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001 CKC Guide 2012 Cover - is:CKC Cover



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Seven in-depth guides in one! 1. Car manufacturers 2. IVA 3. Registration 4. Parts suppliers 5. Insurance 6. Clubs 7. Beginners’ guide to kits In-depth profiles on over 75 different cars


Lighting and electrical


Safety gear

Trim specialists Paintshops

Donor parts suppliers

Seat suppliers

Brake and suspension upgrades

Gauges and switchgear


Engine suppliers and tuners

Registration and IVA explained Directory of over 150 parts/services suppliers

Wheels and tyres

Exhaust manufacturers

Directory of over 100 different car clubs Budgeting, buying and building for beginners In fact... Everything you need to know about building and owning a kit car in 2012

How to insure your car correctly


Where to find the right parts

How to budget your first build

How to pass IVA


How to register your car

Partsworld Ad FP – June 2010:Layout 1



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003 Contents:CKC Edit Template




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What’s Inside... 4 KIT CARS – AN INTRODUCTION A first look at the kit car scene for newbies.

8 A YEAR IN KIT CARS Kit cars are all about having fun – here’s what we got up to in 2011.

10 OUR CARS The goings-on in the garages of the CKC team.

12 CKC PROJECT CARS An overview of the most recent CKC build serials.

14 READERS’ CARS CKC features some inspiring readers’ cars. Here are some of the highlights from the last 12 months.

18 CLUB GUIDE – A YEAR IN CLUBS Joining a club will add immeasurably to the kit car experience. Here are some of the things they do...

Welcome THERE’S A LOT to consider when embarking on kit car ownership. For starters, there are many kit cars to choose from. You may be wondering what tools you’ll need and what level of mechanical aptitude. What’s involved in making a car road legal? Where do you go for insurance? With all these questions being frequently asked, the Complete Kit Car team set about creating the Encyclopedia of Kit Cars. Within these 148 pages, we’ve set out to answer all those questions comprehensively and clearly. Whether you’re completely new to the scene, mid-way through a build or a serial kit car owner, you’ll learn about all aspects of kit car ownership. The guidance contained within the Encyclopedia of Kit Cars will make your kit car experience smoother and more enjoyable. It may even save you money! As well as all the serious advice, we’ve also included some pictorial features that capture the social side of kit car ownership. It’s a captivating scene to be involved in and I hope this Encyclopedia captures the essence of kit car ownership while it enlightens and entertains.

20 CLUB GUIDE – CLUB LISTING Our quick-reference A to Z listing of kit car clubs.

22 CLUB GUIDE – SHOW DATES A listing of 2012’s primary kit car events.

26 BEGINNERS’ GUIDE Practical advice on organising your garage, kitting it out with tools and budgeting for your build.

36 IVA GUIDE – THEORY We outline the theory behind the Individual Vehicle Approval test...

Adam Wilkins Editor

41 IVA GUIDE – PRACTICAL ...and then take a car through the test for real.

48 REGISTRATION Know which forms to fill in and what plate your kit car will receive.

50 INSURANCE GUIDE A kit car may be cheaper to insure than you think! Here’s why.

54 PARTS GUIDE Our directory to over 150 specialist parts suppliers.

65 CKC GUIDE Profiles of over 75 kit cars you can choose, with fully updated price and specification details for 2012...

145 OTHERS TO CONSIDER ...and here’s a run down of yet more kit cars on the market.

THE CKC ENCYCLOPEDIA TEAM ASSISTANT EDITOR Ian Stent ADVERTISING SALES Karen O’Riordan PRODUCTION Justin Williams & James Mansell PROOF READING Bridget Bliss 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 the Encyclopedia of Kit Cars, 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: ENCYCLOPEDIA OF KIT CARS 2012 PUBLISHED BY: Performance Publishing Ltd. T: 01903 236268 E: A: Performance Publishing, Unit 12 Thesiger Close, Worthing, West Sussex BN11 2RN © Copyright Performance Publishing Ltd. All rights reserved.

ISBN 978-0-9557418-8-3



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An Introduction

Making It Happen Make 2012 the year when you achieve your dream and build a car. It doesn’t matter what budget you have, how mechanically minded you are or what facilities you have. Owning a kit car in 2012 is possible. Here’s how. BUYING THE ENCYCLOPEDIA Of Kit Cars could be your first step on the road to kit car ownership. If you’ve never really come across kit cars before, then we suspect you’ll be pretty amazed by some of the cars profiled in these pages, and the fact that you can build each and every one of them in your garage at home is pretty incredible, isn’t it? If you are a bit more familiar with the scene, then hopefully this Encyclopedia might encourage you to take the plunge and build your first car. One thing is for sure, whether it’s £2500 or £50,000, there’s certainly going to be something here that will fit your financial means.

But buying, building and owning a kit car isn’t simply a means to an end. This could be the start of a fantastically exciting new hobby, where the build experience is as much fun as driving the finished product, and where the ownership experience introduces you to a whole social world of local club meetings and national shows and new friends. But should you take the plunge in the first place?


There’s something for everyone in the kit car scene. Replicas are a big part of the market.

A Cobra replica can be practical for long distance runs thanks

to its large boot, spaceous cockpit and decent weather gear. weather protection may be an issue, or it may not!


A lack of

Do you need to be a seasoned mechanic to take on a kit car build? Surely you must need at least a modicum of technical know-how? Not really. While there’s no doubt that having a basic understanding of how a car works will help in the build, we’ve met plenty of first-time kit car builders who previously ran company cars and barely knew how to change a wheel. If you seriously doubt your own ability, then there are two ways of finding out whether you have what it takes. Firstly, you can buy a road-going donor car for the kit you fancy building, and then spend some time running it and servicing it. If you don’t want to see another spanner after a month or two, you can always sell the car and lose nothing. Secondly, you could always buy a prebuilt kit car from the classifieds. Running a kit car and tweaking the work someone else has done will also soon show you whether building something is for you. It’ll


Track days are a safe and hugely exciting way to see what your car is really capable of.

also show you things you may want to include in your own car, as well as things you want to leave out! And again, you can always sell it on if the experience isn’t a good one.

WHAT DO YOU WANT? If you decide that you do want a kit car, then you need to think carefully about what sort of car you want. The Lambo replica you’ve dreamed of since childhood may simply be out of your budget, while the bike-engined sevenesque car you fancy may be completely impractical for your needs. So be realistic about what you’re after. If you fancy taking it on longer journeys then the bike option may not be practical, since they are perfect for local blasts and trips to the track. The same question may also throw up considerations of whether you want a softtop for protection against the elements, which will in turn mean you’ll need a full windscreen in place of the minimal aeroscreens that have become so popular. Other factors that will affect your choices might include decisions on cockpit space, available legroom if you are particularly tall, whether you want a car for touring or track days (or both!). Whether you prefer mid-engined to front engined.

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SET A BUDGET Of course, deciding how much money you have available may well be the biggest factor in choosing which car to build. If you are looking at a sector of the market which offers considerable choice, such as the Lotus Seven style cars, then setting a budget can be a helpful way of narrowing down your options. But working out how much a kit car will cost is notoriously difficult. Be rigorous in your costings and make sure that you include VAT where appropriate and that when comparing different cars, you are accurately comparing what’s included in each kit package. Don’t be surprised to find one company offering the springs and dampers in its suspension package, where another company keeps them separate. So make sure you compare like for like. See our Beginners’ Guide feature elsewhere in the Encyclopedia for more advice on budgeting, and also, where you can download an Excel spreadsheet for making direct comparisons between one car and another. But is setting a budget important? That might sound like a stupid thing to say when we’re all watching the bank balance these days. But what if you didn’t set a budget, but instead said that you’d only buy the bits to build the car as and when you could afford them? If you are not in a rush to finish the car (and are enjoying the build process) then if you can set aside a bit of cash each month, the exact cost of the build becomes less important. The car will be finished when you can afford to finish it. For all that, most of us prefer to have some idea of what budget we can

reasonably expect to set aside for a build. And then add in a contingency plan, because 99 per cent of those we speak to overspend! A factory visit is


very important. Not all

It’s all very well looking at cars in this Encyclopedia, but you’ll really get a sense of what they’re like when you see them for real, and the best place to see lots of cars in one place is at a kit car show. Not only will the show allow you to see the manufacturer’s example, but you may well be able to look over privately assembled cars parked out in the club area. This is invaluable, since you can guarantee that the car in the hall will be to top specification and absolutely immaculate... those cars you find outside might more accurately reflect what you can achieve at home. Speak to the owners, because they’ll be delighted to tell you about their projects and highlight any issues they may have had with the kit or the manufacturer...

will be as impressive as the Ultima factory, but you want to see


evidence that the

When things start getting serious, then you need to go and see where the car is built, meet the team behind it, and at least go out in the demo car. But what can you learn from one of these visits? Buying a kit car is not like buying a production car, where after you’ve done the deal the salesman is onto the next customer. When you buy a kit car you’ll be developing a relationship with the manufacturer as you phone for advice, pick up additional parts and generally look for support during the build. So it’s very important that you feel confident with the people you’ll be dealing with. Don’t be surprised if the factory is smaller than you expect and doesn’t have a showroom... few kit car companies do! But we would expect the place to be busy, with chassis and bodies being prepared for customer collection and a general sense that the company is actively doing business. If everything is covered in dust and there’s no-one else around, it may be time to look elsewhere. Very few companies will allow you to drive the demonstrator. That may seem harsh, but enough companies have had demonstrators written-off by overenthusiastic potential customers, for most companies not to offer such an option. But do sit in the driving seat and make sure you can get comfortable. If you can’t get comfortable, ask why not and see what can be done to improve it. And if you go out as a passenger, see what you think of the ride, the way the car handles and whether it’s something you can imagine driving and owning yourself.

company is busy. Talk to the guys in charge. You probably won’t be able to drive the demo car, but still sit in, to make sure you can get comfortable.

ASK THE OWNERS’ CLUB If you are beginning to whittle down your choice, then joining the relevant owners’ club can prove invaluable. There may be a free online forum you can join and,

once again, owners are rightly enthusiastic about their cars and happy to give opinions.

Visit some of the kit car shows to see lots of manufacturers all under the same roof.

YOUR WORKSHOP You’ve taken the plunge and placed an order. Now’s the time to get your working area sorted. A single lock-up garage that’s remote from your house and lacks any lighting or electric can make a kit build doubly challenging. We’d suggest as a minimum you need ENCYCLOPEDIA of KIT CARS 2012


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An Introduction

It’s possible to build a kit car in a lock-up that’s remote from your house, but it’s not ideal. Buying a

DONOR VEHICLE Depending on the car you build, you may or may not need to buy yourself a donor car, but the chances are you may need to buy at least some second-hand parts. While local breakers might be perfect, the internet has made this a particularly simple exercise, either via auction sites such as eBay or simply searching nationally for breakers. But what about a donor car? Some manufacturers (and some breakers) can offer donor packages, where all the parts are already pre-stripped from the donor, but we’d rather buy the donor and strip it ourselves. This way you see how everything comes apart, which can make life easier when it comes to reassembly on your kit car. It also allows you to keep other small items that might not be included in the pre-stripped packages. And finally it allows you to potentially sell other parts of the donor car that you don’t need. Should you buy a write-off or an MoT’d runner? Whenever possible, we’d try to buy a running car with an MoT. In this way you can drive it and assess what mechanical parts need attention before you put them on the kit car.

