4 wheel alignment Corner Weighting Kit car / off road car preparation

Place order online or call us on: 0191 497 5134

Fault diagnosis Unit 1, Crosse Hall Street Works, Chorley Pr6 0qq E-mail.

Tel. 01257 263879

Unit 2B Rekendyke Industrial Estate • South Shields • Tyne & Wear • NE33 5BZ E: • F: 0191 4565487

• Mirror Polishing • Shot Blasting

Metal Restoration Solutions

• Metal Finishing/ Deburring/Fettling • Rust Removal


• Metal Blending • Powder Coating


• Metal Restoration

t&f. +44 (0) 7809 686788 e.






Page 60




Page 61




Page 62


Make Ends Meet Limited

made in the u.k

D<D=Xjk DXb\ <e[j D\\k C`d`k\[  `j X dXafi jlggc`\i f] ]Xjk\e\ij ]fi j_\\k d\kXc# gcXjk`Zj# >IG Xe[ Zfdgfj`k\j f]]\i`e^ _`^_ hlXc`kp @JF 0'')gif[lZkjkf^\k_\in`k_\oZ\cc\ek k\Z_e`ZXc X[m`Z\ Xe[ j\im`Z\% Fli iXe^\ `eZcl[\j i`m\k elkj  jkl[j# ilYY\i elkj# epcfe elkj# k_i\X[\[ `ej\ikj# jZi\n XeZ_fij# gcXjk`Z i`m\kj Xe[ `ejkXccXk`fe kffc`e^% Fli ÈjkXiÉ `j fli fne le`hl\# ifYljk i`m\k elk  jkl[ _Xe[ kffc n_`Z_ `ejkXccj D* kf D(' elkj lj`e^ X j`dgc\ jg`e XZk`fe ÆXe[_XjXC@=<K@D<>L8I8EK<<% Gc\Xj\ZfekXZkljfe1

Tel/Fax : +44 (0) 1386 556868 Email:


The perfect seats for your Cobra. Authentic styling and superb quality & comfort. Roadster SS & SR: from £155.25 inc SS VAT. RX1191: £257.60 inc VAT. All seats available in a wide choice of colours. Seat runners available.

FREE catalogue! 148 colour pages. Call NOW!


Triple Chromeplated cobra bust - can be wall or plaquemounted, via tapped fixings on the rear, or free-standing. Pre-wired LED eyes light-up Red. 12V. Approx 6” (150mm) tall: £32.20 inc VAT

Quick lift brackets. Polished Stainless Steel: £183.31 inc VAT set 4. Also, Black powder coat steel: £183.31 inc VAT set 4.

01283-815609 or visit

Cobra Wheel Arch Spats. Hand-made from sheet Aluminium. May require slight trimming at the body edge to fit your Cobra. £110.40 inc VAT pair

AC Alloy Pedal Pads. Either, Flat-backed (CS813) or, with cast-Aluminium blocks (CAPP1) on rear to allow for individual fitment.

The ultimate fuel cap. Polished Aluminium Aston. Overall dia. 4.75” (122mm). Roller catch or snap-shut. Standard or SVA compliant. From £95.63 inc VAT. Smaller versions available.

£97.75 inc VAT set

As Pictured: 289/302/351W: £256.54 set 5.0L/302 EFI: £310.72 set

Trim rings & gaiters available.

Also, Dashboard Lights & Switches to suit.

MGTF Door Latch Mechanisms.

Universal Polished Stainless Steel handbrake lever c/w microswitch for park light: £152.95 inc VAT.

Latches £13.80 inc VAT each

T304 quality Stainless Steel SVA compliant Cobra sidepipes. Popular 3.5” dia. with choice of single or quad inlets. State engine size when ordering. Prices on application.

289/427: £18.40 inc VAT each

PB Ford: £28.18 inc VAT each

Quickshift gear lever replica: from £48.30 inc VAT.

GTD5 Cobra Wheel. Wheel & Tyre combinations for any type of drive train. 15” to 20” dia. in all widths. Black or Silver centres. Call us for your application & price.

Cobra 3-Lock Set 2x Bonnet. 1x Boot. All lock using the same key. £79.35 inc VAT

Cobra Windscreens. SVA compliant Chrome-on-Brass frames & side pillars. Choice of Clear, Tinted, or with a Green Sun-Band. Sun-Visors & Wind-Wings also available.

Chrome plated nudge bars. Front nudge bars: £224.25 inc VAT. Rear nudge bars: £224.25 inc VAT.

Ford Motorsport Rocker Covers. From £241.05 inc VAT set

Universal Black handbrake lever: £46.00 inc VAT.

Cobra over-riders. SVA compliant available. Front & Rear, or Universal. From £34.96 inc VAT each.

T304 polished stainless nudge bars. Front nudge bars: £103.50 inc VAT. Rear nudge bars: £132.25 inc VAT.

Monza, Aston, or Aero Caps.

With Blocks: £36.80 inc VAT pair Flat-Backed: £22.99 inc VAT pair

Front & Rear Light Packs for R/H & L/H drive cars.

T304 polished stainless roll bars. Single roll bars: £126.50 inc VAT. Double roll bars: £161.00 inc VAT.

Cobra Soft Tops are available for most popular marques, in top quality Everflex or Mohair. Prices from £228.28 inc VAT. All hood support frames & fixings are also available.


100s of other Cobra related parts to help complete your car are shown on our website Alternatively, call 01283-815609.

The Cobra Store is a division of Europa Specialist Spares Ltd. See us at most shows throughout the year.


063 Manufacturer:CKC Cover



Page 1


GUIDE 2010


064-065 Index 2010:CKC Edit Template




Page 64

Kit Cars

Models By Type COBRA REPLICAS AK 427 Dax 427 GD 427 Hawk 1.8/2.6 Hawk 289 Hawk Kirkham Madgwick SRV8 Magnum 427 SF Thunder Road Cars 289 FIA Thunder Road Cars 700KR

68 79 91 96 97 99 105 106 135 136



LOTUS SEVEN INSPIRED ROADSTERS Aries Loco Dax Rush Dax Rush MC GKD Legend Luego Velocity Luego Viento MK Indy MNR VortX Raw Striker Robin Hood 2B/Zero Tiger Aviator Tiger Avon Toniq Vindicator Sprint Westfield Sport Westfield Sport Turbo

69 80 81 95 103 104 112 113 121 125 137 138 139 143 144 145


SPORTS CARS Adrenaline Murtaya Autotune Gemini

70 71 78 83 85 86 87 88 89 92 93 98 114 118 119 128 129 132 133 140

75 77 82 84 90 94 107 108 109 110 111 116 117 126 127 130 134 141 143 143



THREE-WHEELERS Blackjack Zero Rayvolution

74 122


REPLICAS Autotune Aristocat Sports Autotune CanAm Chesil Speedster DNA 3Sixty/4Thirty Enzo Design EDF40 Enzo Design EDF275 GTB/4 Enzo Design EDF430 Enzo Design MiniSprint Enzo Design RS200 GD T70 Gentry Hawk HF3000 MR2 Kits GTF Nostalgia Classic 120/140 Nostalgia Classic C-Type Sebring SX Sebring TMX/MXR Suffolk C-Type Jaguar Suffolk SS100 Jaguar Tornado TS40

Blaze F Caburn Hurricane Deronda Enzo Design Amillim XS Fisher GKD Evolution Marlin 5EXi Marlin Sportster MEV Atomic & tR1ke MEV Rocket MEV Sonic7 & Missile NG TC NG TF SDR V-Storm Sebring Exalt Secma F16 Sylva Riot Ultima CanAm Vindicator Shadow Vindicator Vulcan

AGM WLR Raw Fulcrum Spire GT-R

67 120 131

UTILITY/FUN VEHICLES Blitzworld Jimini 2 Jimini Trend-E Mutant 4x4

76 101 102 115

WEDDING CARS Beauford Imperial Regent

73 100 124




064-065 Index 2010:CKC Edit Template



Page 65

Models By Name Adrenaline Murtaya AGM WLR AK 427 Aries Loco Autotune Aristocat Sports Autotune CanAm Autotune Gemini Beauford Blackjack Zero Blaze F Blitzworld Caburn Hurricane Chesil Speedster Dax 427 Dax Rush Dax Rush MC Deronda DNA 3Sixty/4Thirty Enzo Design Amillim XS Enzo Design EDF40 Enzo Design EDF275 GTB/4 Enzo Design EDF430 Enzo Design MiniSprint Enzo Design RS200 Fury GD 427 GD T70 Gentry GKD Evolution GKD Legend Hawk 1.8/2.6 Hawk 289 Hawk HF3000 Hawk Kirkham Imperial Jimini 2 Jimini Trend-E Luego Velocity Luego Viento Madgwick SRV8

66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105

Magnum 427 SF Marlin 5EXi Marlin Sportster MEV Atomic and tR1ke MEV Rocket MEV Sonic7 & Missile MK Indy MNR VortX MR2 Kits GTF Mutant 4x4 NG TC NG TF Nostalgia Classic 120/140 Nostalgia Classic C-Type Raw Fulcrum Raw Striker Rayvolution Razor Regent Robin Hood 2B/Zero SDR V-Storm Sebring Exalt Sebring SX Sebring TMW/MXR Secma F16 Spire GT-R Suffolk C-Type Jaguar Suffolk SS100 Jaguar Sylva Riot Thunder Road Cars 289 FIA Tunder Road Cars 700KR Tiger Aviator Tiger Avon Toniq Tornado TS40 Ultima CanAm Ultima GTR Vindicator Westfield Sport Westfield Sport Turbo




PAGE 112

PAGE 127

PAGE 142



106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145

Adrenaline Murtaya:CKC Guide 2009



Page 1

Adrenaline Murtaya

ADRENALINE MOTORSPORT BURST onto the kit car scene in late 2006 with the Murtaya – a professionally styled roadster using the legendary Subaru Impreza drivetrain. Available in three guises, R (road), S (lightweight) and C (competition) the Murtaya has been designed using the very latest state of the art CAD packages by leading automotive designers. Under the skin is a composite monocoque chassis of extraordinary rigidity, providing a perfect platform for the Murtaya’s dynamic prowess. The iconic engine provides the Murtaya with spectacular performance, while the four-wheel-drive transmission and bespoke suspension deliver astonishing levels of traction, grip and handling. This addictive combination gives the car devastating ground covering ability, all the while accompanied by the wonderful offbeat exhaust note of the distinctive boxer engine. Attention to detail is evident throughout – in the detail finish, clever packaging of donor components, and even the surprising level of practicality. The Murtaya benefits from a large boot, modern ergonomics (power steering, servo assisted brakes, heated windscreen, electric windows, central locking, rake adjustable steering etc) and both soft and hard top options. Sold in either kit form (modular or comprehensive) or as a turnkey factory built vehicle, the Murtaya offers a unique proposition – contemporary styling allied to supercar performance. The Murtaya won ‘2007 Performance Car of the Year’ by Japanese Performance magazine and ‘Car of the Year 2008’ by CKC magazine.

SPECIFICATION CHASSIS: Composite monocoque with front subframe. BODYWORK: GRP bodywork supplied in black gelcoat finish. DONOR CAR: Subaru Impreza 1993-2005. ENGINE OPTIONS: Normally aspirated or turbocharged Subaru Impreza. 2-litre or 2.5-litre, petrol or diesel. SUSPENSION: Front: Lower wishbones, coil over struts, adjustable ride height. Adjustable dampers (bump and rebound). Rear: Trailing and lateral locating arms with coil over struts, adjustable ride height. Adjustable dampers (bump and rebound). STEERING: Power assisted rack and pinion. BRAKES: 4-pot front calipers with vented discs, single or 2-pot rear calipers with vented discs. Servo assisted. ABS option. KIT PRICE: Modular kit from £7450 plus VAT. Comprehensive kit £11,995 plus VAT. BUDGET BUILD COST: Home built from £18,000 on the road. Factory built from £29,500 on the road.

SUMMARY – This really is a car that you can use daily for work, when devouring your favourite piece of Sunday morning black top or winning trophies on the circuits and special stages. It is no coincidence that the owners’ club is the BSGC (The Big Silly Grin Club!).

Adrenaline Motorsport, The Barns, Trebudannon, Newquay, Cornwall TR8 4LP T: 01637 889351 E:




AGM WLR:CKC Guide 2009



Page 1


HAVE YOU EVER watched the Le Mans 24-hour race on TV and thought, “I wonder what it would be like to drive something like that?” If you have, then this one’s for you! The sensational looking AGM WLR never fails to turn heads when it’s out and about on the road – the only downside is the amount of roadside seminars you have to give when you take it for a spin. But that’s why we love kit cars. Over the years, the WLR has been steadily refined. The main area of improvement being the chassis, which is now manufactured in-house. The torsional stiffness has been vastly increased and now allows the car to run high-powered engines. These have included the GM LS-1 V8 (as fitted in the Corvette) and the BMW M3. With these engines installed, the WLR is now beginning to take on supercar status, but without the supercar price tag. Indeed, it’s possible to put one together for under £10,000. Despite its hardcore image, the WLR is surprisingly practical. The optional full screen and soft top, as well as a remarkable amount of storage space, make the WLR ideal for a trip to its spiritual home of Le Mans. So if it’s individuality you’re after, and you don’t mind a little attention, then look no further than the AGM WLR. It’s designed to be driven!

SPECIFICATION CHASSIS: Spaceframe chassis. BODYWORK: Glass reinforced plastic. DONOR CAR: Ford Sierra, rear disc models. ENGINE OPTIONS: Ford Zetec, Duratec, Cosworth Turbo, Cosworth V6, BMW M3, Rover V8, GM LS1, LS2. SUSPENSION: Front – Double wishbones with standard Sierra hubs. Rear – Double wishbones with fabricated uprights and standard Sierra hubs (with disc brakes). Coilover dampers front and rear. STEERING: Modified Sierra rack. BRAKES: Standard Sierra calipers and discs or aftermarket 4-pot calipers and discs. KIT PRICE: Chassis kit, including wishbones and rear uprights from £1600. Body kit, including body shell bonnet, front splitter, rear diffuser and aeroscreen £3000. Prices include VAT. BUDGET BUILD COST: From £9500. TURNKEY PRICES: From £17,500 to £31,000.

SUMMARY – Totally out-of-this-world looks provide the AGM WLR with a welcome splash of individuality in a scene awash with Cobra and Lotus Seven inspired replicas.

AGM Sports Cars Ltd, Unit 10 Industry Road, Carlton Industrial Estate, Carlton, Barnsley, South Yorkshire S71 3PQ T: 01226 700373 E: W:



AK 427:CKC Guide 2009



Page 48

AK 427

THIS FAMILY RUN company is headed by Ken Freeman, who began AK Sportscars back in 1989 as a part-time hobby and has overseen its expansion and development into the premier division of fake snake manufacturers. He’s since been joined in the business by his two sons, Dan and Jon, and his wife Lynda. The AK 427 ethos is one of good quality and sound engineering. Both chassis and bodies are made in-house, giving AK complete control over quality. In terms of design and engineering, AK isn’t looking to rewrite any rulebooks, instead preferring a tried and tested formula – a well designed ladder chassis (with additional backbone bracing), familiar XJ6 suspension and a quality fibreglass bodyshell. Ken sees his AK 427 as a road car rather than a trackday warrior, and to that end, the company was the first to offer a productionised power-assisted steering package. A number of different length pedal box options also mean that drivers well over 6ft tall should find this an easy car in which to get comfortable. AK regularly supplies reconditioned donor packages to customers, while the company will also tackle part or full-builds. Operating from a comparitively large industrial unit, visitors can see all aspects of the kit manufacturing process here – great for gaining real confidence in the company before placing an order.

SPECIFICATION CHASSIS: Ladderframe with additional backbone bracing and bolt-down scuttle frame, 2mm steel floor. BODYWORK: Fibreglass body with bonded-in inner bodytub, along with inner wings and boot panel. Bodyshell trial fitted to the chassis prior to dispatch. Doors, boot lid and bonnet also trial fitted and hinged. DONOR CAR: Predominantly Jaguar XJ6. ENGINE OPTIONS: Ford or Chevrolet small-block V8, plus others. SUSPENSION: Standard Series 2 or 3 Jaguar XJ6 front wishbones and uprights. Shortened rear driveshafts and rear wishbones on exchange. Gaz adjustable coil-over dampers. STEERING: AK’s own steering rack supplied in kit, 31⁄4 turns lock to lock. Optional power steering rack available, 23⁄4 turns lock to lock. BMW column. BRAKES: Jaguar front vented discs and 4-pot calipers along with standard inboard solid discs and 2-pot calipers at the back. KIT PRICE: £3495 plus VAT for an extensive kit package. BUDGET BUILD COST: From £16,000.

SUMMARY – An unpretentious company where any Cobra replica enthusiast will always find a warm welcome. Sound engineering and a quality package make this a premier division operation.

AK Sportscars, Unit 51 Ivatt Way, Westwood Industrial Estate, Peterborough PE3 7PN T: 01733 267633 E: W:



Aries Loco:CKC Guide 2009



Page 48

Aries Loco

ARIES MOTORSPORT WAS formed in 2007 by Steve Huckerby, an ex employee of Stuart Taylor Motorsport, to ensure the continued success of the breed. Centrally located just five minutes from Junction 25 of the M1, Aries is easily accessable from M1, M42, A50 and A52. The firm offers... new builds (turnkey solutions, rolling chassis or just IVA preparation – your choice!); kit supply and technical suport from concept to IVA; 750 Motor Club Locost Series, race supplies, parts and repairs. A wide range of stock is available for same day dispatch from a 1200sq ft factory and offers completion of part finished projects. It also has a policy of continuous assembly development to ensure DIY building is accurate and straightforward. The Aries Loco range is a great platform that can be manipulated to suit your style and budget. Fast, lightweight and race derived, these chassis have in the past been fitted with Honda, Kawasaki, Suzuki and Yamaha inline 4-cylinder motorbike engines. Ford Crossflow, Zetec, Toyota 4AGE and Mazda MX-5 car powerplants are also available. Previous race development has led to improved steering and suspension geometry making the chassis great for road, race or trackday use. Quality parts and continuous development are the key to Aries’ success; simple reliability is why 500-plus customers have built cars with us over the past 10 years. Aries now offers billet sumps, paddleshift gearchange, Wilwood brake conversions and much more to give you the edge. Aries only uses tried and trusted products giving it the quality edge you can feel in the drive.

SPECIFICATION CHASSIS: Race proven, square and round section jig welded chassis, aluminium bulkheads, sides and rear with a choice of either steel or aluminium floors. Roll-over bar or option of full cage. BODYWORK: Double gelcoat fibreglass bodywork in a choice of 90 colours. Bonnet and rear panel options are available. DONOR CAR: Ford Escort Mk2 or Sierra (or new) axle, Sierra (or new) column, Cortina (or new) uprights. ENGINE OPTIONS: Car engines – Ford Crossflow, Toyota 4AGE, Ford Zetec and Mazda MX-5. Bike engines – Most inline 4-cylinder engines from Honda, Kawasaki, Suzuki and Yamaha. SUSPENSION: Front – Double wishbones with coil-over dampers. Rear – Liveaxle: Four radius arms, Panhard rod, coil-over dampers. IRS: Double wishbones, coil-over dampers. STEERING: Standard width Escort Mk2 quick-rack (2.4 turns lock to lock). BRAKES: Cortina or Wilwood front calipers, Ford Sierra rear. Discs all-round.. KIT PRICE: Starter package £1418 including VAT. Comprehensive kit from £4000 including VAT. BUDGET BUILD COST: From £7000.

SUMMARY – The Aries Locoblade handles superbly, particularly with the IRS set-up. It retains Colin Chapman’s original dimensions and, when fitted with a ’bike engine, has a potential 0-60mph time of under 5sec. Great on road and track.

Aries Motorsport, 1a Plot 7 Eagle Road, Quarry Hill Industrial Park, Ilkeston, Derbyshire DE7 4RB T: 0115 9323489 M: 07940 287456 E: W:



Autotune Aristocat Sports:CKC Guide 2009



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Autotune Aristocat Sports

Over 25 years of manufacture FORMED IN 1969 by Anthony and Carolyn Taylor, Autotune can rightly claim to be one of the elder statesmen of the industry, and its Aristocat Jaguar replicas have been on the market since 1984. With a passion for both classic Jaguars and competitive racing, it is hardly surprising that when Anthony moulded from a genuine XK140, he then successfully campaigned the very first Aristocat in the inaugural ’84 kit race series. This prototype still races hard if time allows. For all that, the Aristocat Sports is very much a road car, with a focus on practicality and affordability with sound engineering. The kit uses 80 per cent of the donor Jaguar, including all major mechanical components and even seats, dash, loom etc. Allied to the big cat’s standard suspension, it means the Aristocat can be built for as little as £9500 based on a tight budget, but it rides and performs as you would expect from a car using so many quality Jaguar parts. There is usually a good market for re-selling the cars at a later date. To maintain continued use of Jaguar donors, an alternative chassis for the Aristocat Sports has been developed to take in later Jaguars from 1986, the XJ40 and subsequent XJ6 cars, again using much of the top flight donor. Those looking for period authenticity can browse the options list, where items such as the chrome split windscreen can be found, plus budget alternatives. A Coupé version with more focused period appeal is also available, having a dimensionally exact bodyshell, but allied to an updated spaceframe chassis more suited to modern roads.

SPECIFICATION CHASSIS: Multi-tubular spaceframe made from 16-gauge 1.5in square tube steel. Pre-drilled and fitted with all mounts. Side impact bars and rig-tested at Manchester Metropolitan University. BODYWORK: Fibreglass bodywork sections supplied in self-coloured gelcoat finish which does not require painting. DONOR CAR: Jaguar XJ6 or V12 1968 to 1985. Option XJS. New donors: XJ40 or X300 1986 onwards. ENGINE OPTIONS: Jaguar straight-six or V12. SUSPENSION: Unmodified Jaguar front and rear with re-rated springs (rear track shortened for Coupé). STEERING: Jaguar XJ6 power steering rack and column plus extension. BRAKES: Unmodified Jaguar vented front discs and four-pot calipers with solid in-board rears. KIT PRICE: Chassis £1900, Body £2185. Coupé: Chassis £2200, Body £2850 (all prices plus VAT). BUDGET BUILD COST: From £9500, but have been done for much less!

SUMMARY – A unique blend of affordability and genuine period glamour make the Aristocat Sports an appealing but realistic package. Jaguar power and running gear provide a pleasurable driving experience.

Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF T: 01254 886819 E: W:



Autotune Can Am:CKC Guide 2009



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Autotune Can-Am

INITIATED IN 1966, the Canadian American Challenge Cup was a series of races for Group 7 sports racing. The lack of many design restrictions meant that over the next eight years the series attracted top teams and drivers. The dominant force from the outset until the entrance of a works Porsche team in 1972, were the McLaren works team. For five years, the McLarens driven by Bruce McLaren himself and Denny Hulme were virtually unbeatable. The McLaren M1A was the first McLaren sports racing car designed and built in 1965. It was succeeded by the M1B design with body styling by the famous motorsport artist Michael Turner. This was the car used by the McLaren team in the first Can-Am series of 1966, the works team of McLaren himself and Chris Amon used the 4.5-litre Oldsmobile V8 engine, whilst the many customers (who had bought production M1Bs from Elva) tended to use the Chevrolet or Ford V8s. When the works team moved onto the monocoque M6A in 1967 the customers were allowed to purchase the M1C, a development of the M1B featuring a stiffer chassis, purpose made cast front uprights and a modified tail. The M1C proved very successful. The McLaren M1 series of cars continue to be raced in the popular historic racing scene in Europe and the USA. Drawing from 20 years experience of restoring and racing original McLarens, Autotune launched the Can-Am M1 in 1992, giving owners the opportunity to race this type of fabulous car, at a fraction of the cost and without the risk of damaging the valuable originals.The Autotune designed spaceframe chassis rides on suspension which was checked and verified by well known F1 and Le Mans designer Paul Brown. The engine bay can take a variety of engines, the most popular choice being the Chevrolet V8 small block, others have been fitted with the Rover/Olds V8. Transaxle choice depends very much on budget, ranging from the expensive Hewlands through the various ZF versions to the cheaper Porsche G50 and Renault 30 designs.

SPECIFICATION CHASSIS: Comprehensive spaceframe chassis made from 16-gauge, 2inx1in and 1inx1in box section steel. Pre-drilled and fitted with all mounts. Clad with NS4 alloy panels. BODYWORK: Fibreglass bodywork sections comprising nose section, tail section, two doors, two sidepods, twin seat moulding and perspex windscreen. ENGINE OPTIONS: Chevrolet small block V8, Ford small block V8, Rover/Olds V8, etc. SUSPENSION: Fully rose jointed double wishbone at the front, using Jaguar XJ6 uprights. Twin radius arms, reversed lower wishbone and top link locate a cast aluminium upright using a Ford 4x4 or Cosworth hub. STEERING: Purpose made aluminium quick ratio rack with Autotune steering arms. BRAKES: Jaguar XJ6 front and Sierra Cosworth rear, alternative options are available for higher budgets. KIT PRICE: Chassis/suspension pack £9051. Body pack £4090 (all prices plus VAT). BUDGET BUILD COST: From £25,000.

Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF T: 01254 886819 E: W:



Autotune Gemini:CKC Guide 2009



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Autotune Gemini

Comes with its own pedigree THE GEMINI HAS been on the scene for 20 years, although its stylistic inspirations hark back to the specials era of the ’50s – originally being introduced as a Falcon ’shell fitted to early Elva racing cars. In 1987, Autotune re-introduced this timeless shape into the kit market, mounted on a modern spaceframe chassis and suspension. This is a pretty car and Autotune developed it as a logical, similarly curvaceous alternative to its larger XK replica. As such, the Gemini is a constant breath of fresh air in the small roadster scene dominated by a multitude of Lotus Seven inspired sports cars. As expected from a company with such a racing background, the Gemini impacted the kit racing scene with outright wins, championship successes and winning the first Fastest Street Legal Sportscar Challenge at the Santa Pod Raceway. Allied to the fact that, in its Elva incarnation, it was the first fibreglass car to win a motor race, there is more than enough pedigree to make it a great car for the track, road or both at increasingly popular trackdays. Although parts can now be supplied to negate the necessity of a donor, the car was originally based around Ford Escort Mk2 components. If this route is still taken, there is much to commend the seemingly antiquated drivetrain. The rear-wheel-drive, 5-linked, live axle design makes the Gemini very affordable, while it is also easy to overlook the charms of the Ford Crossflow engine in amongst today’s twin-cams. Don’t, because this oldschool favourite still offers good performance and bags of power. Other engines have also been fitted over the years, including Lotus, Fiat, Ford V6, Rover V8 and Zetecs. The Gemini is a capable alternative to the cycle-winged brigade.

SPECIFICATION CHASSIS: Multi-tubular spaceframe with side impact bars. Rig tested at Manchester Metropolitan University. BODYWORK: One-piece fibreglass ’shell, coloured gelcoat finish. Hard-top option. DONOR CAR: Predominantly Ford Escort Mk2, but alternative updated options. ENGINE OPTIONS: Ford Crossflow, Pinto, CVH or V6; various twin-cams from Fiat, Lotus and Rover. SUSPENSION: Front – Double wishbone with coil-over dampers and Ford Cortina stub axles. Rear – Live axle with Autotune 5-link location, coil-over dampers. STEERING: Donor rack and extended column. BRAKES: Front – Ford Cortina discs. Rear – Ford Escort drums. Later options. KIT PRICE: Chassis £1,175. Bodyshell £1,275. Prices plus VAT. BUDGET BUILD COST: From £5000.

SUMMARY – You don’t have to go the aged donor route to build the pretty Gemini. This is a great car that will reward those who want something to build that’s easy to maintain, delivers bucketloads of fun but definitely has a classy pedigree.

Autotune Ltd, Unit 1J Riverside Industrial Estate, Rishton, Blackburn, Lancashire BB1 4NF T: 01254 886819 E: W:



Beauford 2010:CKC Guide 2010



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IN A MARKET which is dominated by two-seat tearaways, the Beauford stands head and shoulders above them in terms of sheer regal splendour. Driving one instills such a sense of superiority over mere traffic that you can’t help but swell with pride. In many ways, the car combines the best of two eras of motoring – the styling reflects the flavour of the 1930s (without being a replica of any one car in particular), yet beneath it lies modern, easy to maintain running gear. It even has wind-up windows and other creature comforts that today’s driver considers vital. Many Beaufords earn their keep as wedding hire cars, which is a great way of subsidising a car-building hobby. Those cars tend to be powered by the Pinto engine that comes with the Ford Sierra donor vehicle. But the most popular ‘upgrade’ engine – and the one that does justice to the Beauford’s gloriously long bonnet – is the straight-six unit made by Nissan. An effective hood makes the Beauford a capable all-weather car (and has saved many a bride from poor weather on the big day) and the factory even offers a hard-top. Bodywork options include two and four-door alternatives as well as Sedanca De Ville and Landaulette hood arrangements. But something all models share is a sense of splendour and quality. A truly refined kit car offering.

SPECIFICATION CHASSIS: Twin-rail ladderframe with tubular steel body support frame. BODYWORK: GRP bodywork, centre-hinged aluminium bonnet. Choice of twoand four-door models and Sedanca De Ville and Landaulette roof/hood options. DONOR CAR: Ford Sierra or Cortina Mk3, 4, or 5. ENGINE OPTIONS: Ford four-cylinder (from donor) or Ford V6. Also Rover V8, Nissan straight-six and many others can be fitted. SUSPENSION: Sierra version. Front – Upper wishones, lower track control arms, anti-roll bar, coil-over dampers. Rear – Semi-trailing arms, coil-over dampers. Cortina version. Front – Double wishbones, coil-over dampers. Rear – Live axle on four trailing arms. Coil-over dampers. STEERING: Rack and pinion from donor car. BRAKES: Discs front, option of discs or drums rear. KIT PRICE: Two-door from £3960. Long bodied four-door from £5445. BUDGET BUILD COST: From £18,000.

SUMMARY – 1930s style meets easy-to-live-with modern underpinnings. Feels vastly superior when surrounded by more mundane traffic and it can even earn its keep as a wedding hire car.

Beauford Cars, Greenside Works, Thomas Street, Biddulph, Stoke-on-Trent ST8 6EE T: 01782 520086 E: W:



Blackjack Zero:CKC Guide 2009



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Blackjack Zero

DESIGNED AND MANUFACTURED by Richard Oakes, the man responsible for the popular Avion three-wheeler, the Zero moves the concept up a level or two, especially in terms of aggressive styling and high performance. Indeed, this car is something quite radical and completely fresh in the world of trikes – its low, wide stance immediately giving the impression of speed and excitement. Contributing to this is the exposed engine, mounted at the front, as a strong traditional feature. The Moto Guzzi Vee Twin engine, combined with the VW transaxle driving the front wheels, gives the Zero the best in precise and predictable handling with performance and fuel economy. The 360deg fibreglass body is a substantial component with internal stiffening and, when combined with the chassis, completes the structure. The chassis is made from CDS tube with laser cut front yokes and many comprehensive brackets. The suspension is uniquely designed for the Zero’s special front-wheel-drive requirements of fast flat cornering; it keeps the rear wheel vertical whilst maintaining good ride quality. With all-up weight at around 450kg and engines of up to nearly 1200cc, flexible, torquey, long-legged power is a strong characteristic of the Blackjack Zero.

SPECIFICATION CHASSIS: Tubular steel full length subframe. BODYWORK: GRP main bodytub is a stressed semi-monocoque assembly contributing to overall structural strength. DONOR CAR: No single donor car. ENGINE OPTIONS: Big Moto Guzzi Vee Twin. Engine capacities from 850 to 1200cc. SUSPENSION: Front – Unique double wishbones with Golf GTI uprights, AVO dampers and springs and a 22mm bulkhead-mounted anti-roll bar. Rear – Unique swing arm with AVO damper and spring. STEERING: Rack and pinion – two and a half turns lock to lock. BRAKES: Front – 280mm stainless cross-drilled discs with four-piston aluminium calipers. Rear – Golf GTI discs with Bendix aluminium handbrake caliper. BUDGET BUILD COST: From £13,000.

SUMMARY – The car is a huge and radical advance of the trike theme, matching fine engineering with superb detail finish and high performance. Outrageous looks and huge fun.

Blackjack Trikes, Unit 5, Water-Ma-Trout Industrial Estate, Helston, Cornwall TR13 0LW T: 01326 574464 E: W:



Blaze F:CKC Guide 2009



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Blaze F

THE BLAZE F is a body conversion that uses the MGF as its basis. With values of used MGFs in freefall (down below £1000 in some cases), this makes an ideal donor vehicle as you can get a decent donor very cheaply, and still benefit from its mid-engined dynamics and general user-friendliness. The Blaze F is available in two slightly different guises. Both borrow the front end styling from its RR sister car (a spaceframe chassis track day machine), while at the rear there is the option of either a new rear clamshell panel which is located over the original bodywork (known as the Mk1) or retention of the MGF rear bodywork (Mk2). Either way, the MGF’s full boot is retained, as well as its lid. In fact, the doors, hood, interior and mechanicals are all kept as MG intended, making for an easy build and completely practical finished car. There is also no requirement for an IVA test as the donor’s original chassis is unmodified. Once you’ve chosen your donor vehicle (power outputs ranging from 110bhp with the entry-level 1.6-litre car to 157bhp from the VVC Trophy), about four weekends of work will see the car transformed from a familiar MGF to something much more individual. Mechanical knowledge isn’t vital, but general DIY skills will come in handy! Alternatively, if even that sounds too much, Blaze Motorsport offers part-built and turnkey cars, too. With a comprehensive kit price at £2450 including VAT, or the front and side panel kit at just £1995 including VAT, it’s estimated that a self-built Blaze F could be on the road from as little as £4000.

SPECIFICATION CHASSIS: Original MGF structure is retained. BODYWORK: GRP body is bonded and bolted in place. Doors and engine/boot lid is original MGF. DONOR CAR: MGF. ENGINE OPTIONS: K-series in 1.6-litre, 1.8-litre and 1.8-litre VVC. From 110bhp to 157bhp. SUSPENSION: Early donors have Hydragas suspension. Trophy models feature bigger brakes and stiffer suspension. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Comprehensive kit from £2495 for Mk1 and just £1995 for the Mk2 (both prices including VAT). BUDGET BUILD COST: From £4000.

SUMMARY – A straightforward project that results in a car with all-yearround practicality and entertaining dynamics thanks to the mid-engined MGF underpinnings. On that basis, it has to represent good value!

Blaze Motorsport Ltd, The Barn, Stoneacre Farm, Otham, Maidstone, Kent ME15 8RS T: 01622 863122 E: W:



Blitzworld:CKC Guide 2009



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BLITZWORLD OFFERS A complete range and package of vehicles, from kids and adults off-road buggies, to high performance road legal buggies, including the very popular Howie 650cc buggy and the KR3. The latter will accept virtually any engine, including a 2-litre Honda Type R engine putting out over 220bhp in standard tune. The Howie 650cc buggy has again been very popular this year. We now have our own owners’ club and track venues, where people who own Blitzworld buggies can drive them on organised events, that are run every month. You can now hire a Blitzworld Howie buggy at our track days (see website for details). This year Blitzworld was again out filming with The Gadget Show with the Howie buggy, for a show in late October 2009 (Channel 5). All Blitzworld buggies are designed, manufactured and assembled at our Staffordshire based unit, with all the 4x4 vehicles manufactured in Bishop Auckland. Blitzworld tests all the buggies we sell on our track days, to prove their integrity, and thus Blitzworld offers up to 12 months parts and labour warranty (see website for details). Blitzworld is also insurance approved and offers very low insurance premiums via the Blitzworld Owners’ Club, insuring a Howie buggy from £80 fully comprehensive. Blitzworld also runs regular track days for owners at its venues around Staffordshire and Cheshire, including race meetings and trailing over weekends.

THE MODELS The new 2009 Joyrider is the upgrade to the KR3 with larger engine bay and greater suspension travel.

The new Spider 150cc buggy comes with very good front and rear suspension and large ATV tyres for tackling those muddy slopes.

The Howie (left) is great off and on road. It is easy to assemble and ideal for the first time kit builder. There is also a turbo option available.

SUMMARY – For off (and on!) road fun, Blitzworld is your one-stop shop!

Blitzworld T: 01728 208050 E: W:



Caburn Hurricane:CKC Guide 2007



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Caburn Hurricane


Caburn Roadster

Caburn BT59

A THOROUGHLY PROVEN product, the classically styled Hurricane has been in existence since 1983, when it was first produced under the Vincent marque. Caburn Engineering has been responsible for the car since 1994, producing it as a high quality GRP replacement body for a Triumph Spitfire or GT6 whose original steel body has succumbed to rust. As such, the Hurricane is easy to build and can retain the donor car’s registration (and therefore avoid the IVA test). Starting point for the build is any model or year of Spitfire or GT6. The full rolling chassis, which may need some restoration, is retained complete with all running gear, engine, gearbox, steering, pedals, all electrical components, door internals, seats etc. The Hurricane main body unit (it is a one-piece moulding) is partially stressed and works with the chassis to create a rigidly constructed sports car with excellent handling and roadholding. A steel frame gives added strength and support for certain components, these being the door hinges, windscreen surround, dashboard and steering column. Whatever donor car is used, it is necessary to source the Hurricane’s windscreen assembly, door windows, hood and frame from a pre-1971 Spitfire. That apart, the build is very straightforward and creates a fine, everyday sports car that’s practical, lovely to drive and good looking. Adding to its potential useability, an optional GRP hard-top is also available. SUMMARY – A great way to transform an old Triumph sports car whose bodywork is going rusty. The Hurricane can be built by anyone with basic technical knowledge and doesn’t need an IVA test.

Caburn GP57

SPECIFICATION CHASSIS: Triumph Spitfire or GT6 backbone type with steel outriggers. BODYWORK: GRP main assembly with double-skinning, box sections and some bonded-in plywood reinforcement. GRP bonnet with bonded-in tubular steel frame. DONOR CAR: Any model Triumph Spitfire or GT6. ENGINE OPTIONS: 1147cc or 1296cc Triumph 4-cylinder or 2-litre 6-cylinder. Other engines can be (and have been) fitted including the 150bhp Triumph TR6 straight-six, Rover K-series and Rover V8. SUSPENSION: Front – Original double wishbone front suspension with coil-over dampers. Rear – Rear swing axle IRS with transverse leaf spring. STEERING: Triumph rack and pinion. BRAKES: Front discs and rear drums from donor. KIT PRICE: Full GRP body kit £3300. BUDGET BUILD COST: From £5000.

NEW FOR 2010

Caburn is also working on a Sierra based chassis for a wider range of traditional front engined sports cars, from 2+2 family tourer through traditional pre-war racing car to a ’50s styled road racer (see inset pics above)

Caburn Engineering, 18 Greenhill Way, Haywards Heath, West Sussex RH17 7SQ T: 01444 450007 E: or W:



Chesil Speedster:CKC Guide 2009



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Chesil Speedster

THE CHESIL SPEEDSTER returned to the kit car market in 2009 to re-establish a marque that had previously been recognised as one of the industry’s top models. Sold to new owners back in 2004 (who withdrew the car from kit form sales), the company is now back in the hands of Peter Bailey, the man who originally established the marque’s enviable reputation. The Speedster is based on a shortened VW Beetle floorpan, onto which is integrated Chesil’s own box-section sub chassis and over which is located the high quality fibreglass bodywork. Suspension and engine packages also herald from the VW, but with a variety of upgrade options available to pep up performance and handling. Chesil can also supply engines that meet current emissions requirement. The Full Body kit is supplied to a high level of finish, including the body in a grey gelcoat, with all essential holes ready cut for lights, horn grilles, instruments etc. Doors are pre-fitted, hinged and latched, along with the engine cover and bonnet (including integral cable releases). The windscreen assembly is fully fitted, as is the folding hood frame, supplied with ‘Twillfast’ hood (ready to take either side screen or our unique wind-up windows). It all makes for a simple and enjoyable build process. Chesil is also offers a partial build service (such as chassis shortening or a rolling chassis option) or full factory finished cars with all new parts. There are several significant options on the Speedster, including a heated windscreen, elegant 2+2 rear seating and independent heating system.

SPECIFICATION CHASSIS: Shortened Volkswagen Beetle floorpan with Chesil’s box section substructure. BODYWORK: All GRP. DONOR CAR: Volkswagen Beetle. SUSPENSION: Torsion bar with trailing arms front and rear. Optional IRS. STEERING: Recirculating ball steering box. BRAKES: Beetle front discs and rear drums. KIT PRICE: Base kit £4295 plus VAT. BUDGET BUILD COST: £10,000-£15,000. Factory built from £23,925 plus VAT.

SUMMARY – One of the real good news moments of 2009 was the announcement that the Chesil was back in kit form from the person who started it all originally. A quality kit from a quality company.

Chesil Motor Company, Cogden, Burton Bradstock, Bridport, Dorset DT6 4RN T: 01308 897072 E: W:



Dax 427:CKC Guide 2009



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Dax 427

DJ SPORTSCARS (BETTER known as Dax) was formed in 1968 and, with its Dax 427, was the first UK manufacturer to offer a productionised Cobra 427 replica in 1984. The company’s flair for innovation and commitment to product improvement has consistently kept it at the head of the field. Recent developments to the mighty Dax 427 now mean the customer has more choice and refinement than ever before. A new De Dion chassis incorporating the high-tech (and patented) Camber Compensation and Anti-Roll front suspension is now offered alongside DJ’s existing IRS ladderframe chassis (see Dax Rush MC entry for more technical info). While the standard frame has been superbly developed over the years, this latest chassis offers levels of grip, composure and ride quality that have to be experienced to be believed. Both chassis utilise components sourced from the Jaguar/Daimler range to provide the highest levels of safety, while the engine bay has enough room to accommodate even the largest big-block American V8s. DJ makes both chassis and bodies in-house, the latter made with high heat resistant resin to improve the quality and longevity of the panel finish. Elsewhere you’ll find the company’s vast stores can supply everything to complete a car, from nuts and bolts to complete interior trim packages. Backed up by the company’s hugely informative assembly and IVA guides (and limitless telephone help and assistance), assembling one of these supercars becomes a joy rather than a chore.

SPECIFICATION CHASSIS: De Dion – Backbone chassis comprehensively triangulated and braced full width. IRS – Hooped ladderframe with backbone brace. Bolt-down triangulated scuttle hoop bonded into shell for both chassis. BODYWORK: One-piece GRP bodyshell in heat resistant resin with bonded-in front arches, cockpit and boot tubs. Double skinned bonnet, boot lid and doors. DONOR CAR: De Dion – Jaguar XJ40/X300 derivatives. IRS – Earlier Jaguar XJ6/12 or XJS. ENGINE OPTIONS: Any American/UK V8 or Jaguar V12. SUSPENSION: De Dion – Patented Camber Compensation and Anti Roll front suspension with DJ’s De Dion rear end located by upper A-frame and twin lower radius arms. IRS – Unequal length double wishbones. STEERING: Dax rack with Sierra column. Option of programmable electric power assisted steering. BRAKES: Dual circuit, servo assisted braking system with vented front discs and solid rears. KIT PRICE: De Dion chassis from £1495 plus VAT. IRS chassis from £1255 plus VAT.

SUMMARY – Latest developments to the Dax 427 ensure this standard bearer for the industry remains at the pinnacle of its market.

DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ T: 01279 442661 E: W:



Dax Rush:CKC Guide 2009



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Dax Rush

DJ SPORTSCARS (BETTER known as Dax) was formed in 1968 and, with its Dax 427, was the first company to offer a productionised Cobra 427 replica in the UK. In 1991 the Dax 427 was joined by the Rush, and since then the product has been constantly developed into a top quality, lightweight roadster. Characterised by its ‘trademark’ rectangular headlights and lower, wider, more purposeful stance, the Rush is instantly recognisable in a marketplace otherwise flooded with Lotus Seven lookalikes. Every Rush is based around Dax’s impressive spaceframe chassis which is available in either standard or long wheelbase form (as shown above). The latter caters for drivers well over 6ft tall (one customer being 6ft 8in!). Customers can also choose between three different suspension packages – De Dion, IRS or DJ’s unique 4x4 Quadra set-up. The Rush offers more interior space and more engine and wheel options than any of its competitors, while the Ford Sierra donor makes this one of the most economical cars to build, own and maintain. Fibreglass body panels are supplied in a high quality coloured gelcoat finish and the company can provide as much or as little as the customer wants, while a rolling chassis option gets the project well advanced for those wanting to avoid the grubby bits. Engine options on the Rush are prodigious, from the Ford Pinto/DOHC that came with the donor Sierra, to Zetec, Cosworth and Vauxhall units and even Rover V8 options (see Rush MC guide entry for bike-engined kits).

SPECIFICATION CHASSIS: Fully triangulated spaceframe chassis in high strength, low carbon steel. Bonded and riveted aluminium floor and bulkhead panels for even greater rigidity. BODYWORK: Fibreglass nosecone, bonnet, wings, scuttle, side panels and rear bodywork in a high quality, pre-coloured gelcoat finish. DONOR CAR: Predominantly Ford Sierra. ENGINE OPTIONS: Ford Pinto, CVH, DOHC, V6 and Zeta/Zetec. Vauxhall 16-valve, Rover V8 and others. SUSPENSION: Front – Double unequal length wishbones with neutral scrub, anti-dive geometry and shim adjustable camber. Adjustable coil-over dampers. Rear – Dax De Dion tube, upper A-frame and lower radius arms, adjustable coil-over dampers. (optional IRS Rear – Unequal length double wishbones adjustable for camber, toe and alignment. Adjustable coil-overs) STEERING: Rack and pinion (with quick rack option) and Ford Sierra column. BRAKES: Dual circuit, balance bar braking system with vented front discs and solid rears. KIT PRICE: Body/chassis kit £1885 plus VAT. BUDGET BUILD COST: Home built from around £9200.

SUMMARY – Designed for minimum weight and maximum agility, the individually styled Dax Rush provides truly exhilarating performance at very modest cost.

DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ T: 01279 442661 E: W:



Dax Rush MC:CKC Guide 2009



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Dax Rush MC

WHERE OTHER MANUFACTURERS simply put a motorbike engine into their existing chassis designed for a car engine, DJ has returned to the drawing board and designed a brand new, bespoke kit package for those who prefer their cars to sound and go like superbikes! The result is the Dax Rush MC. Setting the tone is a brand new lightweight chassis designed to maximise performance potential without compromising strength or safety. Beyond this, there is an ultra-lightweight round-tube chassis for those into serious competition or just wanting the best. The latter comes with DJ’s patented Camber Compensation and Anti-Roll front suspension as standard. In addition to countering roll, this patented design ensures flat tyre-to-road contact whether cornering, accelerating or braking to cleverly deliver the ultimate in grip, predictability and composure. A De Dion rear suspension design is used for both variants. Other distinctive features include the MC’s centre tunnel located fuel tank (for maximum safety and improved weight distribution), rubbersleeved propshaft (which improves road driveability by acting like a cush drive) and hugely distinctive paddle-shift gear change. Engine options are varied, but the MC has been very successfully run with Honda Fireblade, Suzuki Hayabusa (including a 350bhp turbo-charged variant) and Kawasaki ZZR1100 units, to name just a few. The result is a car with astonishing road performance allied to surprisingly supple suspension and, as you'd expect, extraordinary handling.

SPECIFICATION CHASSIS: Fully triangulated lightweight spaceframe chassis in high strength, low carbon steel. Bonded and riveted aluminium floor and bulkhead panels for even greater rigidity. BODYWORK: Fibreglass nosecone, wings, scuttle and rear bodywork in precoloured gelcoat finish. Aluminium bonnet. DONOR CAR: Predominantly Ford Sierra. ENGINE OPTIONS: Most bike options can be used. SUSPENSION: Front – Double unequal length wishbones with neutral scrub, anti-dive geometry and shim adjustable camber. Patented Camber Compensation and Anti-Roll suspension on round-tube chassis. Adjustable coil-over dampers. Rear – Dax De Dion tube, upper A-frame and lower radius arms, adjustable coil-overs. STEERING: Rack and pinion, Ford Sierra column. BRAKES: Dual circuit, balance bar braking system with vented front discs and solid rears. KIT PRICE: Body/chassis kit £2095 plus VAT. BUDGET BUILD COST: Home built from around £9200.

SUMMARY – Dax Rush MC is a bespoke bike-engined package and it shows. This is an extremely well developed kit that works well on both road and track.

DJ Sportscars, 2 Edinburgh Place, Edinburgh Way, Harlow, Essex CM20 2DJ T: 01279 442661 E: W:



Deronda:CKC Guide 2009



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THE DERONDA WAS never intended for the kit car market, but a change of heart by its original designer means it’s now available in kit form for the first time. That’s good news for us, because it means the car’s adventurous styling, finely honed chassis and suspension, and supercar performance are all available to the home builder. The car is available exclusively through established kit car manufacturer, Alternative Cars. The Deronda’s design is immediately striking – a semi exoskeletal framework with aggressively styled fibreglass panels stretched over it. Larger than some of its most obvious competitors, it has real presence, backed up by the Audi 1.8-litre turbocharged engine positioned behind the cockpit. Tuning potential here is huge, with over 300bhp easily achieved by those who want it. Double wishbone suspension with in-board coil-over dampers has been thoroughly developed to cope with the power on tap and the demands of British roads. The interior, while typically spartan, has a quality feel to it. From here the driving environment is superb, with a well judged driving position (even for taller drivers), slick cable operated gearchange and dramatic view out over the striking front end. Performance, as you’d expect, is electrifying, even with a standard 150bhp-225bhp stock engine. Kits are offered in a very comprehensive form, so the chassis/body kit actually includes almost everything you need, less the engine/gearbox, exhaust and wheels and tyres. Alternatively, the company can also offer a rolling chassis kit or, for those still wanting a drive-away option, there remains a turnkey package.

SPECIFICATION CHASSIS: Tubular spaceframe. BODYWORK: Removable GRP upper panels and aluminium lower panels. DONOR CAR: Audi A4, A6 or Volkswagen Passat for engine and gearbox. ENGINE OPTIONS: Audi (VAG) 1.8T 4cyl. Standard power outputs are from 150bhp to 225bhp. Tuned options from 250bhp to over 400bhp. Any Audi 4-cylinder or 6-cylinder with longitudinal gearbox. SUSPENSION: Wishbones with push-rod actuated, coil-over adjustable telescopic dampers front and rear. STEERING: Rack and pinion. BRAKES: Vented disc brakes featuring AP 6-pot calipers at the front and AP 4-pot calipers at the rear. KIT PRICE: Chassis/body pack £14,000. Complete kit £22,950. Rolling chassis (built) from £18,000. Turnkey from £29,950. BUDGET BUILD COST: From £16,000.

SUMMARY – A superb looking modern roadster with supercar power and handling to match.