LEGALITIES When your build is drawing to a close you’ll need to begin the process that allows you to legally drive your car on the road. The sections on IVA and registration elsewhere in this Encyclopedia will tell you about this in more detail, but if you’ve built a bodykit onto something like an ENCYCLOPEDIA of KIT CARS 2012

MR2 then you simply need to get the registration details changed to accurately reflect the new identity. Most kit cars, where you create a car on a new chassis and suspension package, will need to go through Individual Vehicle Approval. Most importantly, your kit manufacturer should be able to guide you through this process and, vitally, supply a kit that meets the requirements of the regulations.

complete donor car and stripping it can make the reassembly of parts onto your own kit easier.

LET OTHERS DO THE WORK Does it need to be the end of your kit car ambitions if you eventually decide that you really don’t want to build a car from scratch? Of course not. Two obvious options are apparent. Firstly, you can commission the kit car manufacturer (or one of a number of dedicated kit build companies) to assemble a car for you. Simply specify your car, pay your money and await collection day. Secondly, you can always consider buying a kit car someone else has built and driven. The market for pre-owned kit cars is a highly active one, so this is a great way of dipping your toes into the kit car scene, finding out if you enjoy the experience and, potentially, building your own car a few years down the road.

Competitive racing is well catered for in the kit car scene, with several active race series organised every year. This is a round of the 750MC’s Complete

Kit Car Championship in 2011.

WHAT NEXT? When we talk about kit cars, it’s easy to concentrate on the build and simply view the ownership experience as one where you just drive the finished car. But there’s more to it than that. From a social perspective, kit cars can open up a whole new scene, and you can cherry pick the aspects that appeal and leave those that don’t. You’ll typically find two different types of club to consider – the marque specific national club that links owners of the same car, and a local 6

Pic: Steve Jones

to have power, a workbench and a vice (along with a basic set of tools). Some decent shelving can also prove invaluable and you might want to improve the lighting if you can. If you have a brick built garage, then painting the walls white will not only make the place look better, but also improve the light.

kit car club for people in the area to meet up with their cars, do local runs and have a good chinwag at a local hostelry. Both types of club are well worth considering, both for help and advice when you need it, but also just for the fun. Because of most kit cars’ sporting ability, there are loads of different ways to exploit your car’s ability, beyond an early morning road blast. At its most simple, you can book yourself on a track day. This is a great way to see just what your car can do, in the comparatively safe confines of a race circuit or airfield. And if you want to take your driving to a more competitive level, then there are endless ways of using a kit car in competition. Hillclimbs, sprints, autotesting, trials and circuit racing (in a large number of different championships) all await you. Owning a kit car is about so much more than just driving a quick car. It’s a unique opportunity to be involved in the creation of your very own car, deciding virtually every aspect of its dynamic ability and overall look. It’s a great way to open up a whole new social arena in your local area and, if the mood takes you, you can take that competitive streak and see what you’re really capable of in a race environment. No other form of motoring can offer all these opportunities, rolled into one... except for a kit car. The Encyclopedia of Kit Cars could be the start of a fantastic new hobby. Have fun.




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008-009 - A Year in Kit Cars 2012:CKC Advert Template



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A Year In Kit Cars


Celebrating Kit Cars At Complete Kit Car our mission is to demonstrate that kit cars offer more than just an exciting drive. We go out of our way to get involved in a way of life that’s far more than just a job!

Evening ente rtainment at Newark show always a highlight for us.

Kit car manufacturer, MEV, formed the Extremes to play a session at Newark. Collectors’ cover Genuine GT40

CKC editor Ian Stent reminded the world of his

for our Goodwood

sense of style, by wearing sunglasses we last saw

alongside replica was

Revival issue of the

him sporting in Which Kit? magazine... back in early

one of the year’s feature


’90s. His co-director Justin Williams is still in shock.



Of The Year another treat for the editorial team.

Drive or sail,

Dutton Surf one of our more surreal moments in 2011!

Much of 2011 saw Fifth Gear star Tiff Needell as our chief monthly columnist.

We organised two

trackdays in 2011. Here’s the circuit marshall giving his briefing to a packed room full of kit car drivers. Both beginners and experienced drivers are welcome at these CKC/Omex exclusive events.

2011 CKC mug became an instant hit. Have you ordered your 2012 version with this Encyclopedia? Wilkins’ Treka made a surprise return towards the end of 2011. It has a lot to prove!

Stent’s £5 00 Challeng e Ginetta returned in 2 011... on the track!



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CKC returned to the Goodwood Festival Of Speed in 2011, with our best stand yet.


also had a stand at the Goodwood Rivival, later in the year. The CKC team of Justin, Adam and Ian get into the Revival spirit.

Goodwood Press Day offered Stent a chance to passenger Paul Radisich in his original Ford Mondeo Touring car.

Rather more simple appeal

as the Performance Direct girls visit the CKC stand.

Hollyoaks star Jennifer Metcalf came to Stoneleigh. All the CKC team were happy to see her! Ashley Gardiner joined the CKC team in 2011 as our Project Car Builder, and immediately impressed us all by cooking a roast dinner while stripping our donor MX-5. May.

Perry McCarthy, aka the original Stig, was another show star.

A packed hall for the band CKC had arranged for the Stoneleigh show in

Hot Roxx put on a great session that was enjoyed by all.

Miss Newark Kit Car Show adds a unique charm to Newark show in June. Adam’s regular 30

Days column featured a roving desk in 2011, after he moved to CKC’s home town of Worthing. Sometimes even we don’t know where the desk will be.



C’s d the 750M CKC sponsore Car Championship. Kit Complete


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Annual Report

What’s been going on in our It’s been a busy 12 months for the CKC team, some rebuilding, some restoring and others just driving their kit cars.



Position: Editor Running: CC Cyclone, Ginetta G26

2010 SAW NO work on Stent’s Ginetta G26 and the Cyclone being driven. Last year the Ginetta was miraculously restored to the road, while the Cyclone languished in the garage. What a difference 12 months makes! As the year drew to a close, even the Cyclone was seeing renewed efforts to get it back on the road for 2012. Keep an eye on Complete Kit Car each month to see whether the progress continues!

igh ce at Stonele et! s grand entran Ginetta make project car, the MEV Exoc r and trailors ou

Ian’s Cyclone hasn’t moved in 2011, but there has been some small progress.


front coil-overs have now been replaced. It’s been a long time since the Cyclone saw daylight. Ginetta G26 makes triumphant return at the Stoneleigh kit car show. Work to get it ready for the show involved major assistance from Ian’s local car club, Apple County Kit Cars. Stent’s surprisingly fond of the Ginetta!

Starsky and Hutch inspired side stripes a dubious addition!



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Bonnet held on with


gaffer tape when hinges snapped!


hinges were swiftly replaced.

Up on ramps to fix Position: Features Editor Running: Sylva Riot, Spartan Treka

gear linkage problem. Joining members of Southern Kit Car Club for

ADAM WILKINS’ SYLVA Riot has continued to be a paragon of reliability this year,

a 750-mile road trip to Stoneleigh show.

racking up another impressive mileage throughout the year. Minor pauses in use have included replacing the original rusty bonnet hinges and a momentary glitch to the gearchange mechanism... both swiftly put right. And you thought kit cars were supposed to be unreliable!

Adam’s Rio t used for tr ansport to prom for frie school nd’s nephew, Josh.


Having been using a friend’s garage, UVA finally came home in 2011.


work began to strip it completely...

It didn’t

take long!

Much of

2011 has been spent making new panels for the car, using the Position: Technical Editor Running: UVA Fugitive

CKC TECHNICAL EDITOR John Dickens has been making regular and steady progress on his comprehensive UVA Fugitive restoration project. Having stripped the chassis back to its bare bones, much of 2011 was spent remanufacturing new fibreglass panels for the car. It’s work that will continue well into 2012. We can’t wait to see the results, though.


repaired originals as plugs for new moulds.

Most recently, the original bonnet has been remoulded.

It’s been

held rigid with this temporary subframe, while a new mould is created.


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MEV Exocet

CKC Build Projects Here at CKC we don’t just write about kit cars, we build them too. In 2011 we began the assembly of an MX-5 based MEV Exocet, while also following the restoration of a unique 1970s Warp 8.

MEV Exocet

MX-5 bought on eBay for £800

1.8 Mazda MX-5 looked too good to strip! Didn’t take more than

SINCE COMPLETE KIT Car’s launch in 2007 we’ve always been involved with building kit cars. Features Editor Adam Wilkins built himself a Sylva Riot and then went on to convert his MR2 roadster into an EDF 430 Ferrari replica. Project Builder Ashley Gardiner assembled a Haynes Roadster with nothing more than a book and a pile of chassis tubes, while the magazine also had John Watson build a top spec Subaru Impreza based Murtaya in 2008. In 2011 Ashley began work on putting together a Mazda MX-5 based MEV Exocet, a new breed of kit car using loads of parts from a modern donor where the end result can be assembled extremely affordably if the unwanted donor parts can be sold on. It’s an

a day to remove everything from the shell.


lifted off the running gear with an engine hoist.

Exocet has come together pretty quickly in 2011 and should be complete before the end of the year.

intriguing concept. All the while, we’ve also been following the progress of Mark Jenkins who has been restoring the oneoff 1970s Warp 8, a bonkers slice of kit car history. Our MEV Exocet project began with the search for a suitable donor car, and ended up with us purchasing a 1.8-litre MX-5 for just £800. To be honest, it looked so clean and tidy we had serious doubts about taking a spanner to it at all! But it was stripped back to its component

This is what lies under an MX-5 body. Ours was very rusty and needed more refurbishment than we’d




Collection of the Exocet kit from


Ashley tries the Exocet for size!

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Subframes completely stripped and powdercoated. Chassis being lifted onto the MX-5 sub chassis. Bolted in place, suddenly it’s beginning to look like a car again.

Ashley adjust s the wing mirrors There’s a lot of wiring in a modern car. We’ll have to hide that somewhere! Bodywork can now be fitted.

Brake components all

parts in a day and what we found underneath required comprehensive refurbishment. Not all that shines is gold! As we go to press, the project is nearing completion and the end result is looking great. Being effectively a rebodied MX-5, we’re expecting terrific handling as standard, but all in a package that should really stand out from the crowd.

Warp 8

refurbished or replaced. Spacers needed before fitting new wheels. Wolfrace alloys look super cool and modern.

Much of 2011 was spent getting the gullwing doors to work

ALL OF US in the CKC office are hugely fond of the Warp 8, a wonderful slice of 1970s kit car exotica. As you’d expect, it uses a VW Beetle floorpan, suspension and engine, but what makes this car particularly interesting is that it’s one of just two ever built. Mark Jenkins has been restoring the Warp over the last couple of years and it has turned out to be a massive job, with considerable re-engineering required along the way. Keep an eye on Complete Kit Car for regular updates in 2012. 



is now largely sorted. Mark Jenkins and business partner Andrew Hopes with the Warp 8 on our stand at the Stoneleigh show.

Warp 8 wit designer in h its original 1974



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2011 Remembered

Your Cars – Our Inspiration Complete Kit Car magazine always features loads of readers’ cars and they always demonstrate how fantastic privately assembled kit cars can be. Let these inspire you in 2012. HERE AT COMPLETE Kit Car we’ve always championed the privately built kit car in our pages, in preference to factory built cars. Why? Because they show you exactly what can be achieved at home, with the right motivation. What we also look out for are cars that don’t necessarily follow the manufacturer’s build manual, but instead are modified to meet the builder’s own personal requirements and desires. That’s what kit cars are all about isn’t it? Building a car your way, not necessarily the way someone else has prescribed. So in 2011 we saw loads of amazing privately assembled creations, from exotic supercars, to incredible one-off projects and even bargain basement machines built on the tightest of budgets. Whatever you might be considering in 2012, let these cars and those featured in CKC over the coming 12 months inspire you.

DNA 4THIRTY: STEVE SMITH Name: Steve Smith Car: DNA 4Thirty Originally featured: March 2011 Summary: Steve Smith had already built a variety of Ferrari replicas before he started this DNA 4Thirty. As such, he already had the experience and also the facilities to do almost everything himself, even spraying the car in his large garage. The result was that he kept the budget to just £19,500.


Name: Andy Farmer Car: ZCars Minus Originally featured: February 2011 Summary: Using an all fibreglass Minus bodyshell from the early ’90s, Andy Farmer slotted in a mid-mounted GSXR1000 bike engine in the back, courtesy of ZCars. The level of finish was stunning.

PULSE GT1 Name: Keith Maden Car: Pulse GT1 Originally featured: August 2011 Summary: One of the most extraordinary projects we saw in 2011. A genuine oneoff originally designed as a GT race car. Keith dropped in a twin turbo Audi RS4 engine and, with its central driving position, ended up with a road legal supercar unlike anything else. Sensational!

DAX 427: MIKE READ Name: Mike Read Car: Dax 427 Originally featured: January 2011 Summary: Mike Read didn’t cut any corners when he began building himself his ultimate Cobra replica. Already the owner and builder of a Dax Rush with a Rover V8 under the bonnet, power for his 427 lookalike was even more serious... a 7-litre 571bhp LS7 Chevrolet V8! At every stage, Mike fitted the best components he


could and the result was a beautiful fake snake with a thoroughly modern twist.


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GD T70: ANDY HAWTIN Name: Andy Hawtin Car: GD T70 Originally featured: October 2011 Summary: One of our last feature cars of 2011, Andy Hawtin’s GD T70 featured carbon fibre body panels and a myriad of unique fabrications. Andy did absolutely everything himself because his funds were limited, but also because he wanted everything exactly the way he liked... and that meant a level of attention to detail we rarely ever see. From making his own pedals, to rebuilding the complete engine, this was one man’s personal passion. It also featured on the cover of our limited edition Goodwood Revival issue.



Name: Sam Harpa Car: DC Roadster Originally featured: May 2011 Summary: Sam’s DC Roadster was a work of obsession, with every detail carefully considered and immaculately executed. Powered by a 5-litre BMW V12 sporting no fewer than four Nissan 300ZX turbos, performance wasn’t too shabby either. But it was the incredible detailing that really impressed us and suggested that this might be one replica which outdid the original.

Name: Darren Car: Extreme Murci Originally featured: April 2011 Summary: Not even the two traffic police who pulled up in their patrol car as we were taking pictures could tell that what they were looking at wasn’t an original Lamborghini. But Darren’s Murciélago replica bodywork sat atop a largely standard Toyota MR2, albeit with a Camry V6 engine in place of the original 4-pot.

GKD LEGEND: JASON SPENCER Name: Jason Spencer Car: GKD Legend Originally featured: October 2011 Summary: Jason built the very first GKD Legend using BMW’s 6-cyclinder engine. But he didn’t just use a standard lump from a 328, but rather a 3.2-litre straight six from an M3! Over 320bhp was the result, in a car weighing little more than 730kg. Jason’s bodywork was also unusual, it being wrapped in a carbon effect vinyl so that he didn’t have to waste time cleaning and polishing the Legend’s aluminium panels. But it was the delivery of the power and the sophisticated ride that really impressed us. A superb car to own and enjoy.





Name: Matthew Debenham Car: Marlin 5EXi Originally featured: July 2011 Summary: At first glance you might think Matthew Debenham’s Marlin 5EXi was a nicely built but otherwise standard example. You’d be wrong. Both front and rear arches were widened considerably to give this 5EXi a more purposeful look than any other. And with a 240bhp 2-litre Rover turbo under the rear deck, this Marlin’s performance matched its hardcore look.

Name: Steve Richards Car: RTR Sonic7 Originally featured: September 2011 Summary: Steve Richards made a lovely job of this build, after fitting a Fiat Uno turbo engine in the back. But he didn’t stop there, modifying the rear engine cover, interior instrument binnacle and painting the car for a top quality finish. The result was a great looking car with highly unusual power delivery from its tiny 1299cc forced-induction 4-pot.

CBS Ad FP – November 2011:Layout 1



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E D + L I 6 U 1 B E R U A S C S I

366 page ISSUE 18 NOW DOWNLOADABLE 3 3618uk 3 4 0796 R O n 1309 w.cbso 9 dom 8 0 w King 8 d w 5 33 e t i 8937 Un l: 01 ne shop e JJ 1580 0 T 4 4 2 # 1 R i x: nt TN al Fa RDE our onl t, Ke ation O s n r r e u t O t T r visi leh 9 In Stap 9130 o 80 8 ane, FAX THIS VOUCHER TO: (01580) 893733 OR POST IT TO: CAR BUILDER SOLUTIONS, REDLANDS, LINDRIDGE LANE, STAPLEHURST, KENT TN12 0JJ

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E D + L I 6 U 1 B E R U A S C S I

366 page ISSUE 18 NOW DOWNLOADABLE 3 3618uk 3 4 0796 R O n 1309 w.cbso 9 dom 8 0 w King 8 d w 5 33 e t i 8937 Un l: 01 ne shop e JJ 1580 0 T 4 4 2 # 1 R i x: nt TN al Fa RDE our onl t, Ke ation O s n r r e u t O t T r visi leh 9 In Stap 9130 o 80 8 ane, FAX THIS VOUCHER TO: (01580) 893733


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018-019 A Year in Clubs:CKC Guide 2009




Page 18

A Year In Clubs

The Social Side Of Kit Cars Joining a kit car club, either nationally or locally, offers so much more than a monthly get together at the pub. It can lead to track days, road trips to Europe, or just the start of some great new friendships. THERE ARE SO many reasons why you’ll benefit from joining a kit car club. Before you’ve even decided which car you’d like to build, joining a club affiliated to the car(s) that interest you makes sense. It gives you instant access to loads of experienced owners who’ll tell you exatly what you need to know in terms of building and owning one. This can be a source for advice on the best engines to choose, the upgrades you may want, the items to avoid and whether or not the manufacturer was helpful or not during their own project. Invaluable stuff. So if that then means you go on to order a car, then it may be that other members of the club live nearby and are happy to show you their own cars and impart invaluable nuggets of information in relation to your own impending build. They may have tools you can borrow and know of local suppliers for those sometimes hard-to-find parts. And when the car finally hits the road, being a member of a club takes on a

Annual gathering at famous Ace Café

Annual evenin g gathering at the Newa show always rk worth gettin g along to.

attracts a good spread of cars from the home counties.

European trips become more likely when you join a club. Westfield Sports Car Club members sampled four European tracks in just five days. Speedster replica club on display at Brooklands. The club organises attendance at lots of non kit car events throughout the year.


Owners’ Group was one of the fastest growing clubs in 2011. It organises club specific track days at small venues such as Curborough.


Kit Car Club takes

whole new relevance. Now might be the time that you decide to join a local nonmarque specific club, in addition to the national manufacturer specific club you are already a member of. These more general clubs inevitably mean meeting more kit car owners in your area. The regular monthly gathering in a local hostelry is an obvious focus, but regional clubs will often organise runs out to shows, perhaps an early morning blast to a great breakfast venue, or more major tours to Le Mans or elsewhere abroad. Clubs, both local and national, need your support, and what you put into them is always doubly repaid back with help, advice and general cameraderie. They are a great part of the kit car ownership experience. We’ve over 150 different UK clubs

listed on the next spread, so dig out the details of those that interest you, and get in touch! They are the lifeblood of the industry. 

several spaces for its members at the

CKC/Omex track days, held at Llandow every

Pic: Paul Reeves




018-019 A Year in Clubs:CKC Guide 2009



Page 19

Southern Kit Car Club organised a four-day road trip to end up at the Stoneleigh kit car show in May 2011. It was extremely well supported.


Northern Duttoneers’ Club at Hardknott Pass in Cumbria.


Register members rescued this burnt out example from a scrapyard.

Southern Kit Car Club trip into London.


clubs, such as the Apple County Kit Cars group, hold monthly get togethers.

The ACKCs crew also met

up with Bristol Kit Car Club in 2011. A good social event.

Clubs take stands at most of the big kit

car shows, and it’s a great way to catch up with owners of similar cars to your own.

Clubs are often doing great things for charity. The Marlin OC raised over £3000 for Help For Heroes in 2011, by taking a Cornish pasty from Land’s End to John O’ Groats!



020-021 Club Listing 2012:CKC Advert Template




Page 20

Listing DUTTON OWNERS’ CLUB Adrian Southgate. E: W:

There are loads of kit car clubs in the UK. If you are thinking of buying a kit car, join the club first.

EAGLE OWNERS’ CLUB Helen Scott, 7 Coronation Avenue, Nordelph, Downham Market, Norfolk PE38 0BN. E: W: EAST ANGLIAN KIT CAR CLUB Martin Pidd. E: W:

THE 289 REGISTER Bill Telford E: W:


AEON OWNERS’ CLUB Jason Tribbeck. E: W:






APPLE COUNTY KITS T: 01823 274944 W: E:


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



FORMULA 27 OWNERS’ CLUB Darren Lutton. T: 01684 293016. E: W:




GINETTA OWNERS’ CLUB Duncan Campbell, 23 Thornton Ave, Ashby, Scunthorpe, North Lincolnshire, DN16 2BA. T: 01724 352801. W:

BLACKJACK AVION CAR CLUB Geoff Ryall Harvey. 01244 310891. BLACKJACK AVION & ZERO OWNERS’ CLUB T: 07970 194777. 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:


HAWKE OWNERS’ CLUB Graham Glennie. E: W:


IRISH KIT CAR CLUB Paschall Carroll. E: W:

CC CYCLONE Information on the CC Cyclone W:

ITALIAN REPLICA CLUB Roy Kelly. T: 01924 273619. E: W:

CITROËN SPECIALS’ CLUB Carole Chitty, 8 Forest End, Fleet, Hants GU52 7XE. T: 01252 620128. E: W:

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

CHALLENGER OWNERS’ CLUB Tony Kimber. T: 01202 693556. W:

JBA OWNERS’ CLUB Les Fragle, Brock Cottage, 6 Thistleton Road, Thistleton, Preston, Lancashire PR4 3XA. T: 01995 672230. E: W:

CHILTERN 7s E: W: CLAN OWNERS’ CLUB Martin Davies, 6 Crackley Cottage, Coventry Road, Kenilworth, Warks. CV8 2FG. E: W:

JPSC For any Jeremy Phillips designed cars. W: JZR PILOTS’ ASSOCIATION Tony Simpson. T: 01246 823895. E: W:

CLEVELAND KIT CAR & SPECIALS CLUB Jo Parsons, 1 Eastbank Road, Ormesby, Middlesbrough, Cleveland TS7 9EP. T: 01642 326517 W:

KENT KIT CAR CLUB PO Box 286, Staplehurst, Kent TN12 0UD. E: W: WWW.LAMBOREPLICA.CO.UK Forum, pics and info

CLUB NOVA/AVANTE Elaine Tindall. T: 020 8668 8982. E: W:

LIÉGE CAR CLUB John Sawle, Penty-Fyon, Mt. Hawke, Cornwall TR4 8BH. T: 01872 553932 W:

COVIN OWNERS’ CLUB Michael Dykes. E: or Darren Parker. E: W:

LOCOST CAR CLUB – see the website for your local area representative

DAKAR 4X4 OWNERS’ CLUB Jon Hudson, 1 Johnson Close, North Luffenham, Oakham, Rutland LE15 8LL E: W:

WWW.LOCOSTBUILDERS.CO.UK Large forum for Locost enthusiasts

DAX SPORTING CLUB Alex Suckling. E: W:

LOCUST ENTHUSIASTS’ CLUB Dave Hancock, 46 Rivergarth, Darlington, Co Durham DL1 3SJ. T: 01325 358731. E: W:


LOTUS SEVEN CLUB PO Box 7, Abergavenny NP7 5WQ. E: W:



020-021 Club Listing 2012:CKC Advert Template



Page 21


ROYALE OWNERS’ CLUB John Kelly, 77 Bentley Road, Willesborough, Ashford, Kent TN24 0HR. T: 01233 624813.