Alternative Cars Ltd, Unit 2D, Little Clanfield Mill, Clanfield, Oxon OX18 2RX T: 01865 427823 E: W:



DNA 3Sixty & 4thirty:CKC Guide 2009



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DNA 3Sixty & 4Thirty

DNA 4Thirty

DNA 4Thirty

DNA 3Sixty

DNA 4Thirty

FROM THE OUTSET of developing its two models, DNA Automotive planned to produce kits that were as close to the originals as possible. As the concept evolved, the team also placed a great degree of emphasis on making the projects easy for the home-builder to put together. As such, the process requires no structural cutting of the donor car before the replica panels are fitted, and it maintains the base car’s crash impact integrity. The chosen donor is the Toyota MR2 Roadster (Mk3), giving the cars a really sound basis on which to build. This modern, well handling donor is the perfect starting point on which to build a supercar replica. It also means you get a convertible roof. A suitable donor can be sourced incredibly cheaply if you opt for one with light damage (which won’t matter to the finished 3Sixty or 4Thirty). Quality of the body moulds is very good and, when it’s combined with the DNA interior pack and stock interior, makes for a very well sorted car that’s up to mainstream levels of fit and finish. DNA is very keen that all its customers’ cars are built to the same high standard (or better) of its own demonstrator that you can see at all the main kit car shows – the reason being that each and every car acts as a mobile advert for the company’s product, so it’s in everyone’s interest to strive for quality. As such, DNA has a well-oiled after-sales service to help each of its customers achieve a high finished standard.

SPECIFICATION CHASSIS: Toyota MR2 Roadster donor. BODYWORK: 26-piece panel kit, requires painting. DONOR CAR: Toyota MR2 Roadster from 1999 to 2006. ENGINE OPTIONS: Toyota 1.8-litre VVTi with manual or sequential manual transmission. SUSPENSION: Donor suspension modified with DNA parts. STEERING: Rack and pinion, power assisted. BRAKES: Discs all-round. KIT PRICES: 3Sixty £4995. 4Thirty from £7500. BUDGET BUILD COST: From £12,000 including donor car.

SUMMARY – High quality panels, a modern, well handling donor vehicle and production car virtues combine to make the DNA 3Sixty and 4Thirty highly desirable packages.

DNA 3Sixty

DNA Automotive T: 0121 326 8800 E: W:



Enzo Design Amillim XS:CKC Guide 2009



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Enzo Design Amillim XS

A NEW ERA for a series of GT racing cars utilising current technology with a firm focus to create an affordable package. Designed, conceived and manufactured by Enzo Design, built in association with Graham Hathaway Engineering, the primary use is as a race car eligible for many forms of motorsport. A road car variant will be released in 2010. Body: A lightweight GRP bodyshell has been designed for the Amillim XS. The basic shape uses styling cues from the Aston Martin range of sports cars to give it a contemporary, British GT style. The Amillim’s body has a contemporary British GT style, influenced by today’s high performance cars, which gives a clean, efficient shape. Use of donor car items such as windscreen wiper motor, heater unit, door locks and hinges are carried over, reducing the primary build cost and increasing the overall build quality. Chassis: The chassis is both cost sensitive and upgradeable. Drawing on experiences with the Ford RS200, an aluminium honeycomb tub has been designed (a carbon honeycomb upgrade is also available). This central tub then uses steel front and rear out-riggers in the base level car, through to aluminium ones in the top spec cars. These are modular and allow the vehicle to progress through the class structure without the need to buy a new chassis. This modular approach has been designed specifically to ensure that service and major repairs can be carried out easily. A 20-minute target has been set for major component replacement, as in rally designed cars, to allow repairs between practice and same day race scenarios to maximise the vehicle use. Donor: It was essential to use a single donor to maintain cost criteria. The Mazda MX-5 (Miata) is a perfect source for many reasons; packaging, parts availability and model range were among the obvious ones. Delving further into the car, it has proven to be a well considered decision as the Mazda technicians seemed to have similar goals and design ideas to ourselves, making for an easy transplantable base car fitting our tuning requirements.

SPECIFICATION CHASSIS: Aluminium honeycomb central tub with carbon fibre option. SUSPENSION: Double wishbone front and rear with monotube adjustable shock absorbers. DRIVETRAIN: 5 and 6-speed manual gearboxes and plate or Torsen type LSD differentials. ENGINE OPTIONS: 1840cc Mazda 4-cylinder twin-cam producing 140/160bhp (VVT version), 1840cc blueprinted engine producing 225bhp or 1500cc Enzo Design turbocharged 4-cylinder producing 630bhp at endurance specification, all aluminium twin-cam. DONOR CAR: Single donor Mazda MX-5 (Miata/Eunos), 1840cc version from 1996 to 2004. PRICING: Manufacturer backed race car arrive and drive packages from £995 per meeting. DIY kit £9995 (race car). Manufacturer built cars from £19,995 (race car). Road car kit and build cars £TBA.

Enzo Design, Cromwell Farm, Haselbach Road, Naseby, Northampton T: 012345 80040 or 07810 678994 E: W: or



Enzo Design EDF40:CKC Guide 2009



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Enzo Design EDF40

THE ICONIC FERRARI F40 is considered to be one of the original supercars. Sadly beyond the scope of the average man in the street, these cars are often hidden away unused in private collections or museums. No one has, to date, been able to make a high quality exacting replica. Enzo Design, working in conjunction with one of our long term partners, Simpson Racing, who are world renowned for restoration and re-comissioning of original cars, set about changing this situation. Enzo Design is proud to offer in component form or as a factory built car the EDF40 – a historic replica for the demanding enthusiast. The demonstrator is fitted with a Ferrari F355 V8 twin turbocharged engine and gearbox. It uses a OEM(E) replacement chassis, original specification rear suspension, Ferrari F355 front suspension on specific wishbones, original wheels and an extended bellhousing to achieve a correct engine/gearbox location. To have an identical car built today as a drive-away option will cost £125,000. Great lengths were taken to ensure this vehicle will stand the scrutiny of the most dedicated vehicle buff or enthusiast and not lack any detail or quality. Whether you require single parts, comprehensive packages or factory built cars, Enzo can supply all your needs. The company also holds a small stock of new and used spares. The company’s range of parts come in three categories – OEM(F), sourced from Ferrari or from original equipment suppliers; OEM(E), replacements made by Enzo or specifically for them to original specification and HR, made by Enzo for the construction of replica cars.

SPECIFICATION CHASSIS: OEM(F) – Sourced from Ferrari or from original equipment suppliers. OEM(E) – Dimensionally correct but does not use oval tube main spars or brackets not required in construction of HR cars. BODY: OEM(E) – Carbon fibre or fibreglass. HR – fibreglass. SUSPENSION: Wishbone sets available as OEM(E) race or HR designed for Ferrari 355 front uprights and re-cast original specification rear uprights. OEM(E) rear uprights cast to exactly the same specification as the historic replicas. DONOR CAR: Ferrari 355. PRICING: Comprehensive kit packages less engine, gearbox and wheels from £42,750.

Enzo Design, Cromwell Farm, Haselbach Road, Naseby, Northampton T: 012345 80040 or 07810 678994 E: W:



Enzo Design EDF 275 GTB/4:CKC Guide 2009



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Enzo Design EDF275 GTB/4

THE ’60S WITNESSED a revolution in Grand Touring for the motorcar. The car was by then an affordable commodity for the masses, so the affluent wanted high speed, high luxury premium brand cars to travel great distances across Europe and America. The advent of multi-lane highways and motorways made mile-crunching distances now just a few hours’ drive. The 275 went through three evolutions. The original, now dubbed the shortnose, was prone to high speed lift, so a revised model came out fitted with a V12 columbo derived twin-cam engine, but in 1964 a 4-cam version was released. This model was visually the same only a slight bonnet bulge and different bumpers tell it apart from the earlier twin-cam variant. Enzo Design offer a builder’s kit and a complete car. Builder’s kit: The builder’s kit is designed for the experienced builder wishing to source and make the majority of the fittings themselves. We can supply a dimesionally correct chassis available in three formats. 1) Chassis adapted to take Jaguar suspension and Jaguar or BMW 750 V12 engine or Rover V8. 2) Chassis designed for Ferrari 400/412 single donor mechanical builds. 3) Chassis designed for Ferrari 456/550 single donor mechanical builds.

SPECIFICATION CHASSIS: Three dimensionally accurate chassis available for different donor vehicles. BODYWORK: GRP one-piece main shell double skinned doors, bonnet and bootlid. DONOR CAR: Jaguar XJ or Ferrari 400, 412, 456, 550. ENGINE OPTIONS: Options of BMW V12, Jaguar V12 and Ferrari V12. SUSPENSION: Independent double wishbone front and rear. PRICING: Chassis – Jaguar/BMW £6500. Ferrari 400 £8000. Ferrari 456/550 £9500. Bodyshell complete £12,500. Glazing set £1995. Built cars £104,995 and £124,995 for N.A.R.T. Convertible.

Bodyshell: Consisting of a one-piece main body with double skinned doors, bonnet and bootlid, floor, inner bulkheads and various infill panels complete with dashboard casing. Glass pack: Laminated windscreen, toughened rear screen and glass side windows with fixed quarter windows. N.A.R.T. Convertible versions are also available to special order.

Enzo Design, Cromwell Farm, Haselbach Road, Naseby, Northampton T: 012345 80040 or 07810 678994 E: W:



Enzo Design EDF430:CKC Guide 2009



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Enzo Design EDF430

THE EDF430 FROM Enzo Design is a GRP panel kit that transforms a Toyota MR2 Mk3 into a supercar replica. Enzo Design approached the design of its kit in a unique way, designing the kit using a CAD model of the Toyota MR2 and then designing a panel set to bolt straight onto the Toyota mounting points to ensure a good fit. The kit itself was designed in CAD on a computer and the moulds made using CNC technology. Working this way means that replica GRP panels have been designed around the MR2 donor, rather than altering the MR2 to fit the dimensions of the panels. Interestingly, the replica is scaled to approximately 95 per cent the size of the original car. This greatly helps the EDF430’s ease of build, meaning that huge wheel spacers are not needed and no cutting of suspension has to be done. All that is required is a set of adaptors to change the hubs from four-stud to five and lowered springs to sit the car correctly. Enzo Design offers a number of options allowing builders to personalise their cars. These include an electric hood and optional ‘S’ bumpers replicate the Scuderia car. A range of vacuum formed plastic panels are included in the kit, which can be upgraded to carbon fibre look. Also a V8 engine cover is included to hide the 4-pot motor and xenon lights as standard. With a comprehensive kit price of £7995 including a replacement Mohair hood, an EDF430 can be assembled remarkably affordably as well as easily. Both right and left hand drive versions are available for all countries. SUMMARY – The EDF430 is a simple build project that results in a good looking car with proven handling and performance. It also has the practicality and ease of use of its Toyota donor vehicle

SPECIFICATION CHASSIS: From Toyota MR2 Roadster donor. BODYWORK: GRP panel kit with vacuum formed plastic finishing panels. DONOR CAR: Toyota MR2/MRS Roadster year 2000 onwards. ENGINE OPTIONS: Toyota 1.8-litre VVTi. Options of supercharging and Audi V8. SUSPENSION: Toyota suspension with lowered springs. Option of EDF fully adjustable variable rate and adjustable spring seat to set the height exactly with pillow ball mounts £895. STEERING: Rack and pinion, electrically power assisted. BRAKES: Discs all-round. KIT PRICES: Comprehensive kit £7995. BUDGET BUILD COST: From £12,000. FACTORY BUILD OPTIONS: Fitted kit ready for preparation for paint £8995. Fully fitted painted kit ready for self build of finishing items from £9995. Finished car on customer supplied donor from £12,500. OPTIONAL EXTRAS: Carbon pack £500. Electric roof part 1 £500. Electric roof part 2 £1500. Genuine headlamp upgrade £1500. Replica wheels £1250. Adjustable suspension £895. 4 to 5 stud adapters £250.

Enzo Design, Cromwell Farm, Haselbach Road, Naseby, Northampton T: 012345 80040 or 07810 678994 E: W:



Enzo Design Minisprint:CKC Guide 2009



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Enzo Design MiniSprint

IN THE ’60S a gentleman by the name of Neville Trickett set about making his racing Mini go faster. He made several incarnations of these race Minis which became known as the MiniSprint. From modest roof lowering to the amazing half height versions, the most recognised and generally accepted as the finest creation of his was soon taken over by Stewart and Arden. These cars were cut both in the roof/window line and also in a curving line through the body. Removing material in two seperate sections and lowering the panels meant often it is only realised the car is 5in smaller when next to a standard car. Enzo Design now offers a full GRP monocoque version as a complete replacement bodyshell. First launched in the ’90s, this model has been known as the Hawk MiniSprint. It’s available as a bodyshell or as a complete factory built car. Bodyshell: a complete one-piece GRP monocoque with doors, bonnet and boot all fitted with new hinges. The main bodyshell is fitted with a bonded-in steel frame that locates on all subframe points and provides fitting points for front and rear seatbelts. This frame also provides additional side impact protection. The doors have a steel frame surround for the windows which follows through into the door hinge mounts and the door lock, with additional side impact bars top and bottom. Smaller sub assemblies allow for correctly hingeing bonnets with the front lock pin located into a steel bracket. The inclusion of this steel frame and support brackets ensure this is a car with unmistakeable firmness. The replacement shells also come with a full set of glass, wind-down door windows and opening rear windows both toughend and kite marked with heated front and rear screens as standard all prefitted to the new bodyshell. Complete cars: Enzo Design will build complete cars to order using all new and reconditioned parts taken from a single donor. They can be fitted with our own designed 1500cc 16v engine producing over 200bhp. This engine is the same as the one used in our Amillim XS race cars but in nonturbo form. Enzo Design also offers a Mini Roadster conversion (right).

SPECIFICATION CHASSIS: Mini monocoque using additional steel frame which attaches to Mini’s subframes. BODYWORK: GRP bodyshell. DONOR CAR: Mini. ENGINE OPTIONS: Mini A-series or Enzo Design’s own. SUSPENSION: Standard Mini. STEERING: Standard Mini. BRAKES: Standard Mini.

Enzo Design, Cromwell Farm, Haselbach Road, Naseby, Northampton T: 012345 80040 or 07810 678994 E: W:



Enzo Design RS200:CKC Guide 2009



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Enzo Design RS200

Pikes Peak 2009 car ready for the off THE RALLYING WORLD witnessed a revolution in the ’80s. The advent of 4wd and turbocharged engines made for a fast paced development and extreme speeds on no more than dirt tracks. Ford built one of the few specials which needed 200 cars to be produced. The RS200 was born. Enzo Design is the custodian of the original Ford moulds used by Reliant to manufacture the bodypanels for Ford in the early ’80s, and have all the original moulds for the internal panels for ducting, heater, interior, and specialist finishing panels for both road and rally cars. From this set of moulds, Enzo continues to manufacture body panels for owners of original cars and now its own true rally car replica. Over the past five years, whilst restoring original cars, we have been able to manufacture replacement aluminium honeycomb chassis to OE specification, gradually expanding our range of replacement spares. In 2010, the 2.1 Evolution engine can be supplied in 2.1 or 2.4-litre form from all new castings. This is as per the Pikes Peak campained RS200 this year producing over 1050bhp from the Geoff Page Racing built engine. During 2009 with the assistance of John Wheeler, Graham Hathaway and Geoff Page, Enzo has started manufacturing complete OE spec cars for use in motorsport. These are eligable for many championships and have a redesigned front and rear subframe and suspension system as designed by John Wheeler for an updated version of the RS200 Ford never built. A campaign is being put together for Mark Rennison to compete again in one of our cars, after driving the Pikes Peak car this year Mark has got the bug to return to rallycross, and in an RS200. A new transmission system, still front mounted as per the original design, has been sourced to give a 6-speed sequential gearchange and electronic diff control options allowing for intergration with our management system providing active yaw and traction control, launch control and data logging.

Pic courtesy of Geoff Page

SPECIFICATION BODY: All GRP and Kevlar panels from original Ford moulds. CHASSIS: Aluminium honeycomb central tub as per original, with redesigned front and rear steel subframes. SUSPENSION: OE spec tarmac double wishbone double damper system, or revised aluminium double wishbone single damper system with blade type anti roll bars and revised uprights. BRAKES: AP Racing 6-pot front and 4-pot rear with hydraulic and a separate handbrake system. ENGINE OPTIONS: Ford 4-cylinder 1800cc BDT, Hart/Ford 2.1 BDTE or Enzo Design 2.1/2.4 BDTE replacement. PRICING: Complete cars assembled by Graham Hathaway with spares package available for competition use from £105,000. Enquire about spares prices.

Enzo Design, Cromwell Farm, Haselbach Road, Naseby, Northampton T: 012345 80040 or 07810 678994 E: W:



Fisher Fury:CKC Guide 2009



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STARTING OUT AS a Sylva product, the Fury is perhaps best known from its time with Fisher Sportscars. Indeed, when gearbox specialist BGH Geartech took on the project in 2007, they ensured the Fury continued as a top marque. Over the years, it has been developed to achieve ever greater performance despite offering superb value around the £10,000 price bracket. BGH looks set to continue that affordable performance characteristic which has always made the Fury popular, both as a road/trackday machine and as a racer. Based around a spaceframe chassis, the Fury has a double wishbone IRS arrangement. Suspension set-ups have been proven time and again on the race track in club motorsport. Engine options embrace a multitude of four-cylinder units, including the Ford Crossflow, Zetec and Sigma, while the Rover K-series has always proved popular, too. More significantly, the Fury was amongst the very first kit cars to be fitted with a motorcycle engine, and bike power now accounts for about 50 per cent of Furys built. A number of bodywork options are offered, so you can choose whether or not you want doors and/or a full windscreen. Two bonnets are also offered: the Classic, with its low set headlights, and the curvier Le Mans. The Fury has three main character traits that define a great kit car: it’s fun, performs brilliantly and it’s affordable. Whether on road or track, driving a Fury is an absolute blast. We love them!

SPECIFICATION CHASSIS: Multi-tubular spaceframe. BODYWORK: All GRP. Four main sections, front hinged bonnet, standard Fury has doors and windscreen. Spyder version has no doors and is available with or without a windscreen. Choice of bonnet options. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Many four-cylinder engines, typically Ford Crossflow, Pinto, Zetec, Sigma or Toyota 4AGE. Motorcycle engines are very popular. SUSPENSION: Front – Top rocker arm, inboard coil-over shocks. Rear – Double unequal length wishbones. STEERING: Ford Escort Mk2 rack, Sierra column. BRAKES: Standard Ford or lightweight alloy brakes and hubs available. KIT PRICE: IRS chassis pack £2850 including VAT; Body pack £1450 including VAT. BUDGET BUILD COST: From £7000.

SUMMARY – A highly capable machine that has a deserved following in club motorsport. Naturally, that know-how filters down to the road cars too, making the Fury an entertaining car to drive.

BGH Geartech, Unit 8 Verralls Business Centre, Maidstone Road, Cranbrook, Kent TN17 2AF T: 01580 714114 E: W:



Gardner Douglas GD 427:CKC Guide 2009



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GD 427

GARDNER DOUGLAS WAS formed in 1990 by design engineer, Andrew Burrows. Mainstay of the company’s range is the GD427 and, while the styling may be familiar, it’s what goes on underneath the ’60s inspired exterior that sets this car apart from the competition. Underpinning every GD427 is a distinctive backbone chassis allied to a semi-monocoque composite body structure (both unique in the Cobra scene). There are two different suspension packages available, one using conventional Jaguar XJ6 components while the other heads for bespoke double wishbones, cast alloy uprights and high performance Ford hubs etc (GD Euro). It’s the Euro package that is the flagship model, having proved itself by winning the Sports Racing and GT Championship in both 1996 and 1997 and by privateers in 2001 and 2004. However, the more affordable Jaguar based car should not be discounted. Despite the company’s track success, the GD427 is aimed squarely at those looking for a superb road car with modern driving characteristics, yet prehistoric levels of power! The latest Chevy V8 engines are available through GD’s sister company, LS Power. The steering is light and informative, the ride is very refined and supple and the driving environment comfortable thanks, in part, to the GD427’s unique insulated body-to-chassis location. Both chassis and bodies are made in-house at GD’s impressive Nottinghamshire based works, with rolling chassis, part and full-builds all available. More recent development has seen the introduction of GD’s more aggressive 427 Mk4, moulded to the highest possible standard this industry has seen.

SPECIFICATION CHASSIS: Multi-tubular backbone. BODYWORK: High quality semi-monocoque composite bodyshell available in coloured gelcoat finish. DONOR CAR: Jaguar XJ6 or largely bespoke components depending on GD model. ENGINE OPTIONS: Ford and Chevrolet small-block V8s including latest LS units. SUSPENSION: GD 427. Front – Jaguar wishbones and stub axles, coil-over dampers. Rear – Jaguar hub carriers, wishbones, driveshafts and differential, coil-over dampers. GD Euro. Front – GD double wishbones, cast alloy uprights, coil-over dampers. Rear – GD double wishbones, cast alloy hub carriers, coilover dampers. STEERING: GD steering rack. 3.25 or 2.57 turns lock to lock. Collapsable column. BRAKES: Jaguar outboard front ventilated discs and calipers plus rear inboard solid discs and calipers on GD 427. Outboard vented discs all-round on GD Euro. KIT PRICE: GD 427 chassis £1995, Mk3 bodyshell £2300. Mk4 bodyshell £2650. GD Euro rolling chassis £7950. All prices plus VAT. BUDGET BUILD COST: From £18,500 (incl. VAT) plus engine/gearbox etc.

SUMMARY – A Cobra replica, but not as we know it! The GD427 set new standards when it was launched in 1990 and continues to break the mould in 2009. It remains the most technically advanced in class and the number one driver’s choice.

Gardner Douglas Sports Cars, Unit 26, Rosland Business Park, Long Bennington, Newark, Nottinghamshire NG23 5FF T: 01949 863299 E: W:



Gardner Douglas GD T70:CKC Guide 2009



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GD T70

GARDNER DOUGLAS SPORTS CARS has built on the enviable reputation established with its GD427 by launching (in 2002) another 1960s inspired supercar, the GD T70. Taking its inspiration from the mighty Lola T70 CanAm racer of the period, Gardner Douglas has given it a typically modern twist with an utterly contemporary spaceframe chassis and suspension package. Tweaking the styling has also endowed the T70 with greater interior cockpit space as well as allowing the flowing styling to meet with modern IVA regulations. The T70 is a more focused machine than GD’s 427, with trackdays and serious competition being its core interest while also offering a road-legal driving environment like nothing else! Mid-engined power is provided by small-block V8 engines, with the preferred choice being the latest GM LS V8, available through GD’s GM engine division ( Weighing under 900kg with 450 to 650bhp available, the GD T70 offers true supercar performance. As you might expect, this isn’t a car with any single donor. All the parts are either made in-house or carefully chosen from a small number of mainstream suppliers. Gardner Douglas’ impressive Nottinghamshire based factory is where both chassis and bodies are produced, along with kit preparation, partial builds and turnkey cars. If you needed any further convincing as to the company’s abilities, a visit to the factory is where you’ll find it.

SPECIFICATION CHASSIS: Multi-tubular spaceframe panelled in NS4 aluminium. BODYWORK: Pre-coloured GRP panels in standard or high performance materials. DONOR CAR: No single donor car. ENGINE OPTIONS: Ford and Chevrolet small-block V8s including latest LS units. SUSPENSION: Front – GD cast alloy uprights using lower wishbones and upper rocking wishbones operating inboard horizontally mounted coil-over dampers. Rear – GD cast alloy uprights using upper wishbones and rocking lower wishbones operating inboard coil-over dampers. STEERING: GD steering rack, two turns lock to lock. BRAKES: AP 4-pot calipers with 13in ventilated discs all-round. KIT PRICE: Chassis £2950, bodywork £2750 (all prices plus VAT). BUDGET BUILD COST: From £25,000 excluding engine and transmission.

SUMMARY – A hardcore offering for those seeking seriously high levels of performance driving. The GD T70 is not only beautifully styled, but also beautifully engineered and finished.

Gardner Douglas Sports Cars, Unit 26, Rosland Business Park, Long Bennington, Newark, Nottinghamshire NG23 5FF T: 01949 843299 E: W:



Gentry:CKC Guide 2009



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THE TRIUMPH BASED Gentry may have made its entry into the kit car scene back in 1973, but it’s now witnessing a new lease of life under the ownership of Geoff and Ellen Beston of Gentry Motor Car Company. Essentially relaunched in 2008, the Gentry has received a complete overhaul to its manufacture in order to ensure a straightforward build and conformity with IVA regulations. The MG TF inspired Gentry remains Triumph based, using components sourced from either a Herald or Spitfire donor car and with all service items readily available (and affordable) through the classic car market. Although it remains possible to retain the Triumph ladder chassis (at which point the project does not have to undergo an IVA test), the company has also developed its own sturdy ladderframe replacement, with all the relevant pick up points for the new bodywork and ancillaries, in addition to the standard Triumph suspension components. Bodywork is largely offered in fibreglass, with the engine bay sides and body tub in aluminium-skinned plywood. This is fabricated at the factory while other items such as the distinctive grille are also included in the detailed base kit. For a further £2000 over the standard kit price of £5750, all of the bodywork is fully fitted and aligned. It means that a Gentry could be on the road for as little as £11,000, while factory built cars begin at £25,000.

SPECIFICATION CHASSIS: Ladderframe chassis. BODYWORK: Main tub is a steel frame clad in a mix of aluminium skinned ply and fibreglass scuttle. Wings etc in a primer finished gelcoat fibreglass. DONOR CAR: Triumph Herald or Spitfire. ENGINE OPTIONS: All the usual Triumph options, including the 2-litre straight six. SUSPENSION: Front – Triumph double wishbones, uprights and spring and dampers. Rear – transverse leaf spring, Triumph swing axle arrangement. STEERING: Triumph rack and pinion. BRAKES: Front – standard Triumph solid discs and calipers. Rear – Triumph drums. EXTRAS: Heated glass windscreen with chrome on brass frame surround and feet, bespoke radiator and fuel tank, quality chrome plated grille and much more. KIT PRICE: General kit £5750. Completed body package is an additional £2000. BUDGET BUILD COST: From £11,000.