MAGENTA REGISTER Simon Caplan, 82 Mill Way, Bushey, Hertfordshire WD23 2AG. T: 01923 238727. E: W:

SCAMP OWNERS’ CLUB Rose Thorpe. T: 07834 626878. E: W: SCOTTISH KIT CAR CLUB Robert Cockling. T: 01324 554508. 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:

SHROPSHIRE ALTERNATIVE CAR CLUB Yoland Brown, E: W: SOUTH WALES KIT CAR CLUB Phil Josty, 55 Highcross Road, Rogerstone, Newport NP10 9AE. W:

MARLIN OWNERS’ CLUB Tim Hawkesworth, Astwood Cottage, Spirehouse Lane, Burcot, Bromsgrove B60 1PL. T: 01527 832812. E: W:


MCCOY OWNERS’ CLUB Dave White, 5 Langdale Road, Sale, Cheshire M33 4EN. T: 0161 962 8576. E: W:

SPARTAN OWNERS’ CLUB Sue Crookes, 20 West End, Calverton, Nottingham NG14 6LW. E: W:


SPEEDSTERS AND SPYDERS CLUB Rob Jones. T: 01372 842224. E: W:



MIDAS OWNERS’ CLUB Jon Evans. T: 01684 567280. E: W:

STIMSON SCORCHER & TREK OWNERS’ CLUB Philip Lyons, 10 First Avenue, Swinton, Manchester M27 5RH. T: 07914 956197



MINI MARCOS OWNERS’ CLUB Melanie Garland, 28 Meadow Road, Claines, Worcester WR3 7PP. T: 01905 458533. E: W:

SUSSEX KIT CAR CLUB Paul Goodsell. T: 01580 200849. E: W: TEAM GTM Cameron Mckenzie. T: 07909 535469 E: W:




UK COBRA CLUB Marion Jones, 18 Neptune Road, Fareham, Hants PO15 6SW. T: 01329 312011. W:


UVA FUGITIVE OWNERS’ CLUB E: W: WARWICKSHIRE 7s Jamie Jones. T: 0121 7531329 (eves). E: W:


WESSEX KIT CAR CLUB Dennis Jones. T: 01202 6280625. E: W:

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

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




WILDCAT OWNERS’ CLUB Brian Betts. T: 01737 764578. E: W:




EUREKA CAR CLUB OF AUSTRALIA (ECCA) 131 McGlone Road, Drouin, Victoria, 3818, Australia. E: W:



RICKMAN OWNERS’ CLUB Clive Razey, 6 Gage Close, Maidenhead, Berks SL6 2SQ. T: 01628 673899. E: W:

REVERSE TRIKE CLUB David Ewing, Missouri, USA. E: W: SPORTS CAR BUILDER CLUB OF WESTERN AUSTRALIA PO Box 307, Byford, 6122 Western Australia. 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: secretary@rochdale W: ENCYCLOPEDIA of KIT CARS 2012

Have we got your club listed? If we have, are the contact details correct? Contact with corrections/additions. 21

022 Events Diary 2012:CKC Edit Template




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Show Dates 2012 SEPTEMBER 2012

The kit car scene has a series of regular, dedicated shows throughout the year. Here’s what to expect...

Donington Kit Car Show Where? Castle Donington, Derbyshire



When? 1st/2nd Who runs it? W:

NEW FOR 2012. This is Complete Kit Car’s own show. See website for latest details.

APRIL 2012

CKC/Omex track day is great fun.

Detling Kit And Sports Car Show

CKC/Omex Trackday

CKC/Omex Trackday

Where? The Kent County Showground, Detling

Where? Llandow Circuit, Wales

Where? Llandow Circuit, Wales

(near Maidstone), Kent When? Sunday 8th/Monday 9th Who runs it? European Promotions. T: 01233 713878. W:

When? tba

When? tbc

Who runs it? We do! T: 01823 335443.

Who runs it? We do! T: 01823 335443.



THE DETLING SHOW returns to its Easter weekend date as the show season opener. Don’t forget that it’s on the Sunday and Bank Holiday Monday!

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

THE SECOND CKC/OMEX Track Day of the year. Limited to just 35 places, it’s strictly first come first served. Phone us to reserve your place.

Goodwood Revival

JUNE 2012

Where? Goodwood House, West Sussex When? 14th-16th (tbc) Who runs it? W:

The National Kit Car Festival Where? Newark and Nottinghamshire Showground When? June 16/17th Who runs it? Newark Promotions. T: 01526

CKC ATTENDS THE Goodwood Revival and it’s an amazing event that’s bound to appeal to any kit car enthusiast.

320721. W:

MAY 2012

THE EMPHASIS IS on fun at this show. From tug of war competitions and Miss Kit Car Show during the day, to terrific entertainment in the evening, the Newark show is all about having a good time. Of course, it has its fair share of manufacturer displays too. A great event inside and out.


National Kit Car Motor Show Where? Stoneleigh Park, Near Kenilworth, Warwickshire When? May 6th/7th Who runs it? Grosvenor Shows. T: 01406 372600. 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!

OCTOBER 2012 The Great Western Kit And Car Builder Show

National Kit car Motor Show in May is

Where? Westpoint Exhibition Centre, Exeter

the biggest kit car show

When? tbc

in the world.

Who runs it? European Promotions. T: 01233 713878. W:

JULY 2012 Goodwood Festival Of Speed Where? Goodwood House, West Sussex When? June 29-July 1st (tbc) Who runs it? W:

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. ENCYCLOPEDIA of KIT CARS 2012


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. Well worth a visit.

FURTHER SHOWS These are the main events in the kit car show calendar, but there are others. Keep an eye on our Events Diary in Complete Kit Car every month.




Page 23

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= Please mention CKC

Absolutely Kit Cars Always a good selection available Kit cars always wanted

Tel: 01702 231319 or (m) 07710 266882 (Essex area) See current stock and details at Call or download details 01767 319080


DETLING KIT CAR SHOW 8th and 9th April 2012



Sunday 6th & Monday 7th May 2012

27th and 28th October 2012

The BIGGEST kit car show in the WORLD!

Grosvenor Shows, organiser of the World's Largest Kit Car Show at Stoneleigh, are pleased to announce that from 2012 we will be organising the well established Detling and Exeter kit car shows.

THE ANNUAL MECCA FOR ALL KIT CAR ENTHUSIASTS SAT NAV T: 01406 372601 Stoneleigh Park, Royal Showground, Stoneleigh, Warwickshire CV8 2LZ

Grosvenor Shows Ltd. T: 01406 372600 E:

Organised by: Grosvenor Shows Ltd. ENCYCLOPEDIA of KIT CARS 2012





Page 24

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2011 Catalogue


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Enter the following promotional code CKC2 within the Shopping Cart and receive 10% OFF your order.



026-033 Beginners Guide:CKC Advert Template




Page 26

Where To Work garage at home (either brick or wood built). If it’s attached to the house, even better and if you don’t have to go outside to access it, but have a door from inside the house, then that’s ideal. Basically, the easier it is to pop into the garage, the more likely you are to take advantage of any spare moments you may have.

The Garage Thinking about a first time kit car project? Here’s our beginners’ guide to the things you need to consider before you even place an order for a kit car. BEFORE YOU’VE BOUGHT a single spanner, before you’ve even thought about which kit you might like to assemble, you need to consider the building in which you intend to assemble it.

WHERE? There are those who have successfully assembled a kit car on the drive outside their house, with no weather protection whatsoever... but we wouldn’t recommend it. Regular readers of Complete Kit Car may remember that our very own Ashley Gardiner began his Haynes Roadster build in his garden, before quickly realising that some form of weather protection was needed. He then built an impromptu lean-to on the side of his house, where he successfully welded the chassis together and would have completed the car, had he not then moved house to a place with a wooden framed garage... luxury! If you don’t have access to your own garage then it’s always possible to rent one, but kit projects can often take longer than you think, and the cost may be prohibitive. Expect to pay around £40 to £50 per month for a lock-up garage. What’s more, you’re most likely to come across an en bloc garage, which in itself isn’t ideal... While it may offer you a dry location in which to assemble your car, it will usually come with several distinct disadvantages. Most importantly, it’s unlikely to have


SIZE MATTERS With care and a bit of planning, it’s perfectly possible to assemble most kit cars in a typical single garage. However, it is worth checking the dimensions of the style of kit you are thinking of building, and then perhaps marking out its footprint on the floor of your garage with some masking tape. With the bodywork removed, most chassis (even when rolling on wheels) are much easier

power, which means no easy access to light or sockets from which to run items like a power drill. You can overcome this by running a small generator to power a light source, and use battery powered tools, but it’s far from ideal. Other disadvantages shouldn’t be ignored either. Lock-ups can often come with serious security issues. Will you leave your tools there, and what about all the kit components when they are still in boxes and easily portable? While a lock-up may be only a short walk from your house if it comes with the property, if you are renting a garage then it may mean a drive every time you want to pop round and do some work on the car. You’ll have to be extremely organised and dedicated to maintain progress in this scenario. Finally, lock-ups are rarely inviting places in which to spend hours tinkering with a car. If you’ve no other option, then it can be done, but... Our recommendation has to be a

to get around, taking up less room in a confined space. One way of maximising a small space is to delay delivery of the bodywork until you are ready to fit it. Many kits can be built up to a rolling chassis before the panels need trial fitting, and storing panels (which in itself needs to be done carefully) can take up a lot of space. Other ways of maximising space may be to mount your trestles on sturdy dolly wheels, so that you can push the chassis against one wall when working on the opposite side. You can also get dolly wheel trolleys (also known as wheel skates) which lift the wheels off the garage floor and allow you to do the same with a partial or fully built car. As well as being able to get around your car, you’ll also need space for some form of workbench,

En bloc garages are far from ideal, usually with no power or light and often reasonably remote from your house, particularly if rented.

Security is an obvious issue.

If you can

run power to a garage, then it is possible to make a remote garage far more appealing.


026-033 Beginners Guide:CKC Advert Template

and also storage. The latter can often be done with shelving units which keep the floor space clear, and it is also possible to have a folddown work surface, that you only erect when needed. That said, a permanent sturdy work surface that will support potentially heavy components and which is available at all times has to be ideal. This should be possible within a typical single garage. As an example, CKC editor Ian Stent’s garage at home is pretty compact, measuring just 8ft 6in by 16ft 6in. A typical Lotus Seven style kit car fits nicely, although it can still be cramped to get access to all sides. His Cyclone (effectively the same size as a larger sevenesque kit car) sits right against the garage door in order to leave reasonable space at the other end to move around in front of the kitchen units and worktop he’s assembled. He also tends to have the car closer to the wall on one side to maximise space on the other. Clearly, it would be far more challenging to park a Cobra replica in here, so if you are considering a larger kit car, then there’s no question that a double garage (double width being better than double length) is the kit builder’s dream.

BASIC FEATURES If no-one has ever developed your garage beyond its original assembly, then the chances are the unpainted walls will be made of either block work or bricks, the floor will be bare concrete, there may be one pendant light and perhaps a single electric socket. This is a great start, but



Page 27

there are things you can do to make your build experience a whole lot easier and more pleasant.

A garage attached to your house has to be pretty ideal.

Painting – Painting the walls white will not only make the place look nicer, but it will also make it much lighter, and that’s a benefit you shouldn’t underestimate. Painting block work is a pain, because it soaks up masses of paint, and it’s fiddly getting into all the nooks and crannies of the blocks. Brickwork is a doddle by comparison. A few coats of a cheap and cheerful matt white will work wonders. The floor – Painting the floor isn’t essential, but it’s a really good thing to do if you can. Why? Because untreated concrete constantly

creates dust when you walk over it or move a car around. But painting the floor needs to be done carefully. First, repair any damage in the concrete. It may even be worth applying a self-levelling screed

CKC’s Ashley Gardiner began his kit car project under a tarpaulin in the garden, before building this lean-to at the back of his house!

When he then moved house he was lucky

enough to get a wooden workshop/garage with it.


A single garage is fine when

just parking a car, but suddenly seems tight when you need to work on it.


before you go any further. You’ll then need to stabilise the concrete surface with a light wash of diluted PVA or one of the more dedicated products from a builders’ merchant. Finally, you can then paint it with a

026-033 Beginners Guide:CKC Advert Template




Page 28

Where To Work

Complete Kit Car Running Reports contributor, James Griffin, made a great job of preparing his garage before the arrival of his Westfield. Note the double power points along the wall and the strip lights. Plenty of storage too.

Not many of us will be able to have this set-up, but a

double garage may be vital when working on a larger kit car.

This lucky builder even has a

pit for working beneath his car. Luxury!

proper floor paint, that won’t peel off the first time you scuff it. You’ll find there are a variety of different colours to choose from (grey and tile red being the most obvious). By removing the dust you’ll keep your clothes cleaner, it will make wiping up spills easier and also make it easier to spot dropped nuts and bolts etc. If nothing else, it looks dead cool when your completed car is parked up after a great summer’s day drive! Lighting – Going hand in hand with painting the walls, is getting the lighting right. We’d recommend strip lights to give you as much light as possible. If you simply replace the centrally mounted pendant light, then you’ll find shadows falling down each side of the chassis, just

where you want the light. So fit several strip lights, either across the garage as in the picture above left, or running lengthways along the garage and located perhaps half a meter from the side walls. We’d also strongly recommend that you fit strip light covers – garage ceilings can often be lower than in the house, and it’s easy to catch an exposed strip light bulb when moving bulky items around the garage. Trust us, it makes a big bang and creates an awful mess!

job, so the cost should be reasonable. Sockets positioned over the workbench should be at least six inches above the surface to avoid them getting bashed by items you may be working on. In addition, it’s well worth having more sockets located along the walls, towards the other end of the garage, to avoid constantly trailing extension leads all over the place.

Power – You can never have too many electrical sockets! As with the lighting, there are obvious safety issues here, so if you are in any doubt, get in a professional to do both your lighting and power at the same time. Neither will be a long

CKC reader Adam Reeves really went to town when preparing his tiny single garage. Floor looks fantastic and white walls make the space much more inviting.

His V8 engined

Where you build your kit car can

Westfield was the result. Immaculate.



make a huge difference to the enjoyment you take from the assembly process. You’ll be spending lots of time here, so try to be realistic about what you’ll be able to put up with. Personally, we wouldn’t like to build a car in a lock-up that’s remote from the house. While a kit car build can be challenging, we don’t want the environment in which we’re attempting to build it to be challenging as well!

026-033 Beginners Guide:CKC Advert Template




Page 29

Basic Tools You Need

Essential Tools What tools do you really need if you are about to undertake your first kit car build? We guide you through the tools we think you can’t do without. BUILDING YOUR FIRST kit car can be a daunting task. Now it’s time to decide what tools are essential for the average (if such a thing exists!) kit car project, and which are luxuries you might want to add later. So what garage tools can you simply not do without? Workbench – You might think you can get away without a work surface, especially if space is tight, but we’d certainly recommend it (see Vice entry below). If space is at a premium, then you can get fold down work surfaces, but they need to be sturdy and capable of supporting heavy donor components. You might also

consider a portable workbench (see picture top right). A workbench can be cheap to buy or, of course, you can make your own. CKC editor, Ian Stent, managed to move some unwanted kitchen units into the garage and, with a new laminate work surface from Wickes for £20, now has a work surface stretching the width of the garage.

cleaning them with a wire brush, and a million other seemingly insignificant jobs. A vice can be relatively expensive to purchase, but is just the sort of thing you might pick up at a car boot sale. Jack – A trolley jack is what you are after, with a lifting capacity of at least two tonnes (so you’ll then be able to use it on your daily driver, as well as the kit car). A conventional production car jack is not really suitable and bottle jacks are usually too tall to fit under the chassis of a low kit car.

Vice – Another reason to have a permanent work surface, is to have somewhere to sturdily locate a decent size vice. A vice is utterly invaluable, but it’s only any good if securely located. You’ll use it to hold donor components when

Axle stands/Trestles – When the kit chassis arrives, it obviously isn’t on wheels, and you’ll need to get if off the floor to complete certain jobs. Four sturdy axle stands will do this job perfectly and will always prove invaluable for later servicing when the car is being used. Increasingly popular these days is to use taller trestles, which lift the chassis higher off the ground. This means you are not constantly

A simple steel framed workbench with wooden top is a perfect starting point and needn’t cost a great deal. small garage.

Electric drill (plus centre punch) – There are lots of great cordless drills around these days, and they are brilliant to use because they are often light and the body of the drill itself is small, making it easy to reach awkward

A vice is a kit building essential, and needs sturdy mounting on your workbench.

This fold down work surface from PAF Systems could be handy in a really

stands needed for any kit project.

Recycling old kitchen units and worktops is a cheap alternative.


bending over the chassis while working on it. Ideally made of metal, it is also possible to make them in wood, but safety is paramount here. They’re not always easy to find through conventional retailers, but your kit manufacturer may be able to make you some.


Trolley jack well worth buying. This one from Machine

Mart is very low, with a rubber plinth perfect for sliding under a low chassis rail.


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Basic Tools You Need

SAFETY CONSIDERATIONS There are several items of important safety kit that you must have to hand. These include eye protection, ear defenders (both essential when using a power tool such as a grinder), sturdy gloves (not too loose so as to catch in moving parts of a drill etc) and lightweight inspection gloves for removing and servicing grubby donor parts. None of these should cost more than a few pounds. You should get a basic safety kit with plasters etc, and supplement this with an eye wash (which is rarely included in the basic kits). Finally we’d recommend you get a sensible size fire extinguisher (filled with powder) to have permanently in the garage.

A cordless drill is handy to have, but you may well need the added power offered by a mains powered drill.

places. But there are also times when the power of a mains operated drill takes some beating. We’d consider the latter an essential kit builder’s tool, where a cordless drill comes a close second. It’s very likely that by the end of the build, you’ll have both! We mention a centre punch here, because this really helps maintain positional accuracy when drilling holes in metal and stops the drill bit skating off position.

substantial for the panelling part of the build, that would be perfect. Files – You’ll typically find you can buy individual hand files or a set of four or five together. All will prove useful, so go for the set. Aluminium will clog up files quite quickly, while fibreglass will blunt them fast too. Don’t expect files to last forever. Screwdrivers – You’re likely to have

then need to rivet on the panels, and that will mean hundreds and hundreds of rivets. Rivet guns come in various different shapes and sizes and require varying amounts of physical effort to operate. A basic rivet gun is essential and will get into more confined areas later in the build. If you can borrow something more

Cordless drills are much improved these days, being light, small and powerful.

these days, and it’s always better to buy the best you can, since quality can vary enormously. Spanners – A standard set of open and closed end spanners in both metric and imperial will prove invaluable. As always, buy the best you can afford.

Rivet gun – There cannot be many kit builds that have been completed without the use of rivets. The most obvious use comes when aluminium panelling the prepared chassis. Having drilled all the holes with your mains powered drill, you

files will prove invaluable.

You may already have some of the basic tools.

a few of these already. Both slot head and crosshead style screwdrivers are vital, in a good selection of sizes. Once again, there are some great sets available

A set of

Socket set – The sets of sockets you can buy on tool stands at shows may well get you by perfectly, but we’d recommend buying a dedicated socket set which comes with its own wrench and accessories. CKC’s editor got by with a Halfords professional set for many years, but there are

Here’s James Griffin again. Tall trestles such as these allow you

to lift the chassis up to a better working height.

The editor’s old Halfords socket set has

proved sturdy and reliable.



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USEFUL CONTACTS Car Builder Solutions. T: 01580 891309. W: Clarke. T: 01992 565333. W: Draper. T: 01704 8049 4333. W: Facom. T: 01142 917266. W: Garage Pride. T: 01743 860736. W: Halfords. W: Laser. T: 01926 815000. W: Machine Mart. T: 0871 4101280. W: PAF Systems. T: 01933 403555. W: Rapid Racking. T: 01285 686869. W: Screwfix. W: Sealey. T: 01284 757500. W: Toolbay. T: 0845 4500 615. W:

associated pliers. The editor moved over to a ‘proper’ crimping tool and it has been a revelation!

WORTH CONSIDERING None of the following tools are essential, but all will prove useful if you have them. They’re perhaps the extras you buy as the build progresses...

There are quite a lot of wiring products you may end up needing, depending on the wiring loom you buy or make from scratch. These crimping pliers produce a far better join than the regular ones (used with pre-shrouded blue connectors) you find in most auto factors.

endless options and you don’t need to spend a fortune. Consider the case construction too – it’ll get bashed around and you want it portable – brittle plastics are not recommended. Clamps – There are all sorts of clamps you can get these days,

TOOL TESTS IN CKC We’ve tested many of the hand tools you’ll need, and you can buy PDF articles (or the complete back issue) via our website. Head for or go straight to the page at

and they’ll prove invaluable when holding panels in place before permanent fixing.

Power tools – In addition to drills, the other power tools you may want in the garage include a grinder (used very seldom), a Dremel hobby drill (used surprisingly often) and a jigsaw which we’ve rarely used in kit building (but there are now quite good blades for cutting aluminium).

Hacksaw – You will use one for various jobs during the build, but typically for cutting brackets from either aluminium or mild steel. Wiring tools – You can get quite carried away in this sector of the build but it rather depends on what wiring harness you begin with. We’d suggest that you’ll probably need some form of crimping pliers and the relevant connectors. Try and avoid the pre-shrouded ones you find from Halfords and their

Hole cutting set – For use in a

Electric grinder and jigsaw may not be

essential, but there are times when you may need them.


Micrometer – CKC’s technical editor John Dickens did a feature on micrometers in 2010, and they’re more useful than you might at first think. Don’t need to be expensive, either. Aluminium cutting tools – Aluminium can be cut with a variety of tools which may include a hacksaw, tin snips, cutting blade on a grinder, jigsaw or manual or power ‘nibbler’. Each produce a slightly different finish and may or may not be suitable depending on how visible the finished cut will be. There are hundreds of tools that could be considered useful in a typical kit car build and we can’t hope to cover them all here. Hopefully, we’ve highlighted the items that will genuinely make life easier when undertaking your first project.

This isn’t a vital kit building tool, but it’s one of the extra items you may end up with and can be used for a surprising number of jobs.

power drill, hole cutting sets make a great job of cutting tidy holes in fibreglass. You can also get some very neat hole cutters for aluminium.


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Budgeting Your Kit Build

Budgeting A Build How much is a kit car going to cost to build? And should you even bother trying to set a budget? TRYING TO BUDGET for a kit car build is a notoriously tricky thing to get right and the reality is that we rarely come across any private builder who has built their car within the original budget they set themselves. But can it be done, and if so how? Alternatively, should you even worry about setting a budget at all? As you might expect, there’s certainly no definitive answer on this, and what works for one person, may not for another. Let’s deal with the basics first...