SUMMARY – The Gentry name may been around for over three decades, but the product has received a welcome breath of fresh air and enthusiasm via its new owners. Great to see it back, and in such fine fettle.

Gentry Motor Car Company, 8 Higham Lane, Nuneaton, Warwickshire CV11 6AG T: 07804 973999 E: W:



GKD Evolution:CKC Guide 2009



Page 48


THE AWARD WINNING GKD EVOLUTION has a lot going for it: DNA rooted in over 50 years of motorsport is allied to modern styling, high performance and practicality. The car is based on a race-proven chassis, while a recent move to a BMW 3-series donor (either E36 or E46 generations, built from 1991 to 2006) ensures a plentiful supply of components for years to come. It also means that the EVOLUTION can be fitted with everything from a 1.8-litre four-cylinder BMW engine up to the silky, powerful straight six from the fabled M3. Double wishbone suspension with adjustable coil-over dampers means the EVOLUTION can be tweaked for both road and track use. Indeed, not only does the EVOLUTION acquit itself exceptionally well dynamically, it is also stylish, purposeful and has a high level of practicality, too. Despite its compact exterior dimensions, the EVOLUTION has a cavernous boot, optional full weather gear (both hard and soft tops are available) and an effective curved windscreen. It is, therefore, a car that’s capable of long distance, week-long jaunts and hard-edged trackday action in equal measure. These dual characteristics of performance and practicality mean the EVOLUTION appeals to the head as well as the heart, creating a very desirable car. With self build costs coming in at under £10,000, it’s affordable too.

SPECIFICATION CHASSIS: Multi-tubular chassis with steel panelled floorpans, bulkhead and side sills. BODYWORK: GRP centre tub (including cockpit liner), front end, doors and bootlid, optional hard-top. Supplied in base grey gelcoat. DONOR CAR: Any BMW 3-series (E36/E46) produced between 1991 and 2006. ENGINE OPTIONS: A wide range of engines can be accommodated with the standard fitments being any of the four- or six-cylinder BMW 3-series engines. SUSPENSION: Front – Double wishbones, coil-over dampers, fabricated uprights, BMW hubs. Rear – Double wishbones, coil-over dampers, fabricated uprights, BMW bearings and flanges. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Chassis Pack £1250, Essential Pack £5950, Comprehensive Pack £11,995. BUDGET BUILD COST: From £9500.

SUMMARY – Proven dynamics and modern styling make the GKD EVOLUTION an attractive proposition that only gets more tempting when you factor in the potential performance on offer and the fact it’s a previous winner of Which Kit Car? of the Year. It’s also a car you can use on a regular basis.

GKD Sports Cars, 17 Firmin Avenue, Maidstone, Kent ME17 4RD T: 08709 104108 E: W:



GKD Legend:CKC Guide 2009



Page 48


FOR MANY YEARS, Ford donor cars have been the staple of the kit car industry. But most front engine, rear-wheel-drive cars that bear a blue oval have been consigned to the scrap heap – and that’s why GKD Sports Cars has looked elsewhere for a donor for its Lotus Seven inspired LEGEND. And the chosen candidate is the BMW 3-series (E36/E46), produced from 1991 to 2006. As GKD’s Peter Lathrope points out, “when was the last time you saw a Sierra? And when was the last time you didn’t see a BMW 3-series?” The correct drivetrain layout isn’t the only reason to commend the BMW donor; GKD points to a number of other benefits. There’s a lot of parts interchangeability between BMW parts, meaning it’s easy to upgrade to performance parts. It also means that any donor from 1991 to 2006 will fit the LEGEND without need for modification. Donor cars are also surprisingly affordable (a suitable car can be picked up from £200) while parts prices are low too – in some cases, cheaper than equivalent Sierra components. For that reason, even with its premium brand underpinnings, the Legend is surprsingly affordable. Opt for GKD’s Chassis Pack or Essential Pack as your starting point, and it would be possible to get a car complete and on the road from just £5000. Alternatively, the Comprehensive Pack (at £5995) provides everything you need to build the car save for the parts that come from the BMW donor. GKD has recently introduced the Legend 6 which can accommodate the silky straight six engine fitted to top end BMW 3-series donors.

SPECIFICATION CHASSIS: Tubular steel spaceframe with a choice of roll-over bars. BODYWORK: GRP nose, scuttle and wings. Rest of body is aluminium supplied plasma cut and ready to fit. DONOR CAR: Any BMW 3-series (E36/E46) produced between 1991 and 2006. ENGINE OPTIONS: A wide range of car and bike engines can be accommodated with standard fitments being: LEGEND – Any four-cylinder BMW 3-series engine. LEGEND SIX – Any four or six-cylinder BMW 3-series engine. SUSPENSION: Front – Double wishbones, coil-over dampers, fabricated uprights, BMW hubs. Rear – Double wishbones, coil-over dampers, fabricated uprights, BMW bearings and flanges. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: LEGEND – Chassis Pack £695, Essential Pack (all parts that can only be sourced from GKD Sports Cars) £2850, Comprehensive Pack (almost everything to complete a car except a BMW donor) £6595. LEGEND SIX – Chassis Pack £1250. Essential Pack (all parts that can only be sourced from GKD Sports Cars) £3450. Comprehensive Pack (almost everything to complete a car except a BMW donor) £7995. BUDGET BUILD COST: LEGEND – From £5000. LEGEND SIX – From £6500.

SUMMARY – Using the BMW 3-series as a donor for a Seven-inspired roadster is a brilliant innovation. But like all the best ideas, it’s also a simple one: readily available quality components make their own argument.

GKD Sports Cars, 17 Firmin Avenue, Maidstone, Kent ME17 4RD T: 08709 104108 E: W:



Hawk 1.8-2.6:CKC Guide 2009



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Hawk 1.8/2.6

HAVING ESTABLISHED AN almost obsessional eye for detail on all its various Cobra replicas, it’s perhaps unsurprising that Hawk Cars eventually turned its attention on the original AC Ace. Devoid of any wheelarch flaring and with its distinctive front end, the Hawk 1.8/2.6 offers the ultimate in understated sophistication. The Cobra bloodline is plainly evident in this thoroughly period reproduction, but without the muscular overtones of the later car’s bodywork. The Hawk 1.8/2.6 uses the same chassis package as found on the larger Hawk 289, being a twin 31⁄2in round-tube chassis of replica origins, but designed to accept suspension components from the MGB (knock-on splines also mean fitting the correct wire wheels is easy). For those that can’t help themselves, there are a number of suspension upgrades offered by Hawk Cars, but the MG components work wonderfully in this car. When allied to a suitable straight six engine, this package delivers super smooth power and an agile ride. The 2.5-litre Triumph is ideal and adds authenticity (as does the original Ford Zephyr 2.6-litre). However, Hawk recommends fitting the excellent BMW straight 6 engine which makes a powerful modern alternative. The chassis are supplied bracketed to suit individual engines. Bodywork is supplied in a grey primer gel finish and is pre-fitted to the chassis at the factory with doors, boot and bonnet hinged and inner panels fitted. From here, Hawk can supply as little or as much as you require, right up to a complete replica interior in leather and Wilton. Good weather gear is available as well as a hard-top if required.

SPECIFICATION CHASSIS: 31⁄2in twin round tube ladder chassis with outriggers. BODYWORK: Fibreglass body supplied in primer gel colour. All internal panels, doors, boot and bonnet installed or pre-hung. Body is jig located onto chassis for perfect alignment. Floors and rear bulkhead in sandwich of 9mm resinbonded marine ply with GRP either side. DONOR CAR: MGB. ENGINE OPTIONS: Triumph, BMW or Ford Zephyr straight six units. SUSPENSION: Front – MGB double wishbone with lever arm damper and coil spring, MGB stub axle and bearings etc. Rear – Live axle, leaf springs and lever arm dampers (upgrade to telescopic damper available). STEERING: MGB rack and column. BRAKES: Donor front discs and rear drums. KIT PRICE: Body/chassis kit £5693 plus VAT. BUDGET BUILD COST: From £10,000.

SUMMARY – The classic Hawk is a real period piece, with great subtlety and exquisite detailing.

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: W:



Talon Sports Cars Official Hawk Cars Build Agent T: 01509 842740

Hawk 289:CKC Guide 2009



Page 68

Hawk 289

HERE’S ONE FOR those who find the overtly muscular styling of the 427 replica just too much. Hawk Cars’ wonderful recreation of the earlier 289 is a joy. With its more subtle ‘slabside’ arches and underslung exhaust system, the 289 oozes class. The Hawk 289 uses a twin 31⁄2in round-tube chassis which closely emulates that of the original, save for suspension bracketry, to accommodate the MGB donor underpinnings. This is the perfect set-up for the 289, although those who want something with a bit more sophistication can opt for the company’s unique MGB front suspension upgrade or, if fitting a high power V8, Hawk’s Jaguar XJ6-based replacement IRS. The ideal engines for the 289 are either the Rover V8 or Ford 302 (the 289cu in V8 etc is also utterly suitable) and these provide the perfect balance of sophistication and power. Bodywork is supplied in a grey primer gel finish and is pre-fitted to the chassis with doors, boot and bonnet hinged and inner panels fitted. Holes are pre-marked on the bodyshell. With a good soft-top and side windows (an optional hard-top is available), plus the 289’s large boot, this is a great touring car with a genuine level of practicality. Add in the affordable MGB underpinnings (which are easily serviced) and the 289 is a terrific option for those looking for a Cobra replica with a difference. The fabulous 289 Le Mans, with its famous removable fastback hard-top, and 289 FIA versions are also available, as well as the true enthusiast’s dream, the Limited Edition 39 PH replica and the new ‘Executor’ replica (inset right) available late 2009.

SPECIFICATION CHASSIS: 31⁄2 in twin round tube ladder chassis with outriggers. BODYWORK: Fibreglass body supplied in primer gel colour. All internal panels, doors, boot and bonnet installed or pre-hung. Body is jig located onto chassis for perfect alignment. DONOR CAR: MGB. ENGINE OPTIONS: Rover V8, Ford small-block V8. SUSPENSION: Front – MGB double wishbones with lever arm dampers and coil springs, MGB stub axles and bearings etc. Rear – Live axle, leaf springs and lever arm dampers (upgrade to telescopic damper available). Upgrades – Talon Sports Cars Coil-over front suspension conversion and full Official Hawk Cars Build Agent Jaguar IRS rear suspension, all using original T: 01509 842740 suspension location points. STEERING: MGB rack and column. BRAKES: Donor front discs and rear drums. KIT PRICE: Body/chassis kit £6064 plus VAT. BUDGET BUILD COST: From £12,000.

SUMMARY – The Hawk 289 offers sublime style and superb quality with genuine affordability. A car for those where grace and pace go hand in hand.

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: W:



Hawk HF3000:CKC Guide 2009



Page 69

Hawk HF3000

THE HAWK HF3000 Lancia Stratos replica was originally launched in 1986 after Gerry Hawkridge, then MD of Transformer Cars, took moulds from an original car. As with all Hawk products, authenticity is the key, with not only the external shape but also the chassis, suspension and complete interior being faithful representations of the original rallying icon. As per the original, the Hawk uses a large number of components from the Fiat and Lancia group and, while early cars were predominantly powered by Lancia’s faithful 2-litre twin-cam (HF2000), today’s examples tend to use Alfa’s terrific 3-litre V6 (HF3000) or most recent 3.2-litre 32-valve unit (HF3200). Finally, if funds allow, a Ferrari V6 or V8 can be fitted. Whichever route you take, the Hawk offers superlative handling, supple suspension and a driving environment like no other. It is a unique experience. The car’s chassis, with integral roll cage, comes powdercoated and with the centre section of the fibreglass bodywork already pre-fitted by the factory. The incredibly strong bare chassis achieved a torsional rigidity figure in excess of 6000ft lb per degree when tested by STATUS. Hingeing front and rear panels offer superb access to all components, while the large rear boot means this is a practical supercar. The bodywork can be supplied in either road trim or the hugely aggressive Group 4 rally trim, with either flared or squared rear arches. Gerry Hawkridge’s devotion to the Stratos compares with that of his obsession with the Cobra, and he’s still developing his kit after all these years. Most recently he’s had specially made replica coffin spoke alloys for the finishing touch to this exacting replica.

SPECIFICATION CHASSIS: Tubular steel and folded section frame with integral roll cage finished in black powdercoat. BODYWORK: All fibreglass bodywork supplied in grey primer gelcoat finish. Various body style options. DONOR CAR: Fiat X1/9 and Lancia Beta/Alfa predominantly. ENGINE OPTIONS: 2-litre Lancia, Alfa 3-litre and 3.2-litre V6, various Ferrari V6 and V8. SUSPENSION: Front – Lower transverse arms, tie bars, top wishbones, coil-over dampers. Rear – Lancia Beta front struts (option of special Leda units), Hawk uprights and lower wishbones, anti-roll bar. STEERING: Triumph rack with Fiat column. BRAKES: Discs front and rear with various upgrades. KIT PRICE: HF2000 kit £11,583 plus VAT. BUDGET BUILD COST: From £15,000.

Talon Sports Cars Official Hawk Cars Build Agent T: 01509 842740

SUMMARY – In typical Hawk style, this is an exquisite replica for the connoisseur. Stunning looks and superb driving dynamics come as standard.

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP T: 01892 750341 E: W:



Hawk Kirkham:CKC Guide 2009



Page 70

Hawk Kirkham

GERRY HAWKRIDGE’S COBRA replica emporium stepped up a gear when, in 2001, his Hawk Cars operation became the sole UK and European agent for the American Kirkham 427 replicas. These extraordinary creations take authenticity to the limit, with all components interchangeable with the original cars and, importantly, the bodywork made in aluminium. They are, unquestionably, the ultimate Cobra replica. The Kirkham range accommodates most of the 289/427 variations of the period, with both leaf and coil spring cars, 289 slab side and FIA, 427SC etc. These are no-compromise creations, where every single component is carefully chosen and, if necessary, specially manufactured to meet requirements. As you might expect, it’s certainly not the cheapest way to get yourself a fake snake, but you can see, feel, smell and hear the difference. A visit to Hawk Cars’ UK based works is a unique experience for any Cobra die-hard. Allied to the company’s other Cobra replicas, you are unlikely to see such a meticulous variety of Cobra clones anywhere in Europe. While Kirkham chassis and bodies are made elsewhere, kit assembly, rolling chassis and full builds are all undertaken here, and there are invariably several in the factory at any one time. Hawk’s Gerry Hawkridge is possibly the most knowledgeable person on Cobras real and replica in the UK and his lifelong obsession with the cars is perfectly matched by the attention to detail lavished on the Kirkhams. Hawk is also the leading manufacturer and supplier of spare parts and wheels for original cars. The firm also has the largest stock of spares and many original race cars use its spares (particularly supsension upgrades).

SPECIFICATION CHASSIS: 3in (289) or 4in (427) twin-tube ladderframe chassis with complete tubular steel body subframe. BODYWORK: All aluminium. DONOR CAR: None. ENGINE OPTIONS: Ford 260, 289 or 302cu in V8 for Kirkham 289. Ford 302, 351, 390, 427 or 428 V8 for Kirkham 427. SUSPENSION: 289 Front – Transverse leaf spring, lower wishbones, Koni dampers. Forged steel uprights and spline or peg-drive hubs etc. 427 Front – Double wishbones with Penske coil-over dampers. 289 Rear – Transverse leaf spring, lower wishbones, Koni dampers. Forged alloy hub carriers. 427 Rear – Double wishbones with coil-over dampers. Peg-drive hubs all-round. STEERING: Rack and pinion, 31⁄2 turns lock-to-lock. BRAKES: 11.25in front solid discs with aluminium Girling reproduction racing calipers. 11.13in rear solid discs with aluminium Girling reproduction racing calipers. KIT PRICE: Aluminium bodyshell located on chassis £21,500 plus VAT. BUDGET BUILD COST: From £45,000.

SUMMARY – If only the best will do, then look no further. We have not come across a more meticulous replica. A truly wonderful car for the Cobra connoisseur.

Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP. T: 018920750341 E: W:



Imperial:CKC Guide 2009



Page 1


WHILE THE IMPERIAL Motor Company may be a new name in the industry, its founders, John Barlow and Dave Chapman, have an enviable reputation for producing top quality kit car products over the last three decades. More recently they have designed and launched a number of vehicles aimed squarely at the commercial wedding car market, and the Imperial is the latest of these. However, in addition to the limousine style bodywork most suited to the wedding market, the Imperial can also be supplied in a number of other body styles, including van, pick-up, minibus, chassis cab and hearse (the latter only available in turnkey form). Each different style is designed as a simple body swap on the Imperial’s chosen donor... The FX4 London Taxi is the perfect donor for the conversion, with a body that can be easily lifted away, to leave a robust and reliable chassis and suspension package that is retained in unmodified form underneath the new Imperial bodywork (thus negating the need for an IVA test). The latter is of quality GRP construction, mounted on its own galvanised steel subframe which is in turn bolted to the FX4 main chassis. Significantly, Imperial pre-fits all doors (hinged and aligned) and locates the bodywork on its sub chassis, prior to collection by the customer. The kit package is extremely comprehensive, including items such as the complete lighting package, all glass and seals, stainless steel bumpers, an interior panel kit (requires trimming), stainless steel radiator shell, wiring loom, hood frame and many other smaller items needed to complete the project to a high standard.

SPECIFICATION CHASSIS: Unmodified FX4 London taxi ladder chassis. BODYWORK: High quality all GRP bodywork supplied in coloured gelcoat to customer’s choice. ENGINE OPTIONS: FX4 2.7 Nissan diesel, 3-speed auto with overdrive. DONOR CAR: FX4 London Taxi, 1991 to 1997. SUSPENSION: Standard suspension from the donor car. STEERING: Standard donor, 25ft turning circle. BRAKES: discs/drums. KIT PRICE: £15,995 plus VAT complete kit less trim BUDGET BUILD COST: From £20,000. Turnkey from £27,000 plus VAT (coloured gelcoat bodywork), painted (two-tone) £29,000 plus VAT.

SUMMARY – A high quality package with a variety of different body options.

Imperial Motor Company, Unit 6, The Conway Site, Skull House Lane, Appley Bridge, Wigan WN6 9DW T: 01257 252700 E: W:



Jimini 2:CKC Guide 2009



Page 73

Jimini 2

THE KIT CAR scene has traditionally offered cheap and cheerful kits but, in recent years, advancements in design and engineering have pushed up costs. So the Jimini 2 comes as a breath of fresh air: it’s possible to build one for as little as £2500, yet it’s still up to the quality today’s kit car buyer demands. The GRP monocoque is beautifully presented – and that’s your reaction before you consider the low kit price. The GRP body/chassis accepts donor parts from the Mini which means the Jimini inherits the Mini’s entertaining road-holding and handling. It’s a hoot to drive and totally addictive. It’s cheap to run and insure, too, thanks to its modest power. (Although if it’s too modest, you can opt for a turbo engine!). It’s up to you how much you spend on finishing off a Jimini, although even if you push the boat out on wheels/tyres, seats and so on, you’re still not going to spend a fortune on the build. Jimini offers two kit levels for the 2. One is quicker and easier to build, while the second is slightly cheaper and leaves more for the builder to do. Differences? The more expensive kit comes with a predrilled body (quite a weight off your mind when you’re dealing with a one-piece bodyshell) and the following fitted: engine mounting plates, fuel tank, brake lines, fuel lines and rear wiring harness. Any other considerations? Well, if you buy a Jimini you’ll be dealing with a small, friendly company which thrives on personal service. You won’t go far wrong here.

SPECIFICATION CHASSIS: One-piece GRP monocoque body/chassis, separate bonnet and bootlid, separate roll-over cage. BODYWORK: See above. DONOR CAR: Any Mini – although post-1985 models are best (they have the tandem brake master cylinder which is required by the IVA test). ENGINE OPTIONS: Any A-series unit, from 998cc to the turbocharged edition used in top-spec MG Metros. SUSPENSION: Front and rear: Standard Mini subframes and suspension set-ups. STEERING: Rack and pinion from Mini. BRAKES: Drum front and back, or discs at the front depending on donor. KIT PRICE: Option 1: (leaving more work for the builder to complete) £1750. Option 2: £2,150. BUDGET BUILD COST: From £2500.

SUMMARY – A low-price kit that’s budget friendly – but one that’s still highly presentable, easy to build and entertaining to drive. Kit car fun in its purest form!

Jimini Automobile Company, Suite 36, Beacon Buildings, Leighswood Road, Aldridge, West Midlands WS9 8AA T: 01922 743587 E: W:



Jimini Trend-E:CKC Guide 2009



Page 74

Jimini Trend-E

WHETHER YOU ARE environmentally aware or want a vehicle that is truly unique, the Trend-E can meet your needs. It is a new concept in the kit car market – an electric vehicle that is practical, within the price range of the man in the street and yet is respondent to your individual needs and requirements. Using knowledge gained from technology used in the electric land speed vehicle, it is a versatile, lightweight utility vehicle readily adapted to a wide range of roles. This compact, family-friendly car is equally at home around town or as a working vehicle. Its one-piece GRP monocoque bodyshell and simple construction provides the individual who wants something unique, and to protect the environment, with a practical and realistic alternative. The Trend-E’s range of power cell options enables you to design the car to meet your needs with regard to range and speed. Options include lead acid or lithium ion cells, and the cost depends on the option and configuration you choose. Both are rechargeable from a domestic supply and offer a simple and effective option to carbon fuels The vehicle available can be supplied in kit form or ready for use on the road. With lead acid batteries it has a top speed of 45mph and a range of between 45 and 55 miles – more than adequate for most urban driving requirements.

SPECIFICATION CHASSIS: One piece GRP monocoque body/chassis, separate bonnet and boot lid, separate roll-over cage. Size: 3040 by 2900 by 1400mm. BODYWORK: See above. Seats two or four depending on option. DONOR CAR: Any Mini – although post-1985 models are best (they have the tandem brake master cylinder which is required by the SVA/IVA test). ENGINE OPTIONS: (Basic configuration) 8kw, 72v DC motor, powered by 24 x 42Ah gel filled lead acid batteries driving the front wheels through a standard Mini gearbox. Battery life – 500 recharges. RECHARGE TIME: 6 to 8 hours. SUSPENSION: Front and rear – standard Mini subframes. Option on rear of beam axle. STEERING: Rack and pinion steering. BRAKES: Front – Disc. Rear – Drum. KIT PRICE: Basic kit (without batteries) from £6950. BUDGET BUILD COST: From £9500.

SUMMARY – A unique affordable kit that is easy to build and incorporates all the benefits of the Jimini 2 but is easy on the environment as well!

Jimini Automobile Company, Suite 36, Beacon Buildings, Leighswood Road, Aldridge, West Midlands WS9 8AA T: 01922 743587 E: W:



Luego Velocity:CKC Guide 2008



Page 75

Luego Velocity

THE SIERRA BASED Velocity is a traditionally styled roadster which uses as much as possible from the donor car without compromising handling or ride. As such, you will find bespoke double wishbone suspension on each corner utilising the Sierra front stub axles and rear differential, driveshafts, bearings and all braking components. Engine choice will typically centre on the 4-cylinder Ford Zetec, though Luego now recommends the Vauxhall XE (Red Top) which can produce 190bhp without too much trouble. The Toyota twin-cam engines can also be accommodated. Those looking for a larger engine should look at our Viento model. The spaceframe chassis is clad in either aluminum or stainless steel side panels which come pre-folded and with all the holes for the front suspension already laser cut. This makes fitment much easier and means that the build also progresses more quickly. When the optional highly polished side panels are allied to the pre-coloured GRP panels, the Velocity really stands out as an attractive car. Luego operates from Aberdeen for Scotland and Hull for England and Wales. Luego supplies starter kits, parts and full builds. SUMMARY – Luego Sports Cars is a highly pro-active company which has the Lotus Seven inspired market place covered with its Velocity and Viento models.

SPECIFICATION CHASSIS: Spaceframe design using a variety of different tubular steel. Aluminium sheet floor; Steel floors made to order. BODYWORK: Aluminium side panels (stainless steel to order) with GRP bonnet, nose cone, scuttle, rear panel and wings. Gelcoat as standard on most colours. Paint finish to order. DONOR CAR: Mix of Ford donor parts. ENGINE OPTIONS: Ford Zetec, Vauxhall XE and others. SUSPENSION: Front – Double wishbones, coil-over dampers and Sierra lower strut/stub axle. Rear – Fabricated rear hub carriers, Sierra differential, drive shafts and hubs. Coil-over dampers. STEERING: Escort steering rack with Sierra column. BRAKES: Sierra solid or vented front discs with solid rear discs at the back. STARTER KIT PRICE: £2800. FULL KIT PRICE: £4800. BUDGET SELF BUILD COST: From £7000.

Luego Sports Cars, Unit 4 Craigearn Business Park, Kintore, Aberdeenshire AB51 0TH T: 01467 631194 or 07976 271380 E: W:



Luego Viento:CKC Guide 2009



Page 76

Luego Viento

LUEGO SPORTS CARS began in the late ’90s by offering prefabricated Locost chassis and suspension parts, before moving on to develop its own version of the evergreen Lotus Seven inspired replica (the Velocity – see other entry), followed by the supersize Viento. The Luego Viento came into being in order to fill Luego’s regular enquiries for a larger version of its exciting Velocity. The Viento is almost 6in wider and 12in longer; you will not struggle to get comfortable in the Viento. The other advantage of the Viento’s generous girth is the ease with which larger engines can be accommodated. The Viento 400, our ‘top of the range’ car, is fitted with a Chevrolet LS2 V8 (see main photo). Other engines include BMW straight six, Alfa V6, Audi 1.8 Turbo and of course the Rover V8. Not surprisingly the Viento chassis is a beefy spaceframe designed with such power units in mind. The suspension follows the popular convention of double wishbones at each corner and full Sierra-based IRS. Luego operates from Aberdeen for Scotland and Hull for England and Wales. Luego supplies starter kits, parts and full builds.