BUDGET, WHAT BUDGET? Do you need to set a budget at all? That might sound like a daft question, because you’ve got to have some idea of how much a potential project is going to cost, don’t you? While we’ve no doubt that knowing approximately how much a car may cost to assemble will be useful, how accurate does it need to be... to the nearest few hundred pounds, the nearest £1000? How about the nearest £5000? Before you answer that, ask yourself a secondary question. How quickly do you want this car to be finished? If the answer is within, let’s

build. Perhaps we should first make it clear what we mean by budgeting. What we’re talking about is working out how much a kit car will cost to complete, by looking at all the various components required to assemble it. Most of us have some idea of the amount of money we can allocate to a project, so it’s important to know that the car you’d like to build can be achieved within that figure. When CKC Project Car Builder, Ashley Gardiner worked out a budget for his Haynes Roadster project, he started with his maximum possible spend and then took away from this pot of money all the items he needed to buy. Once he felt sure he could build a car he would enjoy for the funds he had available, he began the project... and came in £920 under his maximum spend of £4000, at just £3080 (excluding IVA). Impressive. If you know exactly what your limit is, then this is certainly one way of viewing the budgeting process. More usual is the cumulative route, whereby you start with nothing and then add up the cost of all the

say, two years, then your budget needs to be reasonably accurate. But if the answer is ‘it’ll be finished when it’s finished’ and you’re not bothered when that might be, then the budget can be more flexible. Why? Because if you run out of cash and need to save up before buying a set of wheels, then the project deadline can just extend to accommodate the period while you are saving up. And it doesn’t matter whether you are building on a tight budget or one that ends up being substantial. We’ve met individuals that have successfully worked on this basis while building Locost kit cars for £1500 and top end Cobra replicas for £50,000. If you’re not bothered how long it will take, then the budget becomes potentially irrelevant. But extending a build over a very long period isn’t for everyone, and it can often be the way in which projects never get finished, because momentum and enthusiasm gradually fade away. So for most of us who would like to build a car within a relatively short timeframe (sub two years) it can be more important to realistically budget for a

Make sure you compare like with like. Some chassis will come powdercoated from the factory, others will expect you to do the work.

various items you’ll need to complete a car. An Excel spreadsheet is absolutely the way to go about this, being easy to adjust, add in extra items or take away things to instantly reveal a final figure at the bottom. Vitally, it’s also the easiest way to compare seemingly similar products from different manufacturers.

KIT COMPONENTS This is where you need to be on your game. There is no set criteria by which a kit package is supplied, so a basic kit from one manufacturer may not include all the components included within another manufacturer’s basic kit package. For instance, a basic body/chassis kit from one may include the fabricated wishbones, while from another these

While budgeting for the purchase of a donor car can be easy, budgeting for the costs of refurbishment can be tricky. Allow a generous contingency.

Don’t expect there to be a

standard for what’s included in a basic body/chassis kit. They can vary enormously. This is a comprehensive Westfield kit package.

Here’s James Griffin one final time, with his

Westfield now complete. Buying a complete kit meant he could budget quite accurately.



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component, but rather hundreds of smaller items that cost under £100 each. Brake lines, clips, hoses, nuts and bolts... all can have a significant effect on the budget.


might be included within a separate suspension pack (offered at additional cost). Similarly, one chassis might be supplied with a rust preventative coating (such as powdercoating), while another is supplied bare and requires subsequent treatment. As such, any comparative Excel spreadsheet should, as far as possible, list separately every last item needed in the assembly process. In this way you can clearly identify what’s included and what’s extra, and adjust the figures accordingly.

LIKE FOR LIKE It’s also important to compare like with like, so it wouldn’t be fair to compare the stainless steel exhaust system from one manufacturer, with the mild steel option from another. Even identifying these discrepancies can be helpful, because it then makes you decide which you’d like. If only a stainless exhaust is good enough, then you need to adjust the costings accordingly.

LOOK AFTER THE PENNIES Don’t forget the smaller items. As we’ve already suggested, most of the people we meet overspend on the budget they originally had in mind, but ask them where the extra cash has gone and it’s never on one big

Very few manufacturers supply every last nut and bolt needed to build a car and that will typically mean dealing with aftermarket suppliers and second-hand donor components. It may be that you’ll buy a complete donor car, as we at Complete Kit Car magazine did with the Mazda MX-5 for our MEV Exocet, or you might be buying individual donor components from a breakers. Either way, not all of it will be serviceable and much of it may need rebuilding or repainting. Although very difficult to cost within a budget, make sure you leave a reasonable allowance for this process. When you finally place your order and start the build, it’s easy to get carried away and swap the reconditioned items you budgeted for in favour of expensive upgrades. At this early stage in the process, the bank balance can look temptingly flush. It’s very easy to overspend at the rolling chassis stage, only to find you’ve run out of cash when it comes to the important finishing touches, such as interior trim and paint etc.

It’s the smaller items that often cause budgets to go astray. project, leaving little in the pot for later.

up cheaper by the time you add in the relevant components to make the cheaper product accurately compare. Just the process of doing a budget will help you narrow down what you can do without in a build, and what you consider vital. It should also make you question exactly what you can achieve at home and which areas you may need to call in expert assistance. Not convinced you can do a decent trim job of the interior? Then make sure you budget for the manufacturer’s trim kit or employing a local trimmer to make something from scratch.



When it comes to aftermarket suppliers of new components, you once again need to be as comprehensive as possible and make sure any comparisons with other kit cars are done on a like for like basis. A kit car that initially appears more expensive, may end

Throughout the whole budgeting exercise you should be realistic about what you want, and what you are prepared to forego in order to achieve your dream build. If you know that your standards are high, but in order to build your dream car you’ll have to make compromises that mean the end result may be a disappointment, then you will be better off building something you can more easily afford, yet which you can

A compehensive trim set can be very expensive. Stripped out track cars are easier to budget accurately.

Don’t forget the legal costs of getting your car road legal. IVA, first

registration fee etc all add up.


It’s easy to get carried away

with performance upgrades that you’ve not budgeted for, particularly at the early stages of the


build to a standard you can be proud of. If that means the Cobra replica you’ve always wanted will have to wait, so be it.

PAPERWORK And last but by no means least, don’t forget the paperwork cost of completing a kit car. The chances are that your kit will need an IVA test (possibly a retest), first registration fee and you’ll need to insure it. All of which can add up. Budgeting for a kit car build needn’t be complete pot luck if you are realistic about your ability and expectations, and you are meticulous in making sure that any comparisons you make between different manufacturers are on a like for like basis. 

WE’VE DONE IT! As an example, we’ve prepared a comparative Excel spreadsheet that we think includes most of the items you may need in a typical kit car project. You can download it from our website and add in any extra fields you may need to tailor it to your own kit car. Go to




Page 34

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The Theory

CKC’s Rough Guide To IVA 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 an Individual Vehicle Approval (IVA) test and then a registration procedure. Registration is looked at elsewhere

in the 2012 Encyclodepia of Kit Cars, 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 run by the Vehicle and

Where the donor retains its structure in an unmodified form, such as for this Triumph Herald based Sammio or the current crop of Ferrari bodykits which use unmodified Toyota MR2s (such as the JH Classics DGT V2

Operator Services Agency (VOSA) and is available in two different levels of test – Normal IVA and Basic IVA (BIVA). Kit cars will always fall into BIVA. When looking at any information about IVA, make sure that you are always referring to BIVA regulations and not Normal IVA, where the tests are quite different. Within BIVA there are then different sub categories of test. Category A is for amateur built kit cars which typically means anyone building a car at home for their own use. Category C is for anyone in the

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

You’ll be tested under Basic IVA (BIVA) regulations and typically undergo

a Category A test for an amateur built car. But you will need to prove that the car has not been built by a business, and pictures showing the assembly in your garage at home can be useful.


), then you don’t have to do an IVA test.


business of building cars, and Category L is for a car built by a low volume manufacturer. Each will have a different set of criteria that must be met at the test, with Category A being the most flexible. It’s very important that you are able to demonstrate to VOSA that the vehicle meets the prerequisits for undergoing a Category A test, and this is best achieved with original purchase receipts and photographic evidence of the car having been assembled in a home environment. BIVA can appear daunting and often confusing – not helped by the pub ‘expert’ with stories of different testing stations following different rules and certain sections of the test being open to wide interpretation. While it certainly 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

036-040 Rough Guide To IVA 2012:CKC Advert Template



Three-wheelers currently continue to go through the older motorcycle SVA (MSVA) test.

You can drive your car to the IVA test centre, which may give you a chance to bed in the

You’ll find links to the relevant website in the Useful Contacts panel in this feature.

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 understood that the identity of the original car is retained and, therefore, it can’t go through a BIVA test. This would be relevant for the plethora of Ferrari replicas based on Toyota MR2s (so long as the main chassis structure isn’t chopped). However, the regulations regarding modified donor chassis are also outlined on the 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 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. ENCYCLOPEDIA of KIT CARS 2012

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brakes, but it may otherwise be prudent to use a trailer.


(we cover them briefly in the accompanying panel) and we’d recommend you download both the

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 18 testing stations scattered around the country (see Useful Contacts panel for details). The test looks at all manner of aspects relating to the car, from the correct E-marking on glass, to the efficiency of the braking system and accuracy of the speedo. Your kit manufacturer should be able to give you comprehensive advice as to how to prepare your car to ensure it passes the test. If you choose to fit items that are not recommended by the manufacturer, then you may expose your car to a potential point of failure. It’s not possible to cover all the various areas of the BIVA test here

IVA Inspection Manual (be careful to refer only to the section devoted to BIVA) direct from the Vehicle and

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.


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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.


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


Larger 19mm



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

radius key being used on lower edge of dash.

the road. Wipers must return automatically to the rest position and operate at two different cycle speeds (outlined in the manual). Washers must work effectively, have a reservoir of at least one litre and the system must withstand a nozzle being blocked while in use without blowing off pipework.

SEATS 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 your kit car project, it’s worth contacting your nearest IVA testing station to find out what the lead time is from booking a test to actually having the test done. This varies from site to site, sometimes being just a couple of weeks but

Seats must be firmly located. IVA requires

Separate squabs and backs must be located

the fitment of a headrest, either as part of

properly, and not left loose. Spreader

the seat or as a separate pad.

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 this

position and method of construction. Belts


must display approved markings.


Inertia reel belts must operate smoothly and

Not all belts are type approved for road use –

retract correctly.

check carefully.

Above 150mm from floor: No radius of less

There is an exempt area on the dashboard

than 2.5mm on any item contactable with

behind the steering wheel.

165mm test sphere. Except within specified

RADIO SUPPRESSION All light heights (and position in from the

zones or where items project less than

Watch that everything is tidy underneath the

3.2mm from surface – need only be ‘blunted’.

dash. It may be necessary to put a cover

Below 150mm from floor: Items contacted

under the dash to protect occupant’s knees

with a 100mm sphere must be ‘blunted’.

from touching brackets etc under the dash.

The lower edge of the dash panel must have

Make sure all switches and gauges comply

a radius of at least 19mm.

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

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 – take

correct warning lights (clearly identified) on

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 or

Panel continued on page 28

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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.

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 ensure your car is insured (using the chassis number for identification) and it is also your responsibility to ensure the car meets both Road Vehicles (Construction and Use)

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

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

The brakes come in for a

treatment. Heat shrink tubing can be used to blunt the edges of nuts. Suspension bolts etc can

more onerous test in IVA.


Further on MSVA

have plastic caps added to achieve the same result.


Vehicle axle weights being assessed.

036-040 Rough Guide To IVA 2012:CKC Advert Template

IVA GUIDE 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 pear-shaped! Hiring a trailer is an obvious alternative. Once at the testing station you’ll need to be on hand throughout the test, which may take several hours. If the inspector finds some minor faults, he may give you an opportunity to correct them on site, so it’s very important that you go along with a good selection of basic tools. If there’s a more major problem with the car that cannot be rectified on site, then the tester will probably continue the test, issue a failure sheet 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.



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mirror can be used instead. Field of

edge. Watch out that some race wing

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

have a radius of less that 2.5mm if they stand

with BIVA.

proud of the bodywork by more than 5mm. Cycle winged vehicles will be checked for projections from the front only. Area ‘inside’

Watch that flip-top filler caps have the

the wishbones (where the coil-over is) is

correct radius edges. The cap must either

exempt. Items within the wheel ‘dish’

lock, or be tethered to the surround.

exempt from projections. But wheel spinners/wingnuts are specifically not


allowed. Windscreen, headlamps and even

Watch side-mounted exhaust mounting

windscreen 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.

COSTS OF GETTING ROAD LEGAL BIVA test £450 MSVA £104 Retest if nec. £90 MSVA retest £17 Trailer hire if nec. – First registration fee £55 12 month road tax – (dependent on engine) Insurance –


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 are securely

including chassis, drivability etc.

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


Braking performance is tested on rollers.

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

Where there is bias bar control for the


front/back brakes, this must be rendered

BIVA FORM FILLING So what forms do you need to fill in? IVA1

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

inoperable, by way or lockwiring etc. Later

Brake balance is tested. If you can, get this

adjustment may invalidate approval. See the

assessed prior to the test.

Inspection Manual for full details.


A maximum decibel reading of 99dbA measured at three-quarters of the engine’s max. power speed.


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

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! 

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

IVA – This Time It’s For Real CKC was one of the first in the UK to present a car to be put through the IVA procedure. Here’s how we got on.

mirrors), the car was effectively in its SVA approved state, making the comparison with IVA all the more relevant.

IVA – THE 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 undergone updated training for the new test. Here we’ve reprinted the feature in full, updating information where necessary to reflect any subsquent changes.

Having been working closely with the 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

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.


2 IVA inspector David Wilby began the assessment by

checking the manufacturer’s plate and chassis number.


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

3 Manufacturer’s plate must display all the required


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, 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.

6 There must be clear identification, including the correct

the AK, and watched proceedings carefully.

symbol, to show what sort of brake fluid is used in the system.



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

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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.


on the right side (offside) of the car, where previously the position wasn’t 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 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. ENCYCLOPEDIA of KIT CARS 2012

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.

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 SVA 42

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

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 an accident). Exemptions to this test include the pedals and any seat

041-046 IVA Test 2012:CKC Jan 09



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

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

adjusters. Items touched by the sphere do not need to meet the 2.5mm radius requirement of items higher up in the cockpit area, but instead must be ‘blunted’. 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). *This is now no longer the case – with an electronic immobiliser system fitted by the builder being acceptable*. 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, ENCYCLOPEDIA of KIT CARS 2012

Page 43



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

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.

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

but it must be permanently fixed. The following link may provide an affordable solution… 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. 43

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

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:

041-046 IVA Test 2012:CKC Jan 09




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The Practical

its rear numberplate provision. While his car is already registered and has a 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

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

22 Headlight height measured. IVA rules have now been


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 Emarked. There are also positional requirements for both lamps. 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

section of the plate he’s used. This would 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 (*subsequent changes to IVA now mean that any key can be used, not just 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


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

road. On the AK, the large flip top filler is fine, but the same would not be acceptable for any typical aero-style filler, 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




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


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.


041-046 IVA Test 2012:CKC Jan 09



Page 45

describe these requirements, and the best 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 un-adjustable 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 has now been changed to allow systems which run a balance bar to be rendered inoperable by mechanical means... lockwiring being acceptable. However, you may also be required to place a sticker beside the balance bar to warn future owners that any subsquent altering of the system may render the IVA Approval invalid*. This may

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). *This has now expired*. 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

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

28 Anthony moves the AK onto the ramp. The test is nearly over and the AK has passed most of the assessment easily.



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 bring the car to a halt. The 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 *now 25 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


A tinted windscreen must allow at least 70% of the light through. This screen is fine.

Brake assessment is onerous, and the balance bar on a twin master cylinder system must be rendered inoperable.



David checks around the fuel tank to make sure there is no likelihood of it being punctured in an accident. 45

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

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The Practical

E-marked windscreen

again checking for anything loose and also the operation of the steering and 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.

Brake master cylinder identifications


Mandatory dash warning lights and identification of all controls

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.

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

Headrests Tethered fuel filler cap Exhaust noise Anti-theft device, if no steering lock

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 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. 

Rear fog and reversing light operation Brake bias controls locked off permanently Correct brake performance split balance correct. *It’s worth pointing out that this does not appear to be the hurdle we had feared and we are not getting feedback to suggest that cars are failing because of it*.

UNDER THE CAR 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



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


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.

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




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048-049 Registration 2012:CKC Advert Template




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The Theory

CKC’s Rough Guide To

REGISTRATION It’s vital that your kit car is correctly registered. It may be that you can retain the donor’s registration, are eligible for an age-related plate, will have a Q-plate or may head for a brand new, current year registration. Here’s your guide. 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: The Murtaya pictured above,

CKC’s own Murtaya was allocated an age-related new registration, since it used most components from the one donor car.

If you build a car using all new components (as in this

Westfield), or with one component refurbished to as-new, then you can apply for a brand new, current year registration number.


048-049 Registration 2012:CKC Advert Template



Page 49

Use parts from a variety of different sources, then you will end up with a Q-plate. The only

This Ferrari replica isn’t a kit car in the conventional sense, but rather a bodykit, fitted

frustration with this plate is that, unlike the other options here, it’s non-transferable.

over an unmodified Toyota MR2. As such, the original car’s identity is retained.

which uses most of the components sourced from a single Subaru Impreza, including the engine.

• 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

Q-plate – If your car is made up of parts gathered together from all over the place, then it’s a Q-plate for you. Example: A typical Lotus Seven replica using a motorbike engine, Ford suspension components, aftermarket brakes and a mix of other parts taken from a variety of sources. Donor plate – If your car uses an unmodified chassis and running gear from a previously registered car, then you’ll retain the donor’s identity, but you 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 test 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...

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

• IAC certificate (see the Rough Guide To IVA section) • Driving licence • Insurance certificate (still using the chassis number)

Kits come in all shapes and sizes. When you apply for registration, make it clear what result you are looking for... and know your stuff. More often than not you’ll get what you want.



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

050-051 Rough Guide To Insurance 2012:CKC Advert Template




Page 50

Getting Your Kit Car Covered

CKC’s Rough Guide To

INSURANCE Kit car insurance is often cheaper than you might expect, 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. But there’s more to it than just a policy for when you drive the finished car.

GOODS IN TRANSIT Unless you have arranged for your chosen kit car manufacturer to deliver your kit package to you, the chances are that you will have hired a van or trailer on which to transport the parts home. Are these covered by

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.

the hire company? Are they covered by your own car cover? Unlikely. Thankfully, you can get cover specifically for this period of the kit’s life, before it even reaches your home, but after you have paid out for the parts.

BUILD-UP COVER Before your car is complete you’ll already be investing significant sums in the kit components from the manufacturer, as well as parts from specialist suppliers such as engine builders etc. The reality is that these components could well be in your ownership but not in a complete car form (and then covered in a conventional policy) for some time! Several companies offer build-up cover. Generally speaking, this will be based on an agreed value of the parts in your possession, and will be for a minimum period of 12 months. So long as the garage is near to your house, cover can be offered by those companies we approached. You’ll typically have the option of two levels of cover, accidental damage, fire and theft or just fire and theft. We’d recommend you opt for the more comprehensive level of cover.

ROAD COVER This is obviously the core area of cover that will affect anyone owning a ENCYCLOPEDIA of KIT CARS 2012


050-051 Rough Guide To Insurance 2012:CKC Advert Template



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CKC followed Jack Tait’s build of an MK Indy in Running Reports. He started the build

We’d always advise you to join a club, not just because it’s a great social scene, but you could also save money on your insurance. Typical club discounts are 15 per cent. You may also

while just 17-years old. Not all insurance companies offered cover when the car was finished

be able to get an agreed value on your car.

and he was still only 18, but he did eventually get insured on a 1500 limited mileage policy.

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 premiums. Typically you can limit your mileage to as little as 1500 miles in a year. You may also be able to set an agreed value for your car, in case the worst happens and you need to replace it. As with mainstream insurance, you can opt for fully comprehensive, third party fire and theft, or just third party, depending on your needs or to also help tune your premium.


relevant kit car club for your car. Most insurance companies offer a discount policy to club members, usually in the region of 15 per cent. Joining the CKC Subs Club by subscribing to our monthly title can also bring this benefit with some insurance companies.

If you are planning to take your kit car on a track for either a track day or full competition event, then your standard road policy will not cover you. You may choose to take out an additional policy, usually issued for the specific day(s) in question. Limitations to the cover may well come into play, so that if you hit the Armco you’ll be covered, but if the engine simply lets go on the main straight it probably won’t be covered. You will also find the excess is usually quite high, typically at 10 per cent of the insured value.

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


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

Track days are a great way to get the best from your kit car, but your standard policy is

One good way of guaranteeing a competitive quote is to join the

unlikely to cover you. You can get specific cover for track days (and competition use) via some insurance 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. Adrian Flux W: Footman James W: Glynwood Insurance Services W: Graham Sykes W: MSM Insurance W: Osborne and Sons W:






Page 52

I’m as passionate about kit cars as you are, which is why I think you’ll love our insurance deals.

Adrian Flux Insurance Services has been built around the enthusiast markets.We have specialist teams dealing with your request, whoever you are and whatever you drive, providing you with a tailormade policy based on your own personal requirements and driving history. This means that when you ring us, we’ll always endeavour to find you the best possible rate available. So please call us today for a free, no obligation quote.

FREEPHONE 0800 081 8989 Quoteline hours: Mon to Fri 9am-7pm | Sat 9am-4pm Authorised and regulated by the Financial Services Authority.

e l l e h c Ra Rachelle. Retained Business Team Manager. Adrian Flux.








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Page 53

Just get out and drive... …. and leave the rest to us. With over 20 years experience of insuring kit and specialist cars we take pride in our service. You are a friend not a number – but 7’s welcome!

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

01543 675163

No need for transferable no-claims

for quotations and advice

Free 90 days European cover

Discounts for club members, limited mileage and drivers

Legal expenses/uninsured loss recovery cover included

UK & European breakdown cover available for just £48


7 Bridge Cross Road Burntwood Staffs WS7 2BU


T: 01279-870535 E:


054-056 Parts 2012:CKC Advert Template




Page 54

Bits & Bobs

Whether it’s finding a supplier for nuts and bolts, or a specialist to paint your pride and joy, locating the right parts and suppliers can be tricky. Here’s our guide and useful suppliers listing to get you on your way. BUY A COMPREHENSIVE kit package from the likes of Caterham or Westfield and it should include every last nut and bolt you’ll need before driving your car out of the garage. But that’s not how most kits are supplied. The majority are offered in a number of different modules, such as a chassis pack, bodywork pack, lighting pack etc. You buy what you need or can afford at the time, and then get the rest as and when you want. But even then, the chances are you’ll be looking beyond the kit manufacturer for many of the items needed for the build. What about the donor car bits, the cooling, carpets, wheels and tyres etc? In some instances you may need additional nuts and bolts, while at the other end of the scale you may want to get the car painted... but where do you find the companies offering these services, and why does it matter? As you would expect, at Complete Kit Car we see a lot of privately built kit cars as we scout about the kit car shows looking for possible cars to feature... and it’s often easy to see the cars built by a kit car beginner! We’re not just talking about poor finishing, but

instead poor selection of components. In particular, this may be the use of a variety of non stainless fixings that are going rusty after the first covering of road spray, or perhaps the use of domestic carpeting that will fall apart and go rotten within a year. Selecting the right components will improve the finish of your car, it may improve the way your car handles and drives and it will almost certainly be cheaper than using your nearest Halfords! So, what should you look out for and where will you find them?