SPECIFICATION CHASSIS: Spaceframe design using variety of different tubular steel. Aluminium sheet floor; steel floors made to order. BODYWORK: Stainless steel side panels (aluminium to order) with GRP bonnet, nose cone, scuttle, rear panel and wings. Gelcoat as standard on most colours. Paint finish to order. DONOR CAR: Mix of Ford donor parts. ENGINE OPTIONS: Almost endless. SUSPENSION: Front – Double wishbones, coil-over dampers and Sierra lower strut/stub axle. Rear – Fabricated rear hub carriers, Sierra differential, drive shafts and hubs. Coil-over dampers. STEERING: Escort steering rack with Sierra column. BRAKES: Sierra solid or vented front discs with solid rear discs at the back. STARTER KIT PRICE: £3400. FULL KIT PRICE: £5900.

SUMMARY – The Viento is larger than life, being one of the most accommodating cars in its class. Big engines and breathtaking performance.

BUDGET SELF BUILD COST: From £11,500. FACTORY BUILD: From £18,000.

Luego Sports Cars, Unit 4 Craigearn Business Park, Kintore, Aberdeenshire AB51 0TH T: 07976 271380 E: W:



Madgwick SR V8 :CKC Guide 2009



Page 1

Madgwick SR V8

THE MADGWICK SRV8 is the direct descendent of the Southern Roadcraft SR V8 of the late ’80s and ’90s. This was perhaps one of the most prolific Cobra replicas of its time (with several hundred produced) as well as being a well developed and hugely capable performer. The SR V8 was resurrected in 2001 by West Sussex based Madgwick Cars. This small business is run by the father and son team of Dave and Mike Carruthers alongside their long established MoT station and repair shop. The duo have instigated a number of subtle tweaks to the SR V8 to bring it up to date with current regulations. Heart of the SR V8 remains a thoroughly well developed ladderframe chassis with steel floors, front footwells and centre tunnel section. Suspension is of the familiar Jaguar XJ6 variety and the result is a tough structure with capable handling and ride, all wrapped up in a typically muscular fibreglass Cobra replica bodyshell (supplied in a white primer gelcoat finish). The usual range of V8 engines can be fitted, the Ford or Chevy being best at creating the menacing thunder for which the SR V8 is best known. Madgwick can provide a partial or full build service in addition to basic kit components, while also supporting all existing SR V8 customers with back-up and parts supply.

SPECIFICATION CHASSIS: Ladderframe design with steel floors, front footwells and centre tunnel section. BODYWORK: Fibreglass body supplied in white primer gelcoat finish, with inner wings, rear bulkhead and boot panel all pre-bonded into the ’shell. DONOR CAR: Jaguar XJ6. ENGINE OPTIONS: Rover, Chevy and Ford small block V8s. SUSPENSION: Front – Standard Jaguar XJ6 front wishbones and uprights. Rear – Shortened XJ6 drive shafts and rear wishbones with fabricated trailing arms, adjustable coil-over dampers. STEERING: Madgwick’s own steering rack, 31⁄4 turns lock-to-lock. Ford Sierra column. Optional power steering kit available. BRAKES: Jaguar vented front discs and inboard solid rears. KIT PRICE: Chassis packages from £1995 plus VAT. BUDGET BUILD COST: From £16,000-plus.

SUMMARY – This is a thoroughly tested and developed product now offered by a family-run company, which offers a personal service and full back-up.

Madgwick Cars, Parade Pagham, West Sussex PO21 4TL T: 01243 261000 E: W:



Magnum 427SF:CKC Guide 2009



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Magnum 427SF

THE MAGNUM 427SF has been in production since 1986 and has recently been through a re-engineering programme to meet all existing and pending new regulations while retaining the authentic 1960s look of the original. Magnum Engineering has always gone its own way in a scene dominated by conformity and the car is not based on a donor vehicle. It does however use quality components from Ford and other suppliers. Every Magnum is based around a round-tube spaceframe chassis with crumple zones front and rear, panelled in aluminium sheet and clothed with a single-skin Kevlar bodyshell (the bonnet, boot and doors being double-skinned). The suspension is of tubular construction and fully rose-jointed. The engine bay will accommodate most V8 engines, including Ford and Chevrolet big and small-blocks. Despite the unconventional underpinnings, the car’s silhouette follows familiar lines, meaning it’s possible to create a very authentic looking machine, mixing the style of the 1960s with modern levels of handling and performance. It’s a heady mix that many enthusiasts have fallen for over the years. Magnum supplies 427SFs in either rolling chassis or fully-built, turnkey forms. Each car is built to the exacting requirements of each individual customer. New for 2010 is a zero emissions electrically powered version for those who want their Cobra in an environmentally friendly version. Available in a range of performance/cost options.

SPECIFICATION CHASSIS: All round-tube spaceframe chassis, powder coated and panelled in aluminium at the factory. BODYWORK: Kevlar re-inforced single-skin bodyshell supplied in grey primer gelcoat. Doors, bootlid and bonnet are double-skinned. DONOR CAR: No single donor car. ENGINE OPTIONS: Almost any small or big-block V8. SUSPENSION: Front – Rose-jointed double-wishbones using Jaguar uprights and aftermarket coil-over dampers. Optional anti-roll bar. Rear – Rose-jointed doublewishbones using fabricated steel uprights, coil-over dampers, bespoke driveshafts, either Jaguar, Cosworth or Quaife differential (depending on power output). STEERING: Escort steering rack, Sierra column and fabricated intermediate shaft. BRAKES: Jaguar vented front discs and calipers. Cosworth rear discs and calipers. Servo optional. Wilwood or AP Racing brakes optional. KIT PRICE: Rolling chassis £12,500 plus VAT. BUDGET BUILD COST: From £20,000.

SUMMARY – Innovative engineering comes as standard, as do purposeful looks, responsive handling and superb roadholding. The Magnum 427SF is a very distinctive Cobra replica.

Magnum Engineering, Bloxham Mill Business Centre, Barford Road, Bloxham, Banbury OX15 4FF T: 01295 722835 E: or W:



Marlin 5EXi:CKC Guide 2009



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Marlin 5EXi

THE 5EXI IS manufactured and marketed by Marlin Cars and the product benefits enormously from Marlin’s vast knowledge and engineering knowhow. At the heart of the 5EXi is a spaceframe chassis onto which are bolted components designed and fabricated by Marlin. In typical Marlin fashion, a large number of components are used from these affordable donor cars, although vital components such as the double wishbone suspension and fabricated hub carriers are all made in house. The result is an affordable car which is easy to assemble yet has the potential to deliver supercar performance. Using the 1.6-litre twin-cam Honda engine means ultra modern performance up to 280bhp (Type R or VW) allied to the donor’s 5 or 6-speed gearbox. The 5EXi bodywork is supplied in a coloured gelcoat and both front and rear sections can be quickly removed for superb access to suspension, engine and other ancillaries. Recent developments have been the introduction of optional doors to ease access for daily use and the design of lightweight aluminium hubs and carriers. With its curved screen and ingenious soft-top arrangement, the Marlin is also surprisingly practical, while its long travel suspension gives a supple ride and its cable based gear linkage offers one of the best mid-engined changes in the business. For those looking for something other than a Cobra or Lotus Seven replica, the 5EXi offers a welcome breath of fresh air. SUMMARY – A terrific roadster with supercar performance potential from an affordable base package. Wild styling sets it well apart from the crowd.

SPECIFICATION CHASSIS: Spaceframe chassis which is clad in aluminium, and features a boltdown tubular steel rollcage. BODYWORK: Fibreglass panels offered in a gelcoat colour. DONOR CAR: Honda Civic or Audi A3, Seat, Skoda, etc. ENGINE OPTIONS: VW 20-valve 1.8 Turbo. Still available Honda Civic VTEC single or DOHC, plus any Rover K or T-Series. SUSPENSION: Double wishbone suspension front and back with fabricated hub carriers and coil-over dampers. STEERING: Marlin rack with donor column. BRAKES: Donor ventilated front and solid rear discs (servo assisted optional). KIT PRICE: Module One: Chassis Kit to work towards a rolling chassis includes fuel tank, steering rack, flexible stainless steel brake hose kit, clutch & accelerator kit £2110. Module Two: Suspension Kit includes springs, shock absorbers, polyurethane suspension bushes, ball joints, track rod ends and windscreen to create a rolling chassis £1723.84. Module Three: Body Kit includes all body parts plus all lights with angel headlights, mirrors, chrome bonnet catches, carpets and floor mats £3518. Buy modules one, two and three together and save £375 (all plus VAT). BUDGET BUILD COST: From £8,000. Top of the range build cost to include weather equipment £11,500 (all plus VAT).

Marlin Sports Cars, PO Box 88, Crediton, Devon EX17 3WZ T: 01363 773772 E: W:



Marlin Sportster:CKC Guide 2009



Page 82

Marlin Sportster

MARLIN INTRODUCED THE aggressively styled Sportster in 1998 as a hardcore alternative to the seven-esque kits, and the motoring media were blown away when they drove a factory demo car fitted with a 320bhp BMW M3 engine. This flagship installation highlighted the Sportster’s most unique feature, its comprehensive use of a BMW 3-Series as a donor. It’s a fascinating package, which sees the Sportster utilise items such as the donor’s complete rear suspension and braking system, steering column and indicator stalks down to small items such as the handbrake lever. Obviously, the engine and ’box take centre stage, and when engines such as the 325 produce around 200bhp as standard, the appeal of this package really comes into focus. Ironically, the Beemer is also an extraordinarily cheap car to buy, most being just a few hundred pounds, with service items also very affordable. All the donor parts are attached to Marlin’s exquisite peripheral frame monocoque chassis – no antiquated ladder chassis here – and the result is a traditional style roadster completely devoid of scuttle shake. Allied to a largely aluminium body including doors (GRP nose, wings and rear body section), the Sportster has a real feeling of quality that permeates every part of the car. It will even accommodate drivers up to 6ft 6in tall. Marlin makes the chassis and steel ancillaries in-house and it is a real pleasure to see a company that works ceaselessly towards production car standards combined with ease of build for the amateur.

SPECIFICATION CHASSIS: All-steel semi-monocoque peripheral frame. Galvanised steel floors. Chassis includes deformable shock-absorbing struts in front and rear bumpers. BODYWORK: Largely aluminium including doors with fibreglass nosecone, wings and rear body section. DONOR CAR: BMW 3-Series, 1994 onwards. ENGINE OPTIONS: All BMW installations plus Rover V8 and more. SUSPENSION: Front – Marlin double wishbones, adjustable coil-over dampers, BMW stub axle and hubs. Rear – BMW rear subframe locating BMW’s multi link IRS suspension, BMW springs and dampers. STEERING: Marlin rack and BMW or Ford column. BRAKES: Vented front and solid rear discs from donor. KIT PRICE: Module One: Chassis Kit to include all necessary parts to create a rolling chassis £3,522. Module Two: Body Kit includes some body parts plus fuel tank, expansion tank and hose mounted filler neck £684. Module Three: includes rest of body plus bumper kit, door mirrors, stainless steel bonnet catches and bonnet hinge. Basically, all parts needed to finish putting body on car £1619. Buy modules 1, 2 & 3 together and save £375 (all prices plus VAT). BUDGET BUILD COST: From £7,500 including BMW E36/46 donor. Top of the range build cost to include full weather equipment £10,500 (all plus VAT).

SUMMARY – The Sportster is a quality item which embodies everything that is unique about the Marlin ethos. Real muscular styling is brilliant.

Marlin Sports Cars, PO Box 88, Crediton, Devon EX17 3WZ T: 01363 773772 E: W:



Road Track Race Atomic & tR1ke:CKC Guide 2009



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MEV Atomic & tR1ke

THE ATOMIC GOT its name because of its tiddly dimensions. Easily the smallest car offered by the kit car industry, it has just one seat for the driver and a Yamaha R1 motorcycle engine where the passenger might otherwise sit. Skimpy GRP bodywork gives shape to the Atomic’s otherwise exoskeletal appearance – this car really is as minimalist as they come. Yet there’s sound theory behind its unusual layout. The R1 engine weighs 80kg which is about the same as the average driver. Combined with strategic positioning of elements like the petrol tank and radiator, the Atomic promises brilliant balance. The 998cc Yamaha engine produces 150bhp in standard guise and the all-up weight of the car is a meagre 334bhp – that results in a power to weight ratio of 450bhp per tonne. That’s potent enough to mean this pocket rocket will surprise some expensive trackday machinery. The car has also been designed with IVA in mind (and, in fact, went through a pilot test early in 2009), meaning it can also be used on the road. Manufacturer Road Track Race estimates that on-road build costs for the home builder will start from around £6500. Similar in size is the tR1ke, although this one gains a passenger seat and loses a rear wheel. Like the Atomic, the tR1ke has a Yamaha R1 engine (hence its name) which is located behind the seats. It’s completely off the wall – in the best sense!

SPECIFICATION CHASSIS: Fully triangulated steel spaceframe chassis. BODYWORK: Minimal GRP bodywork including nosecone and cycle wings allround. DONOR CAR: No single donor vehicle. ENGINE OPTIONS: Yamaha R1 motorcycle engine producing 150bhp. SUSPENSION: Double wishbones with coil-over dampers all-round. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Comprehensive kit £4500. BUDGET BUILD COST: From £6500.

SUMMARY – The Atomic and tR1ke each promise bundles of fun in tiny packages. The former is bound to create a stir at any trackday, especially in terms of its performance with that big power to weight ratio.

Road Track Race, Unit 12 Easter Park, Lenton Lane, Nottingham NG7 2PX T: 0115 855 3300 E: W:



Road Track Race Rocket:CKC Guide 2009



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MEV Rocket

THE MEV ROCKET is manufactured by Nottingham based Road Track Race. It was already well established and popular when Road Track Race took on the project in mid-2009, and they’ve continued to sell in decent volume. It’s easy to see why – the modern looks and exoskeletal construction make it stand out from the crowd. The car is based on the mechanicals of a Ford Focus, which provides its engine (often in 1.6-litre or 1.8-litre forms, although Road Track Race will modify the chassis to accommodate a wide variety of engines should you choose), gearbox, suspension components and many other parts, including its standard engine management. The Focus was chosen because it’s easy to source and affordable. In fact, the Rocket itself is very affordable – you could get one on the road for as little as £6500, which looks like terrific value for a modern, eye-catching sports car. Thanks to its open chassis, the Rocket has a distinctive driving experience. Being able to see the ground rush by and the suspension and steering working makes you feel really in touch with what’s going on. At the same time, you’re surprisingly protected from the elements and there’s enough space behind the seats to stow a weekend’s worth of camping gear. The Rocket is a thoroughly modern interpretation of what makes a great kit car. Striking, unusual looks, low build costs and entertaining dynamics make for a highly appealing car.

SPECIFICATION CHASSIS: Exposed round-tube chassis. BODYWORK: GRP wings, engine cover, bonnet panel. Supplied in coloured gelcoat. DONOR CAR: Ford Focus. ENGINE OPTIONS: Primarily Ford Zetec SE in 1.6-litre or 1.8-litre forms. Other engines can be fitted. SUSPENSION: Front and rear – Double wishbones with coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Standard kit £3699 plus VAT. BUDGET BUILD COST: From £6500.

SUMMARY – The Rocket handles well, is great to look at and straightforward to build. It’s not difficult to see why it has proved such a popular kit car. Much more affordable than it looks, too.

Road Track Race, Unit 12 Easter Park, Lenton Lane, Nottingham NG7 2PX T: 0115 855 3300 E: W:



MEV Sonic7 & Missile:CKC Guide 2009



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MEV Sonic7 & Missile

MEV OFFERS A relentless stream of new models, and the established Sonic7 has recently been joined by the Missile. Cleverly, they share the track, wheelbase and suspension arrangement with the company’s previous Rocket, therefore being dynamically proven from the start. Yet despite the similarities, they each have something slightly different to offer. The Sonic7 has dramatic, crisp, modern styling while the Missile offers a ‘semi-exo’ experience. The curved chassis rails remain on show if you opt for the acrylic side panels, but with body panels located on the inside of the tubes it has the practicality of a full bodied car. MEV offers the option of see-through acrylic side panels to further boost the exoskeletal illusion. The Sonic7 and Missile both use the Ford Focus as a donor, retaining a stack of components from this one source. So we’re not talking just the engine and gearbox, but also things like the gear linkage, engine management, induction system, handbrake cables, brake lines... the list goes on. This helps keep the cost down and also eases the build process considerably. The MEVs are mid-engined and rear-wheel-drive, using the standard Focus hardware amidships. With a standard 1.8-litre engine it has a power to weight ratio of 230bhp per ton – compared to 156 for an Elise and a Boxster’s 187. Cars like the Sonic7 and Missile could well be where the kit car industry’s future lies. A modern but cheaply affordable donor allied to decent dynamics, brilliant modern styling and a straightfoward build seems to be an irresistable package.

SPECIFICATION CHASSIS: Fully triangulated spaceframe chassis. BODYWORK: GRP bodywork supplied in high polished two-tone gelcoat ready to fit. DONOR CAR: Ford Focus. ENGINE OPTIONS: Primarily Ford Zetec SE 1.8-litre. Other units can be fitted. SUSPENSION: Front and rear – Double wishbone with coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Sonic7 – Economy7 Kit £1799 plus VAT. Full kit £4299. Missile – £4499 plus VAT. BUDGET BUILD COST: Sonic7 – From £6500. Missile – From £7000.

SUMMARY – This is how modern kit cars should be – fresh looking, based around affordable donor components and great fun to drive. The Sonic7 and Missile tick all the right boxes.

Mills Extreme Vehicles Ltd, Ratcher Hill Quarry, Southwell Road, Mansfield, Nottinghamshire NG21 0HJ T: 01623 655522 E: W:



MK Sportscars Indy:CKC Guide 2009



Page 85

MK Indy

MK SPORTSCARS IS one of the big players at the affordable end of the UK’s huge Lotus Seven inspired roadster scene. From an embryonic start, producing chassis and suspension components for the Locost, the company was quick to develop its own roadster in 2000 and has since constantly developed the product while maintaining a clear focus on affordability allied to quality and high performance. MK Sportscars makes all the chassis and suspension components inhouse, resulting in a neat spaceframe chassis with distinctive curved footwells. The company offers two main models, the Indy and Indy R. The Indy uses double wishbone front suspension, allied to a double wishbone full IRS rear arrangement, while the Indy R is a brand new chassis with inboard front coil-over dampers operated via a pushroad. Both are Sierrabased kits and use as much from the single donor as possible, although without compromise to handling integrity. The Indy’s bodywork is in a self-coloured fibreglass finish and includes the full-length side panels as well as smaller units such as the engine bay bulkhead. The quality of these is high and results in a well finished product. Engine options are typically varied with a wide variety of motorbike engines joining the familiar list of car units, including almost all Ford engines, Vauxhall twin-cam etc, etc. MK Sportscars is a down-to-earth company founded on sound engineering techniques allied to genuine affordability.

SPECIFICATION CHASSIS: Mig-welded spaceframe chassis with steel front bulkheads. BODYWORK: All GRP bodywork supplied in coloured gelcoat finish. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Almost any car engine plus a wide variety of motorbike solutions. SUSPENSION: Front – Double wishbones (oval profile) with Sierra stub axle and coil-over dampers. Rear – Double wishbone IRS using fabricated hub carriers, coil-over dampers, Sierra hubs, standard length driveshafts and differential. STEERING: Modified (on exchange) Ford Sierra rack with Sierra column. BRAKES: Ford Sierra front discs and calipers with option of drums or discs on rear depending on axle and donor. No servo. KIT PRICE: Body/chassis kit £1995. Indy R £3650. Factory built turnkey car from £10,500 (all prices inclusive VAT). BUDGET BUILD COST: Home built from £6500.

SUMMARY – Highly capable Indy is not only good value but also offers a good quality finish and easy build.

MK Sportscars, Units 11, Aven Enterprise Estate, Tickhill Road, Maltby, South Yorkshire S66 7QR T: 01709 816138 E: W:



MNR VortX:CKC Guide 2009



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MNR IS A company that doesn’t shout too loudly about its achievements. It has been making the Lotus Seven-inspired VortX for several years under the guidence of Marc Nordon, a highly experienced racing driver and engineer. And despite a relatively low profile, MNR has a lot to shout about. The VortX may tread a very familiar path with its round-tube spaceframe chassis, cigar tube styling and inboard suspension arrangement, but it’s the way in which it’s all brought together that makes it stand out from the crowd. Thoughtful suspension geometry design and many high quality CNC machined components are what set this car apart. The styling has come in for some revision lately, too, with a radical and distinctive nosecone being an option over the more traditional front end. The VortX is offered in three formats. The RT inboard is ideal for road and track, and the RT Plus and Super are enhanced for serious track use (while still being road legal). Both cars accept all the usual car and motorcycle engine options, but most customers go down the ’bike powered route with optional paddleshift. You get the impression from MNR that this isn’t a company that sets out to rewrite the rulebook, but instead it’s one that focuses on doing what it does well. That bodes very well for the new Le Mans prototype style machine (see inset pic above) which is currently nearing completion. One to look out for in 2010, the first example will be powered by a Hayabusa turbo engine. A bikeengined budget single-seater is also nearing completion. VortX cars and kits have been exported all over Europe, Australia and The States. LHD versions are available.

SPECIFICATION CHASSIS: Spaceframe in 16, 18 and 20g in round-tube steel with standard RAC approved road or full race cages made to a customer’s height. BODYWORK: Self-coloured GRP panels. DONOR CAR: Ford Sierra drivetrain only. ENGINE OPTIONS: Most four-cylinder and V8 car derived engines, plus many motorcycle options. SUSPENSION: Front Inboard – Unequal length double wishbones, ProTech coilover dampers, lightweight fabricated uprights. Rear – Independent rear suspension, unequal length double wishbones, ProTech coil-over dampers. STEERING: New quick rack, 2.4 ratio. BRAKES: Front – 4-pot billet alloy. Rear – Sierra rear disc or drum, or optional 2-pot billet. KIT PRICE: Comprehensive kits start from £3995 including VAT. BUDGET BUILD COST: From £8500.

SUMMARY – MNR is in the thick of a busy market sector and stands out from the crowd by mixing affordability with racing pedigree and high quality components.

MNR, Holly House Farm, Moorcock Lane, Darley, Harrogate, North Yorkshire HG3 2QL T: 01423 780196 E: W:



MR2Kits GTF:CKC Guide 2009



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MR2 Kits GTF

IN 2009, MR2 Kits launched the all-new GTF body kit for the Toyota MR2 MK2 to sit alongside its already very successful GTA and GTB kits. The new kit has been developed for ease of build and realistic on the road project cost. Built around the readily available MR2 donor, there is no major structural work as with a traditional kit car, making this an ideal first-time build with only basic DIY skills needed to finish the car to a high standard. The donor car retains all its main mechanical, electrical and drive train components, hence the builder retains all the benefits of driving a reliable production car. The very comprehensive kit provides the builder with everything they need to mount the kit onto the car. The kit comes complete with: 16piece high quality GRP panels, all lights, grille mesh, hinges, tinted rear quarter windows and rear window, mirror lenses, all bonding agents, nuts and bolts, mounting frames, door handles, and the all important build manual. Even a dust mask and protective gloves are included. All additional parts are available, enabling the builder to create an individual car to their own taste and budget, including replica engine cover and dashboard options, wheels and tyres, hub extensions, custom stainless exhaust, coil over suspension kits, interior leather kits, centre tunnel, H-gate gear selector etc. Importantly, full support and after sales service is always available to help customers at any stage in their project.

SPECIFICATION CHASSIS: Any Toyota MR2 Mk2. BODYWORK: All fibreglass bodywork, supplied in grey primer gelcoat finish. Bonded, riveted and screwed into place. DONOR CAR: Any Toyota MR2 Mk2. ENGINE OPTIONS: 2-litre 16-valve twin-cam. UK cars up to 160bhp. Imported cars offer 178bhp or up to 240bhp in turbo-cahrged form. SUSPENSION: Standard donor car suspension, with lowered ride height (via lowering springs or adjustable coil-over conversion). STEERING: Standard MR2 steering, most cars with power assistance. BRAKES: Discs all round. KIT PRICE: £6500. BUDGET BUILD COST: £13,000 to £16,000 including donor.

SUMMARY – An exciting new kit that is easy and quick to build that offers exotic looks at a realistic price. Call Dave Jones for reassuring support.

MR2 Kits T: 01453 542666 or 07855 549112 E: W:



Mutant:CKC Guide 2009



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Mutant 4x4

MUTANT 4X4 IS a body swap conversion kit for either the durable Land Rover Discovery or classic shape Range Rover. The kit provides a monster sized truck with an exciting fresh look, yet it retains all the donor mechanicals as standard. That means it’s very easy to build, and when it’s complete it has a useable double cab pick-up layout that also uses virtually all of the donor’s interior. With simplicity in mind, the builder begins by removing the donor car’s body – which mostly unbolts. The Mutant cage then bolts into place directly onto the original mounting points (no welding is required). The bodyshell is then completed by bonding on the flat panels which are pre-painted. Alternatively, the builder could choose to use any flat sheet material, and some steel panel work is required underneath to bring the donor floor to meet with the Mutant cage. Liftoff or fixed hinge doors close against a weather-proof seal and front and rear screens are 6mm toughened safety glass. A simple triple wiper kit is operated via the existing controls. The car is SVA/IVA exempt and would retain the original log book ID bar any colour changes. SUMMARY – The Mutant 4x4 is a tough, larger than life fun car that’s straightforward to build and has room inside for all the family. Land Rover components mean it’s easy to look after, too.

SPECIFICATION CHASSIS: Land Rover Discovery or classic Range Rover chassis retained in standard form. BODYWORK: Flat painted pre-painted body panels – or any flat material of the builder’s choice. DONOR CAR: Land Rover Discovery or classic Range Rover. ENGINE OPTIONS: All standard Land Rover and Range Rover engines, from diesel to V8. SUSPENSION: Standard Land Rover Discovery or Range Rover. STEERING: Standard Land Rover Discovery or Range Rover. BRAKES: Standard Land Rover Discovery or Range Rover. KIT PRICE: £3750 for painted steel cage, bonnet and door frames, nut and bolt pack. GRP rear floor sections and inner wheelarches, leaving just the panel material if required, at around £500, and the load bay to finish. BUDGET BUILD COST: £7500 plus donor.

Mutant T: 07831 634107 or 01784 247410 E: W:



NG TC:CKC Guide 2009



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THE NG TC is the thoroughbred of the Findhorn family of traditional British sports cars. She shares with the TF a proven chassis originally designed to receive the MGB running gear. Many TCs have been built with the B-series engineering, but the side pipes of the Rover V8 – indeed fitted to the MGB GT V8 – are the usual trademark of the TC. This is a car with performance and handling to match her good looks, as proven over the years, including on the Guild of Motor Endurance Challenges over the mountain passes of Europe. Whatever words follow, you really need to come and drive our fuelinjected, independently sprung, aero-screen equipped TC to appreciate what the TC is really about, but I will try and convey it in writing. The basis of any great car is a strong chassis and suspension that allows the tyres to grip the road without hysterics. Add classic styling and you are most of the way there. The engine needs to be willing and powerful, without mishap at being asked to potter in traffic and then get up and go. The gearbox needs to be smooth and manageable. The steering needs to be precise and the brakes responsive. What more does one need? Aeroscreens to keep the flies off the goggles/helmet, comfortable seats, and a simple, nicely finished cockpit. That is the TC – nothing more and nothing less. Yes, if you must, she can have a windscreen and hood to keep the weather out, but the TC is about so much more.

SPECIFICATION CHASSIS: Strong ladder chassis with central cruciform structure. BODYWORK: Largely fibreglass, but with aluminium centrally hingeing bonnet and engine sides. DONOR CAR: MGB. ENGINE OPTIONS: 1.8-litre B-series is obvious contender, but Rover V8 is another popular option. SUSPENSION: Front: Independent, coil sprung, double wishbones with lever arm dampers or adjustable telescopic dampers. Optional fabricated wishbones and coil-over dampers. Rear: Live axle, leaf springs and Panhad rod with lever arm or telescopic dampers. Optional independent rear with double wishbones and adjustable coil-over dampers. STEERING: MGB steering rack and column (extended). BRAKES: MGB front discs and rear drums. KIT PRICE: MGB 1.8 chassis pack £1600, V8 chassis pack £3300, body pack £3225. BUDGET BUILD COST: From £15,000.

SUMMARY – The NG TC is a traditional tourer... with added attitude!

Findhorn Cars, Hill Hampton, East Meon, Petersfield, Hampshire GU32 1QN T: 01730 823647 E: W:



NG TF:CKC Guide 2009



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THE NG TF is the 2+2 of the Findhorn family of traditional British sports cars, based on evergreen MGB running gear. The graceful sweeping wings belie a lengthy cockpit made complete with a screen and hood styled to the body. Prominent headlights up front, four chrome wire wheels and a spare wheel with luggage rack behind finish the elegant design. Beneath the skin, the choice is an enjoyably throaty B-series engine, perhaps with supercharging or a ‘sheep-skin clothed’ V8. However you treat her, she remains pretty, practical and long-legged, whether for weekend runs or tours across Europe; so enjoy the open road in this unique British sports kit car. Inside the deceptively spacious cockpit, there is ample room for even the taller driver and passenger, and space too for shopping or luggage. Clothe her seats with leather and she will reward you with a luxurious aroma and the walnut dashboard will shine back at you. The romance of the TF doesn’t mean you miss out on home comforts. The seats are welcoming, the cabin is warm when its cool outside and the carefully designed hood is genuinely watertight. Once the sun comes out she really comes into her own. Fold-back the hood and the joys of true open-top English sports car motoring are yours. A drive in the country really is a drive in the country – not something you view from within a climate-controlled capsule. All of this is made possible by the traditional MGB engineering under the bonnet, from the double wishbone front suspension past the traditional inline engine, be it four, perhaps even straight six or V8 cylinders, gearbox and rear suspension. The final specification choice is yours for your true British sports car.

SPECIFICATION CHASSIS: Strong ladder chassis with central cruciform structure. BODYWORK: Largely fibreglass, but with aliminium centrally hingeing bonnet and engine sides. DONOR CAR: MGB. ENGINE OPTIONS: 1.8-litre B-series is obvious contender, but Rover V8 is another popular option. SUSPENSION: Front: Independent, coil sprung, double wishbones with lever arm dampers or adjustable telescopic dampers. Optional fabricated wishbones and coil-over dampers. Rear: Live axle, leaf springs and Panhad rod with lever arm or telescopic dampers. Optional independent rear with double wishbones and adjustable coil-over dampers. STEERING: MGB steering rack and column (extended). BRAKES: MGB front discs and rear drums. KIT PRICE: Chassis pack £1600, body pack £3625. BUDGET BUILD COST: From £15,000.

SUMMARY – The traditional tourer lives on in fine style with the NG TF.

Findhorn Cars, Hill Hampton, East Meon, Petersfield, Hampshire GU32 1QN T: 01730 823647 E: W:



Nostalgia 120 & 140:CKC Guide 2009



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Nostalgia Classic 120/140

THERE ARE SOME cars that look right from the very first time you see them, and the Nostalgia XK120 and XK140 replicas certainly fit this brief perfectly. It doesn’t seem to matter how closely you look, these are very high quality motor cars in their own right. Which is perhaps not surprising when you learn that Nostalgia Cars is run by a team with many years of top-flight automotive experience. Both Classic 120 and 140 models are essentially identical in specification, with exterior fittings giving either car its distinctive look. Under the all-fibreglass bodywork is a substantial ladderframe chassis with additional bolt-down bulkhead structure. With Jaguar XJ6 (1971 to 1985) or later Jaguar XJS suspension, it gives either car terrific poise on the road when allied to the customer’s chosen engine. From the two potential donors there’s obviously a wide range of straight six engines from which to choose, but Nostalgia has also completed development of a car using the Jaguar AJ16 which, complete with supercharger (XJR), is good for 340bhp! It’s this twist of old meets new which gives these cars an enviable blend of classic car looks with modern day creature comforts and genuine touring capability. Nostalgia can offer both partial and full factory turnkey cars in addition to conventional kit packages.

SPECIFICATION CHASSIS: Substantial ladderframe chassis with additional bolt-down bulkhead structure. BODYWORK: Multi-panelled fibreglass bodywork supplied in a grey primer gelcoat finish. DONOR CAR: Jaguar XJ6 (1971-1985) or Jaguar XJS. ENGINE OPTIONS: Almost any Jaguar straight six variant is suitable – XK, AJ6, AJ16. SUSPENSION: Standard Jaguar front wishbones and uprights. Shortened rear drive shafts and rear wishbones or use Jaguar 420/S-Type. STEERING: Nostalgia rack and lower column plus Jaguar upper column. BRAKES: Vented front discs (XJ6 1975-on), solid inboard rear discs. KIT PRICES: Comprehensive packages from £9950 including VAT. Prices are subject to change. BUILD COST: From £25,000.

SUMMARY – A wonderfully authentic recreation of a true great. Alternatively, a thoroughly modern sportscar with classic styling. You decide.

Nostalgia Cars UK Ltd, Units 10-11, Creech Mills Industrial Estate, Creech St Michael, Taunton, Somerset TA3 5PX T: 01823 444991 F: 01823 444997 E: W:



Nostalgia C-Type:CKC Guide 2009



Page 88

Nostalgia Classic C-Type

NOSTALGIA HAS BEEN working on a C-Type replica for some time, but the wait has been worthwhile. Available with either full aluminium or fibreglass bodywork, the Classic C-Type will appeal to anyone who appreciates period authenticity and attention to detail. Under the wonderfully charismatic lines of the Nostalgia C-Type lies a brand new multi-tubular chassis which has the option of carrying more authentic Jaguar Mk2 live axle suspension in place of the Jaguar XJ6 suspension used in the company’s other Jaguar replica, the Classic 120/140. The chassis is an almost identical replica of the original 1953 Le Mans winning frame, with 50mm additional track let into the design to facilitate fitment of the standard rear Jaguar suspension. Attention to detail is top of the agenda with the Nostalgia C-Type and is carefully blended with modern standards of ride, handling and safety. As with the Classic 120/140, Nostalgia is able to offer part-built and turnkey cars in addition to its conventional kit packages. As you’d expect, quality of the kit components matches that of the finished product, so the chassis is powdercoated as standard and all aluminium panelling is fitted prior to dispatch. GRP bodywork is supplied in a primer grey gelcoat finish for later painting, while all the mechanical components can be supplied from the factory brand new or fully reconditioned where appropriate.

SPECIFICATION CHASSIS: Substantial multi-tubular chassis supplied powdercoated and with aluminium panelling fitted. BODYWORK: Aluminium pre-fitted or multi-panelled fibreglass bodywork supplied in a grey primer gelcoat finish ready for painting. DONOR CAR: Jaguar Mk2 or Jaguar XJ6 (1971-1985). ENGINE OPTIONS: Jaguar XK straight six, any variant. SUSPENSION: Jaguar XJ6 or Mk2 uprights and wishbones. Shortened rear drive shafts and rear wishbones (or use Jaguar 420/S-Type). Option of Jaguar Mk2 live axle. STEERING: Nostalgia rack and lower column plus Jaguar upper column. BRAKES: Vented front discs (XJ6 1975-on), solid inboard rear discs. KIT PRICE: Comprehensive packages from £11,500 including VAT. Prices subject to change. BUILD COST: From £25,000.

SUMMARY – A gorgeous recreation of a Jaguar classic, engineered and finished to the highest standards.

Nostalgia Cars UK Ltd, Units 10-11, Creech Mills Industrial Estate, Creech St Michael, Taunton, Somerset TA3 5PX T: 01823 444991 F: 01823 444997 E: W:



Raw Fulcrum:CKC Guide 2009



Page 96

Raw Fulcrum

THE NEW RAW Fulcrum took the kit industry by storm in 2008, receiving rave reviews in all the kit car press and creating a buzz at many of the shows. And it’s easy to see why. The styling is aggressive, edgy, obviously modern and thankfully avoids the pitfall of replicating anything from the mainstream world – classic or contemporary. But the biggest trick up the Fulcrum’s sleeve is its use of the race winning mechanical components from its sister model, the Striker. Underneath the new Fulcrum lies an unmodified Striker chassis and mechanical package. That means a beautifully fabricated spaceframe chassis, with Ford mechanical components located via double wishbone suspension at each corner, including the Striker’s acclaimed in-board front suspension. Engine options are varied, with Raw’s cleverly developed Toyota twin-cam installation available alongside the familiar Ford Zetec and Duratec options, as well as some exciting bike engine packages. The company’s current demonstrator benefits from a supercharged version of the Toyota 20-valve engine, developing an impressive 220bhp for genuine supercar performance. Kit prices start at £5590, and the company estimates that privately built examples could hit the road from as little as £9000. Don’t also forget the highly specified T150 kit-in-a-box option, with every last nut and bolt included to build a high performance car, for just £15,600. It’s perhaps no surprise that in 2009 a Fulcrum won the hard-fought 750MC Kit Car Championship, setting lap records at every single circuit race during the season! There can be no better demonstration of the rewards of using a highly rated mechanical package under the Fulcrum’s aerodynamic bodywork.

SPECIFICATION CHASSIS: Spaceframe chassis with steel footwells. BODYWORK: Coloured gelcoat fibreglass bodywork, optional lightweight body for racing. DONOR CAR: Ford Sierra or Mk2 Escort. ENGINE OPTIONS: Almost any four-cylinder car engine, plus the usual motorcycle fitments. SUSPENSION: Front – Rocking top wishbone with optional roller bearings upgrade. Lower wishbone with antivibration bushes and camber adjustment. Raw alloy uprights and hubs. Sierra stub axle is standard package. Rear – Live axle: Mk2 Escort live axle located by two trailing and two leading arms plus Panhard rod. IRS: Double wishbones utilising fabricated hub carriers, coil-over dampers, Sierra hubs, shortened driveshaft and differential. STEERING: Mk2 Escort steering rack with Sierra column. Optional bespoke Raw column. BRAKES: 4-pot aluminium front calipers with grooved and drilled discs. Rear discs and calipers. Sierra discs and calipers with rear drum or discs as standard on base cars. KIT PRICE: Body/chassis kit £5590, complete kit for Sierra donor based car £8250. T150 kit in a box £15,600 (all prices inclusive of VAT). BUDGET BUILD COST: From £9000.

SUMMARY – A breath of fresh air for the kit industry, offering a dramatic new design on a hugely successful chassis and suspension package.

Raw Striker, The Grange, Shelwick, Hereford HR1 3AW T: 01432 371169 E: W:



Raw Striker:CKC Guide 2009



Page 97

Raw Striker

HAVING BEEN IN continual production for over 20 years, the ultra lightweight Striker is fitter than ever for 2010. The Striker was taken over by Raw Striker Ltd in 2002 (From Sylva Autokits). MD Mel Coppock has injected enormous energy into developing the car, initially by introducing the highly capable Toyota 4AGE twin-cam engine and then by developing an all-new lowered chassis for competition applications. As a result, the Toyota powered Striker known as the T150 is a terrifically well engineered product which goes together beautifully and, with an engine revving to 8500rpm, offers utterly startling performance, both on the road and the track. Various body options, such as different rear wing widths (as well as other engine options including bike power), are available, which makes this car easy to change or upgrade according to the requirements of the customer. The lowered Striker, known as the TR, is now a front-runner in many race series, including the enormously popular 750 Motor Club’s series in the UK (see insert pic above), and in 2009 the RGB series was won by a Striker TR (with a Fulcrum winning the Kit Car Championship!). There is also a very successful Striker race series in Ireland regularly attracting grids of 25 cars. The car’s achievements in autotesting, sprints and hillclimbing throughout the UK are unrivalled, continually embarrassing the far more expensive perceived market leaders. Raw is committed to continually developing and refining the Striker and finds the competition environment an ideal testing ground. This process keeps the Striker ahead of its rivals and also benefits the road-going cars, especially in the areas of performance, handling and safety.

SPECIFICATION CHASSIS: Spaceframe chassis with steel footwells. BODYWORK: Coloured gelcoat fibreglass bodywork, aluminium side panels, lightweight body for racing. Options include new scuttle and three-piece rear bodywork with detachable wings (shown above). Weather gear available. DONOR CAR: Ford Sierra or Mk2 Escort. ENGINE OPTIONS: Almost any four-cylinder car engine, plus the usual motorcycle fitments. SUSPENSION: Front – Lower wishbones with top rocking arms onto inboard coilover dampers. Sierra stub-axle (option of modified Escort Mk2/Capri unit or Raw alloy upright with alloy hub). Rear – Live axle: Mk2 Escort live axle located by two trailing and two leading arms plus Panhard rod. IRS: Double wishbones utilising fabricated hub carriers, coil-over dampers, Sierra hubs, shortened driveshaft and differential. STEERING: Mk2 Escort steering rack with Sierra column. Optional bespoke Raw column. BRAKES: Sierra (or Mk2 Escort/Capri) front discs and calipers with option of rear drums or discs depending on axle and donor. KIT PRICE: Chassis and suspension kit £1850 plus VAT, Body kit £630 plus VAT. A complete kit for T150 (new registration) £11,490 plus VAT. BUDGET BUILD COST: From £5500.

SUMMARY – The Raw Striker may seem to be one of the old-school, but its credentials are bang up to date. Superb handling and high performance make it a winner.

Raw Striker, The Grange, Shelwick, Hereford HR1 3AW T: 01432 371169 E: W:



Rayvolution:CKC Guide 2009



Page 99

Rayvolution Car Name

THE RAYVOLUTION IS one of the most exciting new kit cars to hit the market for some time. It’s the superbly resolved, aggressive styling that first draws your attention to this wild single-seat three-wheeler, but start to scratch the surface and you begin to realise that this car also has substance and quality to back up the style. The Rayvolution uses a Suzuki GSXR1000 – which provides a 164bhp engine and 6-speed sequential gearbox – as its primary donor, and retains much of the motorcycle in standard form. The seat, fairing and front wheel and fork are removed, before it’s attached to the round tube chassis that forms part of the kit. The consequence is that the Rayvolution should prove a simple build and, when the car is complete, it can be serviced by any garage that’s able to work on the donor motorcycle. The front uprights and brakes come from a Mazda MX-5, although a HiSpec brake upgrade will also be available. You’ll also find double wishbone suspension and coil-over dampers at the front. Alongside the version show here, Rayvolution will also offer a simpler version of the car which features basic cycle wings. There’s also talk of a carbonfibre body option (the standard offering being GRP). The car has been designed over several years by French company Rayvolution Cars. The firm is actively marketing it in Britain, with show appearances and a UK based point of contact helping to establish the marque here.

SPECIFICATION CHASSIS: Round tube steel chassis. BODYWORK: GRP bodywork which requires painting. Optional cycle wings. DONOR CAR: Suzuki GSXR1000 as main donor, Mazda MX-5 for smaller items. ENGINE OPTIONS: From 600cc to 1000cc Suzuki GSX-R (from K1) producing 164bhp. SUSPENSION: Front – Double wishbones with coil-over dampers, Mazda MX-5 uprights. Rear – Single swinging arm with coil-over damper. STEERING: Rack and pinion from French microcar (to give correct central position). BRAKES: Front – Mazda MX-5 discs. Option of HiSpec 300mm disc upgrade, two-pot calipers. Rear – Suzuki 220mm drilled disc and four-pot caliper. KIT PRICE: Starter kit £4995; Comphrehensive kit (without powertrain) £8,995. BUDGET BUILD COST: From £15,000.

SUMMARY – The Rayvolution easily wins you over with its professional styling, but the theory behind its mechanical package is equally appealing. One of the most exciting new kit cars for some time.

Rayvolution Cars, 54 Rue De Tramerolles, 91720 Maisse, France E: W: Facebook:



Razor 2010:CKC Guide 2010



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RAZOR SPORTSCARS WAS formed in 2008 by Andy Bause, having spent a year redeveloping the product he’d bought from previous owners and which was originally launched by race car outfit, Racecorp in the early 1990s. Always a high quality product, the car gained an enviable reputation for its engineering integrity and handling prowess, even winning the hard fought 750MC Kit Car Championship in the hands of privateer Matthew Lewis. Since taking on the Razor, Andy has made a number of common sense tweaks to the specification, such as moving to Sierra donor components and making the roll-over bar integral to the chassis. The car is now available in two formats, Classic and Sport. The Razor Classic features the standard width track and conventional clamshell front wings. The new Razor Sport has front cycle wings and, significantly, 160mm added to the rear track for a more modern and aggressive stance. Both are capable of accommodating a wide range of engine options from the obvious Ford Pinto, Zetec and Duratec installations, right up to Rover V8. A generously sized cockpit means taller drivers will soon get comfortable and quickly begin exploiting the Razor’s dynamic abilities.

SPECIFICATION CHASSIS: Fully triangulated spaceframe, zinc sprayed and two-pack epoxy coated at the factory. BODYWORK: Comprehensive GRP panelled bodywork, supplied in pre-coloured gelcoat. DONOR CAR: Ford Sierra for some parts. ENGINE OPTIONS: Most 4-cylinder engines, plus a variety of others, including Rover V8. SUSPENSION: Front – Double wishbones, Sierra or Cortina uprights. Rear – Double wishbones, specially fabricated uprights, Sierra differential. Coil-over dampers all round. STEERING: Sierra column and Escort Mk2 rack. BRAKES: Discs at front, Sierra drums or discs at rear. KIT PRICE: £3495 plus VAT. BUDGET BUILD COST: From £7500.

SUMMARY – A new company, but with a well established and respected product, with high engineering integrity that has earned it plaudits on the track, as well as the road.

Razor Sportscars Ltd, Unit 11 The Merlin Centre, County Oak Way, Crawley, West Sussex RH11 7XA T: 01293 537664 F: 01293 428566 E: W:



Regent:CKC Guide 2009



Page 100


MARKETED BY THE Regent Motor Company, the sumptuous Regent was originally designed by John Barlow, a specialist car designer of some 25 years experience and with considerable previous knowledge of the requirements and demands of the wedding car market – this being the Regent’s core focus. Little wonder that the Regent delivers on all levels, from the high quality of the components used in its construction, to the usability of the end product which can most definitely be described as ‘fit for purpose’. At the heart of the Regent are the sturdy and reliable mechanical components sourced from a modern FX4 taxi, which are retained on the original chassis. Not only does the latter help to make the build quick and easy, but it also means that home built examples do not have to undergo an IVA test. The Regent is available in two main body styles, either as a full convertible or a landaulet design, with up to seven seats and, critically, wide opening rear doors to ease access for the bride in a large wedding dress. Interior trim can be finished to a very high standard. The Regent can be supplied in a kit form for home construction, or as a turnkey car (to various different levels of finish), ready for immediate service.

SPECIFICATION CHASSIS: FX4 London taxi ladderframe chassis. BODYWORK: GRP panels supplied in grey primer gelcoat finish, requiring painting. DONOR CAR: FX4 taxi. ENGINE OPTIONS: A variety of different diesel engines have been used in the FX4 over the years, with space in the Regent engine bay to accommodate all of these or, indeed, alternative power options. SUSPENSION: Standard FX4 suspension. STEERING: FX4 steering rack and column, plus extension. BRAKES: Front discs and calipers/rear drums. KIT PRICE: From £6885 plus VAT. TURNKEY PRICE: From £27,500

SUMMARY – The Regent is superbly designed, with strong and reliable mechanical components and a quality vintage style body perfectly suited to the wedding car market.

Regent Motor Company, Unit 8 & 9, Brindley Road, St. Helens, Merseyside WA9 4HY T: 01744 818516 E: W:



Robin Hood Zero:CKC Guide 2009



Page 102

Robin Hood 2B & Zero

GREAT BRITISH SPORTS Cars Ltd, owner of the Robin Hood brand, is one of the largest producers of kit cars in Europe. The range includes the ever popular 2B, and its new car the Zero. Each have a number of options and prices, from £1795 plus VAT to £12,000 for a fully built on-the-road car. Robin Hood is renowned for offering the most competitive kit prices in Europe (and the most comprehensive) and has one of the largest owners’ clubs in the world. Over 500 kits a year have been sold, so you can guarantee if you choose a Robin Hood you will be joining a strong and loyal band of enthusiasts. The 2B is the company’s sports tourer and has extra width built into the cockpit to ensure a comfortable drive for all shapes and sizes. The Zero, introduced only last year, has been an instant hit and, with over 200 sold already, is proving to be one of the most popular kits ever for the company. The Zero is a true road/track car and embodies the spirit of Colin Chapman’s original concept of a small lightweight purposeful car. The company offers a comprehensive range of parts and upgrade items for its range and has a designated website for this side of the business... For more information on the kits visit or

SPECIFICATION CHASSIS: Square and round section spaceframe chassis with stressed aluminium cladding. BODYWORK: Aluminium with fibreglass nosecone and wings (in gelcoat colour). Option of stainless panels. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Virtually all Ford 4-cylinder engines will fit. Bike engines can also be accommodated. SUSPENSION: Double wishbones all-round, Sierra front stub axles, rear diff and driveshafts, fabricated rear hub carrier, coil-over dampers. STEERING: Factory supplied rack with Sierra column. BRAKES: Sierra disc/drums or discs/discs. KIT PRICE: £1795 plus VAT (this is less than the VAT paid on some of our competitors’ kits). More for less with GBS. Zero Plus kits at £3250 plus VAT. Zero Super spec kits £4500 plus VAT. BUDGET BUILD COST: From £3500. Turnkey cars from £12,000. FURTHER INFORMATION CAN BE FOUND AT:

SUMMARY – The latest Zero matches top notch styling with traditional Robin Hood values of affordability and ease of build.

Great British Sports Cars Ltd, Robin Hood House, Maun Way, Boughton, Nr Newark NG22 9ZD T: 01623 860990 Technical: 07923 2222766 E: W:



SDR V-Storm:CKC Guide 2009



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SDR V-Storm

EXPERIENCE THE THRILL of the unique F1 central driving position providing a grand prix car style driving experience. With three seats, the V-Storm provides the perfect, uncompromised balance of practical road use and ultimate track excitement. Now firmly established within the kit car industry with excellent reviews of its earlier Aprilia V-twin bike based model, they have been quietly developing their new WR3 V-Storm model which is now available. The new demo has over 300bhp of Subaru Impreza Turbo power in a minimal weight package. Power to weight ratio exceeds 500bhp per tonne and promises to be devastatingly quick, with staggering mid-range acceleration. The V-Storm is packed with innovative features, like its interchangeable rear subframe, so you can swap from bike to car power or vice versa. SDR Sportscars also has another two body styles in development, and these will all fit the existing V-Storm platform. Gone are the days of having to change your car when you want a change. SDR is run by Simon Dickens, and by offering the V-Storm as an evolving product, his customers can also evolve their cars as it suits. Swap the rear subframe, or change the body, or maybe both; you’ll have a completely different looking and driving car, but still be able to keep your hand in spannering, without the need for another full kit build. It’s an important part of the SDR philosophy. Close up the car is very well engineered. Having been designed in conjunction with Simon keys (a mainstream automotive designer who has worked for Jaguar, VW, and MIRA). From a safety design point of view, Simon Keys touches can be seen all around the car. The V-Storm now having an international registered design to its credit, and all parts manufactured are made to stringent ISO9001 quality standards. It’s a high quality well engineered product.

SPECIFICATION CHASSIS: Hybrid multiplatform spaceframe. Combination of folded sheet sections, square box and CNC formed large and small diameter round-tube steel – all of different material grade and wall thickness depending on application and strength required for sheer direction. Steel underside floor with 20mm steel box perimeter and cross bracing, floor sandwiched with high density foam and bonded on aluminium top floor for strength and rigidity. BODYWORK: 18–piece bodywork moulded from CNC milled bucks, supplied in choice of five standard gelcoat finishes. Full carbonfibre option available. DONOR CAR: All new parts (except engine, diff and steering column). ENGINE OPTIONS: BEC power – Aprilia Mille 1000cc V-Twin motorcycle engine, 128bhp to 148bhp. Most other motorcycle engines should fit. Car Powered – Subaru Impreza Turbo WRX, STI, RA variants, converted to two-wheel-drive, fitted in a mid-engine layout. Power outputs 235bhp to 285bhp stock, tuneable to 550bhp. SUSPENSION: Front and rear fully adjustable suspension – Double wishbones with rose jointed pushrods operating bell cranks connected to inboard mounted aluminium adjustable coil-over dampers. STEERING: Quaife Motorsport centre point steering rack, custom made to SDR Sportscars specification, Ford Ka collapsable steering column BRAKES: Front 265x10 discs, Wilwood aluminium Superlite 4-pot brake calipers. Rear 255x10 discs, bespoke alloy brake calipers, incl. handbrake mechanism. KIT PRICE: BEC £3495 to £7536, Subaru: £3995 to £8995 plus VAT.

SUMMARY – Radical styling, three seats with F1 central driving position, high level of engineering and quality, unique central driving position, the promise of supercar performance from the Subaru powered version.

BUDGET BUILD COST: From £13,500 bike powered, £16,000 Subaru power. Turnkey from £16,500 bike. £19,995 Subaru. All prices plus VAT.

SDR Sportscars Ltd, Oldham, Lancashire T: 0845 392 1458 or 07877 626435 E: W:



Sebring Exalt:CKC Guide 2009



Page 104

Sebring Exalt

THE NEW SEBRING Exalt is an exciting newcomer to the scene, offering a modern shape with strong styling links to the existing range of Sebring cars. Fully adjustable independent suspension all round and a choice of Rover or Chevy V8 engines promise electrifying performance allied with a high quality ride. Inside, you’ll find a luxurious leather interior with up to date styling, which is both comfortable and well equipped. Top notch weather gear, electric windows, adjustable steering column, and a large boot ensure this is a practical ownership proposition, as well as an exciting one! It all adds up to a long distance luxury sports car. SUMMARY – Inspired by one of the most famous British sports cars of the ’60s, the Sebring Exalt brings the concept bang up to date with modern suspension and a slick new bodyshell.

SPECIFICATION CHASSIS: Ladderframe with main rails made from 75x50mm box section. Backbone steel tunnel. BODYWORK: All GRP one piece body, with double skinned bonnet, boot and doors. DONOR CAR: Various. ENGINE OPTIONS: Rover V8 all options, Chevy V8 350/383cu in, and LS2. SUSPENSION: As TMX. STEERING: Ford Focus column, KA rack (power steering optional). BRAKES: Ford Granada all round, (Wilwood optional on front). KIT PRICE: Chassis kit £3665 plus VAT. Body kit £3719 plus VAT. BUDGET BUILD COST: From £25,000 upwards.

Sebring International, Lots Bridge Works, Three Holes, nr Wisbech, Cambridgeshire PE14 9JL T: 01354 638678 F: 01354 638640 E: W:



Sebring SX:CKC Guide 2009



Page 104

Sebring SX

THE PUREST AND most elegant model in the Sebring range, the SX clearly captures the graceful style of the 1960s. Its classic lines and ageless good looks epitomise the true British sports car and promise exhilarating open-top motoring. As you’d expect, the interior is laid out in traditional style and treats the driver to an ideal driving position and plenty of comfort. The Sebring’s history goes back many years, one important outcome being that its chassis is extremely well proven. Designed for rugged strength and ease of build, it’s a box-section ladder assembly with steel floors and an engine bay roomy enough to accept various power units. Most popular choice with SX builders has been the silky smooth Nissan straight-six unit as used in the famous 240Z, 260Z and 280Z, but a worthwhile option is the venerable Rover V8. All these engines endow the SX with excellent performance and high cruising speed. Add into the recipe well weighted steering, a light and smooth gearchange, comfortable ride levels and confident braking and it’s clear that the SX is delightful to drive. With wind-down (or electric) windows, a good sized boot and full weather equipment (a hardtop is available too), it’s also a very practical car.

SPECIFICATION CHASSIS: Ladderframe with main rails made from 75 x 50mm box-section steel. Steel floors. BODYWORK: All-GRP with double-skinned doors, bonnet and boot lid. DONOR CAR: Parts are required from various cars. ENGINE OPTIONS: 2.4, 2.6 or 2.8-litre Nissan straight-six. 3.5 or 3.9-litre Rover V8. SUSPENSION: Front – Sebring’s own double wishbones with Ford Cortina uprights, discs and calipers. Coil-over shockers. Rear – Full Jaguar XJ6/XJ12 axle in narrowed form and with integral coil-over shockers. STEERING: Ford Sierra column, Cortina rack (modified). BRAKES: Cortina discs at front, Jaguar discs at rear. KIT PRICE: Chassis kit £4613 plus VAT. Body kit £2282 plus VAT. BUDGET BUILD COST: From £20,000 upwards.

SUMMARY – Inspired by one of the most famous British sports cars of the ’60s, the Sebring SX carries out its role with class, confidence and style. With a luxurious cabin and superb straight-six Nissan engine, it’s a delight to drive.

Sebring International, Lots Bridge Works, Three Holes, nr Wisbech, Cambridgeshire PE14 9JL T: 01354 638678 F: 01354 638640 E: W:



Sebring TMX 2010:CKC Guide 2009



Page 104

Sebring TMX/MXR

TAKE ALL THE classic style and cool elegance of the Sebring SX, flare out the wheel arches and dial-in the optional engine fitment of a throbbing small-block Chevy V8 and you’ve got a quite different animal in the TMX. With its low, aggressive stance, this is much more of a muscle car for the individualist who wants to be noticed. It retains the traditional chrome bumpers and brightwork of the SX but is otherwise all about power and function. The MXR shares its chassis with the TMX, meaning all running gear is from the Ford Granada Mk3 while the twin wishbones used at each corner (with coil-over shockers) are fabricated specially for the job. So far as the power unit is concerned, the MXR’s wickedly menacing shape means thunderous Chevy V8 power is a must. The MXR is all about awesome power and stunning performance. Cars such as these are neither cheap nor a quick build, but are unquestionably the ultimate thunder cars.

SPECIFICATION CHASSIS: Ladderframe with main rails made from 75 x 50mm box-section steel. Steel floors. BODYWORK: All-GRP with double-skinned doors, bonnet and boot lid. DONOR CAR: None as such, but the Ford Granada Mk3 provides many parts for the running gear. ENGINE OPTIONS: Rover V8 all options and Chevy V8 350/383cu in. SUSPENSION: Front – Ford Granada Mk3 hubs, specially cast aluminium uprights and twin wishbones, coil-over shockers. Rear – Special uprights and double wishbones, coil-over shockers, Granada diff and driveshafts. STEERING: Ford Sierra column, P100 rack (modified). BRAKES: Ford Granada discs all round. KIT PRICE: Chassis kit £5650 plus VAT. Body kit £2468 plus VAT.

SUMMARY – A glorious blend of classic British sports car and American muscle. Has a luxury cockpit and is arguably more practical than a Cobra replica.

BUDGET BUILD COST: From £20,000 upwards.

Sebring International, Lots Bridge Works, Three Holes, nr Wisbech, Cambridgeshire PE14 9JL T: 01354 638678 F: 01354 638640 E: W:



Secma F16:CKC Guide 2009



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Secma F16

IT’S THE FUNKY LOOKS and tiny dimensions that first grab your attention. The Secma F16 looks like a quirky fun car – and it’s all the better for it. Yet while it looks like a carefree funster, it’s actually a surprsingly serious contender thanks to a mid-mounted 1.6-litre 16v Renault engine that’s usually found in a Clio. It bestows the F16 with an amazing power to weight ratio, with 105hp and an all-up weight of 567kg. It has willing performance, while its wheel-at-each-corner stature means it handles preictably and entertainingly. Before we go any further, it’s important to point out that the F16 is not a kit car. Instead, it’s a fully type approved, factory built car. Secma is a French company which has been making specialist cars for many years. It has been brought to the UK by QPod Motor Company, which has appointed a number of official outlets to deal with sales and servicing around the country. The Secma has an innovative Roto-moulded polythylene monocoque tub which is located on a tubular steel frame. The coloured body panels are purely superficial and made from ABS moulded plastic. The general impression the F16 gives is one of thorough development; it’s very well presented. Prices for the F16 start from £14,995 and there’s plenty of scope to personalise the car with a series of options, such as weather gear and a luggage rack, to make the little car more practical. It may not be a kit car, but it has the same kind of individualism you find with self-built cars.

SPECIFICATION CHASSIS: Tubular steel frame with integral fuel tank. Roto-moulded monocoque body made from high strength polythylene. BODYWORK: ABS moulded coloured panels and dashboard. DONOR CAR: No donor car – this is a newly built production car. ENGINE OPTIONS: Renault 1.6-litre four-cylinder producing 124bhp. SUSPENSION: Front – Double wishbones with coilsprings and hydraulic dampers. Rear – Trailing arm with coilsprings and hydraulic dampers. STEERING: Telescopic steering column with rack and pinion steering. BRAKES: Front – Ventillated discs. Rear – Discs. KIT PRICE: No kit – this is a newly built production car. BUDGET BUILD COST: N/A. Complete cars start from £14,995.

SUMMARY – Contrary to the F16’s diminutive size and fun car looks, it’s actually a quite a serious mid-engined sports car. It’s also a brand new car that comes with the back-up and peace of mind of a warranty.

SECMA, Rue Denfert Rochereau, 59580 Aniche, France. T: 00 33 3 27 92 46 46 UK Distributor: Qpod Motor Company, Motorpoint, Fenny Bridges, Honiton EX14 3BG T: 01404 850545 E: W:



Spire GT-R:CKC Guide 2009



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Spire GT-R

SPIRE SPORTSCARS’ GTR was originally designed by Martin Keenan of MK Engineering. Spire acquired the project in June 2005. Evolved from MK’s GT1, it has a multi-tubular spaceframe chassis and a mid-engined layout which can accommodate a variety of car engines (from Ford Zetec to Subaru Impreza) and virtually any water-cooled motorcycle engine. Running gear comes from the venerable Ford Sierra, and Spire can build cars in either right or left-hand-drive. The Le Mans inspired five-piece bodywork has been visually tweaked by Spire and the latest developments have resulted in a subtle yet markedly better looking car. IVA has been taken into consideration along the way, too, so getting a GT-R road legal is easy. Yet it’s equally at home on the race track. Improved suspension and a stiff, strong race developed chassis give the car confidence inspiring handling and terrific levels of grip. Disc brakes all-round also ensure it has stopping power to match. With a total weight of about 500kg in motorcycle engined form, the GT-R returns some impressive supercar performance figures. The 0-60mph dash takes less than four seconds and it’ll go on to over 150mph. The GT-R can be bought either as a basic kit, or with every part required to complete it. Spire makes all its chassis and suspension components inhouse and, since recently expanding to larger premises, the firm can now offer a limited number of rolling chassis and fully-built cars to order. So whether you want to build yourself or drive away a turnkey car, Spire can offer the goods.

SPECIFICATION CHASSIS: Multi-tubular spaceframe. BODYWORK: Five-piece GRP body supplied in a matt gelcoat ready for painting. Front and rear sections are hinged. DONOR CAR: Ford Sierra uprights, rear hubs and steering column. ENGINE OPTIONS: Motorcycle – Kawasaki ZX12R, ZX14R, Suzuki Hayabusa, Honda Fireblade, Blackbird, Yamaha R1. Car – Ford Zetec, Duratec, Audi 1.8, Renault 21, Toyota MR2, Subaru Impreza. SUSPENSION: Double unequal length wishbones, fabricated rear hub carriers, coil-over dampers. STEERING: Ford Escort rack, Sierra column. BRAKES: Standard Sierra or lightweight aftermarket alloy. KIT PRICE: Body/chassis kit £3000 plus VAT. BUDGET BUILD COST: From £8000 (car engine), from £9000 (bike engine). AGENT: AB Performance, Pie Hatch Farm, Brettenham Road, Buxhall, Stowmarket, Suffolk IP14 3DZ. T: 01449 736633.

SUMMARY – The GT-R is based around a decent chassis (being a former MK product) and has been carefully developed and improved by Spire. The result is a terrific toy for trackday and road fun or a more serious race car.

Spire Sportscars, Unit 1A, Stonebroom Industrial Estate, Alfreton, DE55 6LQ T: 01733 874694 or 07836 355785 E: W:



Suffolk C-Type:CKC Guide 2009



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Suffolk C-Type Jaguar

SUFFOLK SPORTSCARS HAS been manufacturing its exquisite Jaguar SS100 replica for 18 years, but the firm’s Roger Williams has always dreamt of adding a re-creation of the glorious Jaguar C-Type to the range. Suffolk is now in production with its new car, which will only be produced in very limited numbers. Two prototypes have been busy in testing for the past year and used at track days to establish the credentials of the car – Suffolk claims that performance matches the original car’s despite the fact that it will cost a fraction of the price. As you would expect from Suffolk, the C-Type is dimensionally exactly the same as the original 1951 Jaguar racer. The shape is formed from GRP with alloy sections (the bonnet louvres for instance). Even the chassis is visually the same as the original’s, although it is bracketed for updated torsion bar suspension. Elsewhere, driver comfort has been slightly improved when compared to the 1951 car, but let us not forget that this is a no-nonsense, no-prisoner car. You’ll need to look somewhere else if it’s cosiness you’re after! Works visits and demonstrations of the Suffolk C-type Jaguar are available by appointment. Purchasing options range from component form, through partial builds to fully factory built cars depending on customer requirements.

SPECIFICATION CHASSIS: Spaceframe made principally from 16SGW tubes. Visually exact to the original 1951 Jaguar design with bracketing for torsion bar suspension. BODYWORK: External bodywork in vacuum formed GRP with alloy louvres – all exact to the Malcolm Sayer Jaguar C-Type design. Alloy firewall, floorpan and internal cockpit panelling. DONOR CAR: Jaguar Mk2 or Mk7 plus other Jaguar components. All available from Suffolk Sportscars. ENGINE OPTIONS: Jaguar XJ or XK 3.4, 3.8 or 4.2 with 2in SU or triple Weber DCOEs. SUSPENSION: Front – Jaguar wishbones, uprights and torsion bar. Rear – Torsion bar with Panhard rod. STEERING: Rack and pinion. BRAKES: Discs all-round. Servo optional. KIT PRICE: From £25,000. BUDGET BUILD COST: From £36,000.

SUMMARY – We would expect nothing less than very high quality from Suffolk Sportscars, and it appears that sums up the C-Type. With two prototypes having been extensively tested, this looks to be another topdrawer offering.

Suffolk Sportscars, PO Box 100, Woodbridge, Suffolk IP12 9BA T: 07967 339424 E: W:



Suffolk SS100:CKC Guide 2009



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Suffolk SS100 Jaguar

A TRUE CLASSIC in its own right, the Suffolk SS100 Jaguar has been in production for 18 years. Constant improvements and refinements have been incorporated to enable owners to self-build their SS100s at home without difficulty. The comprehensive Owner Build Manual is updated each year and is available online free of charge. Component packages are also exported to Europe and the United States. Following a visit to Suffolk Sportscars’ workshops and a test drive, a build programme is then tailored to the customer’s own timescale. A typical first delivery would include the chassis and all parts to build up the ‘four corners’. This would be followed by installation of the Jaguar XJ6 engine and 4-speed overdrive gearbox. The bodywork can be prepared and painted in the customer’s own choice of colour before delivery. Final assembly is a logical sequence as outlined in the manual. Completed cars are used extensively by their owners on classic and historic car rallies all over the world. The car is fully accredited for membership by all of the Jaguar car clubs worldwide, giving owners access to an excellent range of social activities. The finished car is a totally accurate no-compromise visual re-creation of the original Jaguar SS100 designed by Sir William Lyons in 1936. Under the skin is a full set of non-electronic Jaguar XJ6 components which are strong and easy to maintain with proven reliability. Many customers build their cars from a fully reconditioned set of all the components supplied by Suffolk Sportscars as a big boys’ Meccano set supplied in four staged packages.

SPECIFICATION CHASSIS: 150 by 75 by 3mm box section spaceframe fitted with all pick-up points for suspension, brakes, engine, gearbox, steering, safety belts and bodywork. BODYWORK: Supplied as a ready-to-fit one-piece structure of internal steel framing and grey gelcoat GRP mouldings comprising: wings, body, firewall/scuttle and rear section. Doors are ready hung and fitted. Body is pre-drilled for ease and confidence. DONOR CAR: Jaguar XJ6 Series 1, 2 or 3 (1969 to 1986 models are all suitable and available from Suffolk Sportscars. ENGINE OPTIONS: All XK and XJ engines – typically a Series 3 4.2-litre with two SU carburettors. SUSPENSION: Fully adjustable coil-overs, two front, four rear, using Jag donor front and rear wishbones and hubs. STEERING: Jaguar rack and pinion. Power steering is removed as it’s unnecessary. BRAKES: Servo assisted Lockheed 4-pot front calipers with vented discs inboard, rear disc brake calipers with handbrake assembly. KIT PRICE: Depends on individual specification. BUDGET BUILD COST: From £38,000.

SUMMARY – A truly magnificent re-creation of perhaps Jaguar’s finest sports car. Not exactly cheap to build, but genuine quality always has its price. Sublime.

Suffolk Sportscars, PO Box 100, Woodbridge, Suffolk IP12 9BA T: 07967 339424 E: W:



Sylva Riot & Spectre:CKC Guide 2009



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Sylva Riot

THE SYLVA DNA is all about sharp dynamic ability and high performance through light weight. Since 1982, MD Jeremy Phillips has designed a string of acclaimed sports cars – many of which have proven themselves on the race track. Late in 2004, the mid-engined Riot appeared. Originally designed to accommodate motorcycle power, car engine options were quickly added. Powerplants fitted to date include the Yamaha R1 and Ford Zetec SE (Sigma units). Tipping the scales at under 500kg even with a car engine aboard, the Riot doesn’t need big power to be genuinely fast, while its agility ensures endless entertainment on road and track. The steel spaceframe chassis is clothed mostly with gelcoated GRP bodywork (the side panels being aluminium), while the use of cycle wings all-round and the car’s miniscule dimensions lend the car its highly distinctive appearance. Under the skin is a steel spaceframe chassis that uses double wishbone suspension at the rear, while up front you’ll find inboard coilover dampers that operate on lower wishbones and top rocking arms. A recent development has been the introduction of fabricated uprights. In 2009, the Riot was joined in the Sylva stable by a new full bodied car (pictured right). It shares the Riot’s proven underpinnings, but clothes them in a curvy all-GRP body that’s inspired by racecars of the 1960s. Undoubtedly pretty, the new car also offers greater protection from wind buffeting, a little more interior space and improved aerodynamics.

SPECIFICATION CHASSIS: Spaceframe with integral roll-over bar. BODYWORK: Riot – All GRP in self-coloured gelcoat with the exception of the aluminium side panels. New car – All GRP in self-coloured gelcoat. DONOR CAR: No single donor. ENGINE OPTIONS: Yamaha R1, Ford Sigma, Rover K-series – almost any fourcylinder car or motorcycle engine will fit. SUSPENSION: Front – Inboard coil-over dampers, top rocking arms, fabricated uprights, Rear – Double wishbones, coil-over dampers. Fabricated uprights. STEERING: Ford Escort rack, Ford Sierra column. BRAKES: Discs all-round. KIT PRICE: Riot – Chassis Kit £1998, Body Kit £566. New full bodied car – Chassis Kit £2247, Body Kit £1757. Prices include VAT. BUDGET BUILD COST: Riot – From £8000. New full bodied car – From £10,000.

SUMMARY – The Riot and the new car continue the Sylva tradition of combining excellent dynamic ability, lively performance and excellent value for money. Few sports cars have such purity in their design as this duo.

Sylva Autokits, Unit 9 Townley Close, Boston Road Industrial Estate, Horncastle, Lincolnshire LN9 6AT T: 01507 526134 E: W:



Thunder 289FIA:CKC Guide 2009



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Thunder Road Cars 289 FIA THE THUNDER ROAD 289 FIA is a visually perfect facsimile of the Shelby Cobra CSX2260, the 289 FIA car raced by Phil Hill and Joe Schlesser at Sebring in 1964. CSX2260 also raced at Spa Francorchamps, at the Nürburgring and in the Targa Florio. The TRC 289 FIA is an example of what can be done by taking a generic Cobra replica and modifying it to incorporate details from a 1960s favourite. This one includes reverse-radius doors; re-angled door hinges, trunk dimples, FIA pin-drive hubs, Halibrand wheels, the correct dash layout, forward-braced roll hoop, cowled and offset fuel filler, raked screen, working quicklifts and hand-working of the bodywork’s fibreglass corners and edges to look like sheet metal. While it is possible to recreate more 289 FIAs like this one (from scratch or from an existing Cobra), this is essentially an example of bespoke Cobra building above and beyond off-the-peg kits. Thunder Road Cars invites you to call and discuss your individual Cobra requirements. The company has many other services, from making a bracket to completing unfinished projects and race car preparation. SUMMARY – A Cobra replica with historic race car looks.

SPECIFICATION CHASSIS: Ram based with TRC working quicklifts. BODYWORK: Ram based TRC modified glassfibre. DONOR CAR: Jaguar XJ6 (or existing Cobra replica). DRIVETRAIN: 289/302 SB Ford; 4 or 5-speed gearbox, Jaguar LSD. SUSPENSION: Unequal length wishbones, modified Jaguar uprights with AC hubs/stub axles, choice of springs/dampers. STEERING: MGB rack, optional power steering. BRAKES: Wilwood ventilated discs, 4-pot calipers. WHEELS/TYRES: Halibrand 7.5in x 15in front (215/65 x 15), 9in x 15in rear (275/50 x 15). AVAILABLE AS: Exterior body conversion for most models from 427 to our 289 FIA. Rolling body/chassis. Part built to any stage as required. Turnkey car. PRICING: Depends on specification. Please call for details.

Thunder Road Cars is a service and repair agent for Hawk and Kirkham, and can build any other Cobra kit to order. Authenticity and great quality are guaranteed with every build.

Thunder Road Cars, Cheng Lim, Peacocks, Avey Lane, Waltham Abbey EN9 3QJ T: 020 8502 4090 W:



Thunder 700KR:CKC Guide 2009



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Thunder Road Cars 700 KR

NO OTHER ROAD car has benefited from such a long and arduous development programme. Thunder Road Cars’ 700KR is the culmination of 25 years of road and track development – a recreation of Cheng Lim’s street legal, five times championship winning Cobra. Just like the legendary Cobra 427 of the 1960s, the 700KR packs a 427cu in (7-litre) V8. The difference is that, in the 700KR, it is a small block rather than a big block. In 2004, the TRC 427 was recognised as the UK’s most powerful normally aspirated small-block Chevrolet engine with an output of 702bhp and a torque plateau deep into the 600s – and that’s lb ft, not Nm! Pack that into a meticulously developed chassis based on the Ram spaceframe and dressed with Best of Breed components and the result is the explosive Thunder Road Cars 700KR. This truly is keeping the Cobra legend alive – a 7-litre Cobra to leave today’s supercars for dead! Search YouTube for “Thunder Road Cobra” to see and hear it in action. The company has many other services, from making a bracket to completing unfinished projects and race car preparation. SUMMARY – 700KR: The ultimate weekend warrior!

SPECIFICATION CHASSIS: Ram based with TRC special frame, working quicklifts, optional full FIA rollcage. BODYWORK: Ram based TRC modified glassfibre, choice of full or aeroscreen. DONOR CAR: Jaguar XJ6. DRIVETRAIN: 700bhp dry sump 7-litre SB Chevrolet, 5-speed gearbox, Jaguar LSD. SUSPENSION: Unequal length wishbones, modified Jaguar uprights, Penske Racing springs and dampers. STEERING: MGB rack, optional power steering. BRAKES: 14in discs, 6-pot calipers (front), 12in discs, 4-pot calipers (rear). WHEELS/TYRES: 10inx18in front (285/30x18in tyres), 12inx18in rear (305/30x18). PERFORMANCE: 0-100mph in 7.67sec. 0-100mph-0 in 12.4sec (figures from Autocar, July 2003). AVAILABLE AS: Rolling body/chassis. Part built to any stage as required. Turnkey car. PRICING: Depends on specification. Please call for details.

Thunder Road Cars, Cheng Lim, Peacocks, Avey Lane, Waltham Abbey EN9 3QJ T: 020 8502 4090 W:



Tiger Aviator:CKC Guide 2009



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Tiger Aviator

TIGER RACING HAS been making Lotus Seven inspired roadsters for two decades, and the Aviator – new in 2009 – benefits from the cumulation of years of experience. Beneath the skin, it has the same chassis dimensions and suspension geometry as the race proven RS6 which has proved itself against top competition on track (and remains available alongside the Aviator). However, it has been clothed in an aerodynamic body to help its top end speed. To create the all-new styling, Tiger worked with the independent design consultancy, First Principle Design. CNC machined foam bucks have resulted in excellent quality moulds from which Aviator bodies are taken. In action, it has all the usual trademarks familiar to anyone who has driven an R6 – it feels lithe and responsive, fast and sharp, balanced and poised. Yet with its high body sides and low scuttle, the unique driving environment bestows the Aviator with a character of its own. Oh, and with greater cockpit space than the R6, the high-sided body doesn’t intrude on shoulder space; there’s plenty of room to work when you’re in the car. Tiger’s first demonstrator is powered by a standard 2-litre Ford Duratec engine running on a Weber Alpha ignition system. Other engine options include the smaller Ford Sigma engine (available in sizes up to 1.6-litre) and the venerable Zetec.

SPECIFICATION CHASSIS: Spaceframe constructed mostly from round tube steel. BODYWORK: All GRP bodywork in self coloured gelcoat. Aerodynamic cycle wings and integrated diffuser. DONOR CAR: No single donor car. ENGINE OPTIONS: Ford Duratec, Sigma or Zetec. SUSPENSION: Front – Double wishbones with coil-over dampers. Option of inboard set-up. Rear – De dion, double wishbones, coil-over dampers. STEERING: Ford Sierra column, Ford Escort rack. BRAKES: Discs all-round. KIT PRICE: Comprehensive kit including engine £17,537 including VAT. BUDGET BUILD COST: From £18,000 using comprehensive kit.

SUMMARY – The Aviator has all the hallmarks that make Tigers brilliant road and track cars and adds highly original styling to the mix. The fact that it’s potentially one of the quickest cars from the marque is a bonus.

Tiger Racing, Ecco New Toll Service Station, Thorney Toll, Wisbech, Cambridgeshire PE13 4AX T: 01733 271131 E: W:



Tiger Avon 2010:CKC Guide 2009



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Tiger Avon

WHILE THE AVON may be the focus of this page, Tiger Racing actually has a very comprehensive range of seven cars. Lotus Seven inspired sports cars are the company’s speciality, with the Avon and Cat models forming the fundaments of the range. The Cat and Avon are completely separate models, but main differences are aluminium sides as opposed to the Avon’s all-GRP body and use of the full Ford Sierra rear end where the Avon has double wishbones at the rear. Moving up the range are the lightweight R6 (and even lighter weight RS6 derivative) and its bike engined equivalent, the B6. Tiger Racing also owns the ERA marque which includes the HSS single-seater racecar (longitudinal mid-mounted Ford Zetec engine, Hewland 5-speed gearbox and cigar tube bodywork) and the ERA 30. This is a Lotus 23 replica which again has a mid-mounted Ford Zetec engine and a Hewland 5-speed gearbox. But it’s the Tiger Avon, pictured above, that introduces most buyers to the Tiger marque. It’s a conventional package with a tubular steel spaceframe, gelcoat finished bodywork and double-wishbone suspension all-round. Most four-cylinder engines can be fitted (the Ford Zetec is an obvious choice) and motorcycle engines can be accommodated too. The finished item handles well and decent levels of fit and finish are achievable. You can also rely on Tiger’s long-standing reputation for good service and value for money. It’s available in either modular form or as a comprehensive kit. Fully built turnkey versions are also available.

SPECIFICATION CHASSIS: Tubular spaceframe made from 1in box section steel. BODYWORK: All GRP supplied in gelcoat finish. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Ford Pinto or Zetec. Other options can be fitted, including motorcycle engines. SUSPENSION: Front – Double wishbones with coil-over dampers. Rear – Double wishbones with coil-over dampers. STEERING: Rack and pinion. BRAKES: Front – Discs. Rear – Drums (discs optional). KIT PRICE: Full kit £9450 plus VAT. This comprehensive kit includes everything to build a car, including a brand new Zetec engine with Weber Alpha injection. Absolutely nothing else to purchase! BUDGET BUILD COST: From £5000.

SUMMARY – Tiger Racing is one of the industry’s best established names, and the Avon continues its tradition of offering good value for money. Factor in the other models in the range, and the company is well worth your investigation.

Tiger Racing, Service Station, Thorney Toll, Wisbech, Cambridgeshire PE13 4AX T: 01733 271131 E: W:



Toniq 2010:CKC Guide 2009



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THE TONIQ HAS been widely acclaimed by the specialist automotive press as a visionary leap forward for the lightweight specialist market. The bold design is a shot in the arm for the Seven style market, which has seen so little styling innovation for over 40 years. However, the styling is only a small part of the Toniq story – being backed up by advanced engineering, top quality components and superb customer care from a dedicated and professional team. New for 2010 is the Toniq CB range, featuring a state of the art round tube chassis utilising inboard pushrod suspension front and rear. Attention to detail is evident throughout, from the laser cut and pre-drilled alloy chassis panelling to the fully terminated bespoke wiring loom – the Toniq CB range has been painstakingly developed to exceed expectations. Comprehensive kits centre on the Ford Sigma or Duratec engines while those who crave revs will benefit from the factory fit Kawasaki 1400cc power plant. These complete kits feature absolutely everything required to build your brand new Toniq, down to the last grommet and wheel nut. The modular kits make life easy and allow the home builder to choose their own engine package or to use donor/re-conditioned components to reduce the cost of the build. Factory built cars come in the guise of the Duratec powered CB180, CB200 and CB225 options, or the Kawasaki CB1400R.

SPECIFICATION CHASSIS: All new state of the art round tube spaceframe with pushrod actuated front and rear suspension. Pre-drilled and bracketed for all suspension, drivetrain and body mounting points. Chassis and laser cut alloy panelling complete with pre-drilled fixings for easy fitting. BODYWORK: All GRP supplied in black gelcoat finish. DONOR CAR: N/A. ENGINE OPTIONS: Ford Sigma, Duratec and Kawasaki 1400. 5 and 6-speed gearboxes. LSD standard on all models/kits. SUSPENSION: Front – Inboard double wishbone pushrod actuated coil-over dampers. Rear – Inboard double wishbone pushrod actuated coil-over dampers. BRAKES: Alloy 4-pot front calipers on solid discs. Alloy single pot rear calipers on solid discs with mechanical handbrake. KIT PRICE: Modular packages from £4640 plus VAT. Comprehensive kits from £15,750 plus VAT. BUDGET BUILD COST: Home build from £14,000 on the road. Factory built from £19,750 on the road.

SUMMARY – The 2010 Toniq CB range has been designed to cater for every need, from home build to turnkey factory built vehicle. Equally at home on road or track the Toniq CB range has been honed to perfection through a lengthy and detailed development programme designed to do one thing – to make you smile every time you drive it!

Toniq Ltd, The Barns, Trebudannon, Newquay, Cornwall TR8 4LP T: 01637 889351





Tornado TSC40:CKC Guide 2009



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Tornado TSC GT40

INTRODUCED IN 1989, the fabulous mid-engined TSC GT40 has been in full, uninterrupted production for longer than any other Ford GT40 replica in history. With around 900 kits supplied, Tornado Sports Cars is the world’s leading maker of the GT40 replica, the company’s success being largely due to its reputation for stability and quality. Whether it’s chassis welding, GRP moulding or cockpit design, Tornado’s standards of engineering and attention to detail are second to none. Most recent developments have centred on the TSC GT40 main structure, which is now available in three formats. A fully triangulated spaceframe is the standard option for most customers, but for those looking for the ultimate, Tornado can now offer two different monocoque derivatives, the first being an aluminium monocoque, and the second a full carbon fibre monocoque. Beautiful and at the same time menacing, the TSC GT40’s shape is visually indistinguishable from that of the classic, Le Mans winning GT40 racer of the late 1960s. Naturally, it offers the ultimate in performance, the logical choice of engine being Ford’s venerable small-block V8. Handling, road holding and braking are all top notch, too, the race style suspension being thoroughly developed and fully proven over the years. The TSC GT40’s completion and final detailing demands all the correct repro parts, and these are available direct from Tornado – wheels, fuel tanks, exhaust system, glass, lights, seats, instruments and even the V8 engines are all available. Tornado is a one-stop shop for the GT40 enthusiast.

SPECIFICATION CHASSIS: Multi-tubular spaceframe made from 13⁄4in and 1in, 16-gauge steel. Floor and bulkheads made from aluminium. Optional aluminium monocoque and carbonfibre monocoque chassis also available (both with bolt-on steel front and rear subframes). BODYWORK: GRP composite mouldings. Lightweight carbon fibre panels optional. DONOR CAR: None. Parts come from a variety of sources. ENGINE OPTIONS: 289/302/351cu in Ford small block V8. Rover V8 also fits. SUSPENSION: Front: Cast aluminium front uprights with specially fabricated double wishbones. Rear: Reversed A-arm with top links and radius arms. Coilover dampers all round. STEERING: Rack and pinion. BRAKES: Ventilated front discs with 2 or 4-pot calipers. Solid or ventilated rear discs with 2 or 4-pot calipers. KIT PRICE: Starter kit: £5750 plus VAT. Deluxe kit: With everything less engine and transaxle, wheels and tyres £21,525 plus VAT. BUDGET BUILD COST: From £25,000.

SUMMARY – This is a stunning recreation of one of the world’s all-time great race cars. While other companies have come and gone, Tornado remains the world leader in its field.

Tornado Sports Cars, Unit 25, Meadowmill Ind Est, Dixon St, Kidderminster, Worcestershire DY10 1HH T: 01562 820372 E: W:



Ultima Sports Can Am:CKC Guide 2009



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Ultima CanAm

AS ULTIMA’S SISTER model to the extraordinary GTR, the CanAm offers the best seat in the house for those into rag-top exotica. The chassis and suspension are identical to that in the GTR (save for the welded full rollcage in the coupé), so there are no dynamic penalties here when it comes to losing the roof. Instead, you have the proven supercar performance of the GTR allied to wind-in-hair exhilaration and that ultra-cool wrap-around screen. Perhaps the CanAm’s neatest trick is the option of an interchangeable full windscreen and, consequently, full weather protection. The wraparound screen is simply unbolted and the full screen dropped down in its place – if you’re cruising the continent and want the confidence that comes with weather gear, this is the way to go. The small screen can then be swapped back when the weather allows. As with the GTR, performance is provided by Chevrolet’s 350cu in small-block V8 which, when allied to a Porsche ‘box and a cable/rodbased linkage, provides ultra smooth and precise changes. Ultima can provide a range of performance Chevrolet upgrades which have been tailored specifically for the car and can provide anything up to 720bhp. Bring together the performance and noise of the mid-mounted engine, fused with the CanAm’s outrageous styling and you have a package that is hard to resist, especially when you dial in the quality of the kit components and the comprehensive back-up and guidance provided by this premier operation.

SPECIFICATION CHASSIS: Spaceframe chassis panelled in NS4 alloy sheet. BODYWORK: GRP panels supplied in coloured gelcoat finish. Interchangeable wrap-around and full-screen options. DONOR CAR: None. ENGINE OPTIONS: Chevrolet small-block V8. SUSPENSION: Double wishbones all-round with alloy uprights and adjustable coil-over dampers, all specially made to Ultima specification. STEERING: Ultima rack (2.4 turns lock to lock) with Ultima column. BRAKES: Vented discs all-round with 4-pot calipers. Various upgrades available. KIT PRICE: Chassis £2929; bodywork £4165 (all prices plus VAT). BUDGET BUILD COST: From £25,000.

SUMMARY – A supercar in every sense of the word. Plus you can build it at home. Amazing!

Ultima Sports, Unit 4, Cloverfield, Hinckley, Leicester LE10 1YD T: 01455 631366 E: W:



Ultima Sports GTR:CKC Guide 2009



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Ultima GTR

THIS IS NOT only one of the fastest kit cars on the planet (0-150mph in 11.8sec and well over 200mph top speed), it’s officially the fastest car in the world when it comes to the 0-100mph-0 benchmark (9.4sec). Add in its 0-60mph time of 2.6sec and 0-100mph time of 5.3sec and you know it’s a bit special! But there’s so much more to Ultima ownership than just stratospheric performance figures. From the moment you walk into the company’s impressive works (with several cars usually in mid-build alongside kits awaiting customer collection) to the day you drive your own car out of the garage, the experience of choosing and building an Ultima (not to mention driving it!) is a unique one. The quality of the Ultima spaceframe chassis and pre-coloured fibreglass bodywork have to be seen to be believed. As you’d expect, almost every component is a bespoke item designed specifically for the car; from the steering rack to the coil-over damper units, it’s all been manufactured to Ultima specifications. Engine choice centres around the Chevrolet small-block V8, with the company able to offer a number of off-the-shelf upgrades to 720bhp. Gearbox will typically be a Porsche G50 5-speed unit and the engine/gearbox ensemble is a joy to use and exploit. Out on public roads the GTR looks sensational, while its enclosed cockpit also adds a genuine level of practicality. Of course, head trackside and you won’t be disappointed – the Ultima’s superlative handling and grip giving it genuine supercar performance.

SPECIFICATION CHASSIS: Spaceframe chassis panelled in NS4 alloy sheet. BODYWORK: GRP panels supplied in coloured gelcoat finish. DONOR CAR: None. ENGINE OPTIONS: Chevrolet small-block V8. SUSPENSION: Double wishbones all-round with alloy uprights and adjustable coil-over dampers, all specially made to Ultima specification. STEERING: Ultima rack (2.4 turns lock to lock) with Ultima column. BRAKES: Vented discs all-round with 4-pot calipers. Various upgrades available. KIT PRICE: Chassis £2929; bodywork £4165 (all prices plus VAT). BUDGET BUILD COST: From £25,000.

SUMMARY – A supercar in every sense of the word. Plus you can build it at home. Amazing!

Ultima Sports, Unit 4, Cloverfield, Hinckley, Leicester LE10 1YD T: 01455 631366 E: W:



Vindicator Sprint:CKC Guide 2009



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Vindicator Range

includes Sprint, Family, Shadow, Vulcan & F4

Sprint Mk4

Dream Achievers


Sprint Family



Also ‘Dream Achievers’ (prototyping) & ‘Kit Busters’ (build work) THE VINDICATOR SPRINT was introduced in 1991 and its superb chassis, together with excellent weight distribution, has earned it a reputation for top-flight handling and balance, allied to amazingly good ride comfort – it’s a car equally at home on road or track. The Sprint is available in two different bodywork forms – Mk3 and Mk4 while the Sprint Family is just 1ft longer, yet offers a genuine fourseater configuration. It’s quite possible to pick ‘n’ mix bodywork from both style variants to make the car you want. All three models use many Sierra parts within the running gear, but with a BMW donor option too. The spacious engine bay has a forwardhingeing bonnet for easy access. What would you like to fit? THE VINDICATOR SHADOW and VULCAN both offer more enclosed, modern bodywork, with the Vulcan a more stripped down version of the Shadow’s refined road car. The chassis is very similar to that of the Sprint, while the spaceous engine bay has already accommodated engines as diverse as the Nissan 2-litre turbo, BMW 2.5-litre straight and evergreen Rover V8, plus many other 4/6/8 cylinder options. Inside the Shadow you’ll find a generous cockpit, while the car’s large boot and full weather gear make it a practical roadster for regular use. SUMMARY – With the engine sited well back, near-central seating and fuel tank ahead of the rear axle, all major weight is within the wheelbase – that’s why the Sprint, Shadow and Vulcan models all handle so well, yet retain a comfortable ride. THE VINDICATOR F4 Phantom jet-inspired (2/3 seats) V6 Mondeo based.

SPECIFICATION CHASSIS: Quality well-braced steel pre-coated spaceframe with wide footwells and engine bay. Takes over a week to make, reflected in cost. INTERIOR LAYOUT: Two-seater as standard, Sprint Family provides a genuine four-seater option, with 2+2 and 4-seater Shadow options too. BODYWORK: GRP pre-coloured gelcoat finish, 12 standard colours, 300 options means no painting required, unless preferred. Aeroscreen and full screen options. DONOR CAR: Ford Sierra. BMW 3, 5 and 7-Series options also available. ENGINE OPTIONS: Any Ford, plus others from bike to US V8, inc. Vauxhall, BMW, Fiat, Nissan, Rover (4cyl/V8), etc. There are also adapter plates available to mate some front-wheel-drive donor car engines to rear-wheel-drive gearboxes. SUSPENSION: Front – Sierra uprights, double unequal length wishbones, adjustable coil-over dampers. Rear – Sierra hubs/semi-trailing arms, adjustable coil-over dampers. Optional double unequal length rear wishbones. BMW donor option. STEERING: Sierra rack and pinion. Optional left-hand-drive. BMW donor options. BRAKES: Sierra front discs and rear drums/discs. BMW donor options. KIT PRICES: Sprint Mk3 body/chassis module, including many smaller items £2995. Sprint Family body/chassis pack (including coil-overs and cage) £4995. Vulcan body/chassis pack £3795. Shadow body/chassis pack £4995. BUDGET BUILD COST: Basic spec from... Sprint – less then £5000, Sprint Family – from £6000, Vulcan – from £5000, Shadow – from £6500. Professionally built turnkey cars available, from £10,000.

Vindicator Cars, Vindiworld, Victoria Works, Maypole Fields, Cradley, West Midlands B63 2QB T: 07703 289833 E: W:



Westfield Sport:CKC Guide 2009



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Westfield Sport

WESTFIELD SPORTS CARS is easily one of the best known kit car marques having gained recognition beyond the traditional boundaries of this industry. It’s a highly professional company which operates from a large factory in the West Midlands. Its best known model is the SE, which is available in a number of different specifcations. They share a high level of development that results in an easy assembly process and a high quality finished result. The Sport is one of the most popular SE variants. The kit is supplied with a brand new Ford engine, with options ranging from a 135bhp 1.6-litre Sigma via a 155bhp version of the same engine to the range-topping 200bhp 2-litre Duratec. While Westfield offers more hardcore cars for trackday use, the Sport is aimed at dual road and circuit use. So while it’s quick and is dynamically responsive for trackdays, it also has full interior trim, a heated windscreen and weather gear for longer-distance road work. The car is available either as a comprehensive kit (at £16,495), or you can spread the cost with Westfield’s modular packages. Alternatively, you can buy the Sport as a complete, turnkey car. Prices for fully built Westfield Sports begin at £18,999. Either way, it comes with the after-sales back-up and technical support of one of the largest kit car companies.

SPECIFICATION CHASSIS: Steel spaceframe. BODYWORK: All GRP bodywork in a choice of gelcoat colours. DONOR CAR: All new parts supplied in kit. ENGINE OPTIONS: Ford Sigma 1.6-litre (135bhp or 155bhp) or Ford Duratec 2-litre (200bhp). SUSPENSION: Double wishbones with coil-over dampers all-round. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Comprehensive kit £16,495. Modular kits also available. BUDGET BUILD COST: £16,495 plus IVA test and registration.

SUMMARY – The Westfield SE is a highly polished product, and in Sport guise it’s a desirable product that’s suited to mixed road and trackday use. One of the kit car industry’s flagship products.

Westfield Sportscars, Unit 1 Gibbons Industrial Park, Dudley Road, Kingswinford, West Midlands DY6 8XF T: 01384 400077 E: W:



Westfield Sport Turbo:CKC Guide 2009



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Westfield Sport Turbo

THE WESTFIELD SPORT Turbo is the latest iteration of the SE, having been launched mid-way through 2009. While it may initially appear familiar, it features a lot of changes compared to its forebears. The revised styling (optional on other SE variants) is inspired by the limited edition FW400 and immediately makes the Sport Turbo stand out as a modern, striking design. A revised interior also gives this latest car a production car feel; Vauxhall sourced swichgear, new, ergonomic seats, redesigned transmission tunnel and smaller details like the integration of a glovebox all signal the development that’s gone on right throughout the car. It has a classy, sophisticated air about it. Marking a departure from the Ford engines we’re used to seeing employed by Westfields, the company has turned to GM for a powerplant for the Sport Turbo. Under the bonnet, you’ll find the torquey, 192bhp 1.6-litre turbocharged four-pot sourced from a Vauxhall Corsa VXR. Needless to say, the Sport Turbo will be a quick car. Another key point about the Sport Turbo is that was the first car to comply with EC Small Series Type Approval. This piece of legislation is recognised throughout Europe, meaning the Sport Turbo can be sold in many markets without the need for further local testing (such as the UK’s IVA test). The Sport Turbo is potentially a very significant step in the Westfield story.

SPECIFICATION CHASSIS: Steel spaceframe. BODYWORK: All GRP bodywork in a choice of gelcoat colours. DONOR CAR: All new parts supplied in kit. ENGINE OPTIONS: Vauxhall 1.6-litre turbo engine producing 192bhp. SUSPENSION: Double wishbones with coil-over dampers all-round. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Complete kit price TBC 2010. FACTORY BUILT PRICE: £27,500.

SUMMARY – The Sport Turbo builds on Westfield’s reputation for quality and thorough development. Use of the Vauxhall Corsa VXR turbocharged engine is an interesting step, too.

Westfield Sportscars, Unit 1 Gibbons Industrial Park, Dudley Road, Kingswinford, West Midlands DY6 8XF T: 01384 400077 E: W:



146-147 Others to consider 2010:CKC Edit Template


OTHERS TO CONSIDER ADR Engineering 01628 783030 Aeon Sportscars 01622 833037 Aero Cycle Cars 01273 843749 AM Sportscars 01527 510493 Amphijeep Automobile Addiction Auto Speciali 01527 578464 BDN Sportscars 01568 797883 Caterham Cars 01883 333700 Crendon 01296 651985 Cobretti 020 8395 0109 Dakar 4x4 01664 444774 DC Supercars 01205 316272 Deauville Cars 01243 586805 Doon Buggies Edge Sportscars 07875 659057 ERA 01733 271131 Exact Replicas 07789 794845 Extreme Cars 07843 133731 Factory Five Racing 01722 432364 Grinnall Specialist Cars 01299 822862 GT40 Supercars 01507 522225 GTM Cars 01384 408230 Hoppa Street Buggy 07779 079034 HRB Automotive 07707 289667 Image Sports Cars JAS Speedkits 01409 241929 JZR 01254 760 620 Kellforms 01494 472233 Kougar Cars 01797 270988 LiĂŠge Motor Company 01386 45556 MAC#1 Motorsports 0114 2619633 Malone Car Company 01409 241044 Mamba Motorsport 01793 784720 Marcos Heritage Spares 01380 871717 MDA 01404 823980 Metisse Sportscars 01656 862437 Midas Cars 01865 427823 Mill Auto Conversions 07970 974 970 MK Engineering 01709 815740 ML Motorsport 01474 825123 Napiersport 0870 2863215 NCF Motors 01388 526917 Onyx Sports Cars 01472 827813 OM Sportscars 01452 781094 Parallel Designs 020 8648 0033 Pembleton Motor Company 01299 832944 Pilgrim Cars 01273 493860 Quantum Sports Cars 01548 550660 Queron 07908 705993 Rainbird Racing 01373 452866 Realm Engineering 01386 849116 Reincarnation 01282 380000 Replicator Sports Cars 01384 404498 RS Motorsport 07888 700218 RV Dynamics 07768 031329 Stimson Design 07710 439907 Stingray Motorsport 01773 744484 Storm Warrior 020 8977 6186 TEAC 07759 714214 Tifosi 01769 581454 TWR Replicas 0118 9707 080 Typhoon Sportscars 01945 701333 Wolfe Sports and Racing Cars 07973 725481 Z-Cars 01964 527725


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Manufacturers And Models




111 Replicator





146-147 Others to consider 2010:CKC Edit Template



Page 147


Tifosi Rana CARS BY TYPE See opposite page for the relevant firms’ contact details.

COBRA REPLICAS Auto Speciali AS427 Factory Five Pilgrim Sumo Ram Cobra (Realm Eng.) RV Python


MAC#1 Razor

REPLICAS Automobile Addiction 250F Auto Speciali Venom/GT2 Chamonix 356 (Reincarnation) Chamonix 550 (Reincarnation) DC Roadster ERA 30 Exact 355 Mamba C23 MDA GT40 ML Minus


Napiersport Super Stratos Onyx EB Type 37 OM GTZ Parallel Torero Pilgrim Speedster Realm C-Type Replicator TR3 RS Motorsport RS200 RV Nemesis Super Stratos Corse Tifosi Rana TWR XJ13 Typhoon Valdris

Liége Marcos MkVI Meggt Mojo Métisse Coupé Midas Cortez Midas Excelsior MK Midi Onyx Mongoose Pembleton Brooklands Rainbird Phoenix TEAC SS-3R

GT CARS Auto Speciali Veleno Queron

SPORTS CARS Edge Devil GTM Libra GTM Spyder Kellforms Retoga Kougar Monza Kougar Sports

THREE-WHEELERS BRA (Aero Cycle Cars) Grinnall Scorpion JZR Pembleton SuperSports


GTM Libra

ADR Sport HRB Mulsanne Wolfe Z-Cars Mini

UTILITY/FUN VEHICLES Amphijeep Dakar 4x4 Deauville Canjito Doon Buggy Hoppa JAS Buggy NCF Blitz RV Bugrat Stingray Jester Storm Warrior


WEDDING CARS Deauville Sandringham Landaulette

148_ckcguide2010:WKC AD PAGES JAN06



Page 1

Hawk Cars

the collection..

. .a motoring icon may be closer to reality than you ever thought


Official Build Agents for Hawk Cars E: T: 01509 842740

HF 2000/3000


For the ultimate in authenticity, quality & engineering integrity All parts available for original 289 & 427 cars



Supplier of coffin spoke and FIA Mk2 & Mk3 427 wheels

Tel: 01892 750341 / 750282 Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP

CKC Guide 2010  

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