Finding the right parts, such as these tiny LED indicators from Digital Speedos, can be tricky when you are new to the scene and don’t know what’s available.

term result is well worthwhile. Your nearest auto factors will invariably have small quantities of the wrong type of fixing. However, there are a number of companies who advertise in the magazines and who regularly attend all the kit car shows. Go along with a shopping list.

Nuts and bolts – At the very core of every kit car project are the fixings that hold it together, and they can vary enormously in quality and type. First and foremost, they must be to a strength suitable for the job, so a bolt holding a suspension wishbone to the chassis is unlikely to be made of stainless steel and should have markings which clearly identify its tensile strength. But other fixings for holding the dash in place, or locating smaller items within the engine bay can be in stainless. As already mentioned, this will stop them going rusty and, despite the increased cost of stainless over mild steel or galvanised fixings, the long-

Electrical items – You may modify your donor’s loom, use a kit manufacturer’s loom, use an aftermarket loom, or make your own from scratch, but poorly executed electrics are another novice weakness. And it will come back to bite you, with inherent unreliability. Joining one bit of wire to another is usually where the problems start. So we’d recommend you use crimped connections, but with bare connectors with an over cover, rather than the blue integral connector and cover you typically find. The crimp tools cost a fraction more, but you’ll save money buying the connectors in bulk. Where from? Various specialist companies advertise in this Encyclopedia, and

Some companies can supply a complete interior trim kit, but many will not, leaving you to source either the parts, or the companies that can make something for you.

A simple engine

bay is a sure sign of an experienced builder, or a newbie with an eye for detail.



they’ll all be able to help you over the phone. Alternatively, get to one of the shows. Fixings – We’re talking about the things that hold wiring in place and stop brake and fuel lines flopping about. Not only will the way in which items are fastened to your car be inspected when your car goes through IVA, but it’s amazing how scruffy a car can look if the wrong methods have been employed. Your local auto factors will offer some of what you need, but once again in small quantities and at inflated cost. Take time to have a look at what other people have used and then have a look at any one of the general parts suppliers listed in the directory opposite. There are a myriad of different ways to locate wiring or fasten your brake lines, so choose carefully, but make the effort. Mechanical components – We can’t hope to cover this large aspect of any kit car build in a single page, but the directory opposite should point you in the right direction when

054-056 Parts 2012:CKC Advert Template

it comes to donor components, cooling, brakes, engine tuning and much more. And as wilth all the sections mentioned here, for more advice it’s always worth joining an owners’ club or an online forum to find out what other people with the same car have done. Trim – If you don’t want to buy the trim set offered by your manufacturer (or they may not offer



Page 55

Paint – If your car needs painting, then it’s worth using a bodyshop with extensive experience of painting fibreglass panels. This is also one area where it’s very true to say that you get what you pay for.

such a thing), then you not only need to source the carpet/vinyl, but also the underlay, foam padding and the adhesive needed to fix it. Domestic carpet is not designed for exterior use, and it will soon deteriorate in an open-topped kit car. Several companies offer carpet and vinyl and all will be happy to send you small samples in the post. Get lots of samples, because they can vary enormously.

We can’t hope to cover all aspects of a typical kit car build here. However, the main point to remember is that when you need something which isn’t supplied by the kit

manufacturer there will, always, be a quality solution beyond what you’ll find in your nearest auto factor. And getting the little details right is the difference between a well finished car and one that looks rushed. It’s also invariably the difference between a reliable kit car and one that isn’t. Use the Directory below to source your parts. You should find just about everything you’ll need from these companies. 

Holeshot Racing T: 028 3882 0026. W: LS Power T: 01949 843299. W: Partsworld Performance W: Performance Unlimited T: 01904 489332. W: Piper Cams T: 01303 245300. W: QEP (Cat Cams) T: 01444 243720. W: Ultimate Performance T: 01604 771221. W: Yorkshire Engine Supplies T: 07960 011585. W:

PARTS DIRECTORY ENTRIES MARKED IN red also carry an advert with more detailed information over the next few pages. Please mention the Encyclopedia of Kit Cars when speaking to them.



Autocar Electrical Equipment (Lumenition) T: 020 7403 4334. W: KMS T: +31 (0) 402854064. W: Omex Technology T: 01242 260656. W: Trigger Wheels E: W:

AP Racing T: 024 7663 9595. W: EBC Brakes W: Ferodo W: HiSpec Motorsport T: 01322 286850. W: Mintex W: MNR T: 01423 780196. W: Pagid W: Rally Design (Wilwood) T: 01227 792792. 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:

BHB Extreme T: 0800 500 3066. W: 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:




Forge Motorsport T: 01452 380999. W: Pacet T: 01628 526754. W: Pro Alloy Motorsport T:0845 226 7561. W: Samco Sport T: 01443 238464. W: Silicon Hoses T: 0845 838 5364. W: Viper Performance: T: 0845 0953 423. W:

BGH Geartech T: 01580 714114. W: CG Motorsport T: 01132 426359. W: Elite Racing Transmissions T: 07976 487861. W: Quaife T: 01732 741144. W: Tran-X T: 024 7665 9061. W:



Auto Electric Supplies T: 01584 819552. W: IEM Services T: 01209 214086. W: Vehicle Wiring Products T: 0115 9305454. W: World of Wiring T: 01782 208050. W:

Elite Racing Transmissions T: 07976 487861. W: Lynx AE T: 01908 510000. W: MNR reverse box T: 01423 780196. W: Quaife T: 01732 741144. W: Westgarage Engineering T: 01383 850480. W:

BGC T: 01945 466690. W: Earls T: 01803 869850. W: Hosetechnik T: 0845 838 5364. W:

ENGINE SPECIALISTS AB Performance T: 01449 736633. W: Avonbar T: 01279 873428. W: British American Engines T: 01903 521618. W: Burton Power T: 0208 518 9189. W: Cambridge Motorsports Parts T: 01462 684300. W: Cat Cams T: 01444 243720. W: Dee Ltd T: 01926 311915. W: ENCYCLOPEDIA of KIT CARS 2012

INSTRUMENT/GAUGE SUPPLIERS Acewell T: 0191 640 8663. W: Digital Speedos T: 07967 676703. W: ETB Instruments T: 01702 601055. W: Race Technology T: 01773 537620. W: Racetech T: 01491 822000. W: Revotec T: 01491 824424. W: Smiths (via Europa) T: 01283 815609. W: 55

054-056 Parts 2012:CKC Advert Template




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Trade Directory

SPA T: 01827 300150. W: Stack W: Trailtech T: 01896 753111. W:

PROPSHAFT SERVICES Autoprop T: 01342 322623. W: Bailey Morris 01480 216250. W: CPS Drivelink T: 0191 4821690. W: Dunning & Fairbank T: 0113 248 8788. W: Reco-Prop T: 01582 412110. W:

KIT CAR BUILDING SERVICES Archie Ash T: 07974 342884. W: Arden Automotive T: 01235 813161. W: Automotive Solutions and Racing T: 01773 719287. W: Birch Brothers T: 01274 834921. W: Kit2kar T: 07848 246041. W: RPM Sports Cars T: 01202 722030. W: Thunder Road Cars T: 020 8502 4090. W: Southways Automotive T: 07976 531824. W: Sussex Kit Cars T: 01435 812706. E:

RUST PREVENTION GEP T: 07809 686788. E: Electrostatic Magic W: KBS Rustseal T: 01803 527961. W: ROLLING ROAD/SUSPENSION TUNING Atspeed T: 01268 773377. W: Daytuner Performance T: 01423 523323. W: John Clarkson Autos T: 01257 263879. E: Northampton Motorsport T: 01604 766624. W: Track Developments T: 01666 840482. W:



Talon Motor Fabrication E:

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:

MISCELLANEOUS Aluminium fabrication – Alimax Motorsport T: 01594 861444. W: Aluminium fabrication – Bogg Brothers T: 01944 738234. W: Aluminium welding – Alarming Entertainment T: 01702 5863078. W: Carbon Mods T: 01782 324000. W: Fibreglass repairs/development – Dynamic Mouldings T: 01454 222 899. W: General engineering – Big Jim Racing T: 07812 448 984. W: Heater – T7 Design T: 07595 975777. W: Powdercoating – Electrostatic Magic Thread repair kits – Uni-Thread T: 01803 867832. Trailer manufacturers – Aluminium Trailer Company T: 01844 353539. W:

SECOND-HAND KIT CAR SALES Absolutely Kit Cars T: 01702 231319. W: Hallmark Cars T: 020 8500 1991. W: Sussex Kit Cars T: 01435 812706. E: Total Headturners T: 07711 630348. W: Toybox Specialist Cars T: 07976 701902. W: SUSPENSION COMPONENTS Dampertech T: 01709 703992. W: Protech Shocks T: 01225 705553. W: Supaflex T: 01749 678152. W: TOOL SUPPLIERS Craybell T: 01772 700751. W: Draper T: 023 8049 4333. W: Milli-Grip T: 01273 494844. W: Memfast T: 01386 556868. W: Perm-Grit Tools T: 0800 298 5121. W:

NUTS, BOLTS & FIXINGS LBF T: 01263 713498. E: PAINTING/BODYSHOP SERVICES Auto Mirage T: 01253 734743. W: IDL UK T: 01424 854900. W: Lee’s Bodyshop T: 01332 331764. W: Pinewood Body Repairs T: 01304 203020. Precision Paint T: 01823 666289. W: Southside Accident And Repair Centre T: 020 8317 1111. W: SMS Autospray T: 01406 371504. W: Specialised Paintwork T: 0118 930 6206. W: www.specialised The Colourworx T: 01637 873218. W:

TRIM SERVICES Gabbat & Brown T: 01704 821105. W: M&M Classic Car Components T: 01775 762004. W: Seals+Direct T: 0845 226 3345. W: Woolies T: 01778 347347. W: WHEEL SUPPLIERS Alcar T: 01622 713800. W: BK Racing W: Compomotive T: 01902 311499. W: Force Racing T: 0113 252 5507. W: Hawk Cars T: 01892 750282. W: Image Wheels T: 0121 522 2442. W: John Brown Wheels W: Midland Wheels T: 01926 817444. W: Momo T: 01268 764411. W: Performance Wheels T: 01530 517920. W: Team Dynamics W: TSW T: 01908 625625. W: Wolfrace W:

PARTS SUPPLIERS (GENERAL BROCHURE) Burton Power T: 020 8518 9189. W: Car Builder Solutions T: 01580 891309. W: Demon Tweeks T: 0845 330 4751. W: Europa Spares T: 01283 815609. W: Furore T: 07905 897407. W: Kit Parts Direct T: 07895 864500. W: Machine Mart T: 0844 8801250. W: Merlin Motorsport T: 01249 782101. W: Rally Design T: 01227 792792. W: Richbrook W: ENCYCLOPEDIA of KIT CARS 2012





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Paint solutions for your Kit, Custom & Classic car


Servicing, Repairs Personal Friendly Service Redline Oil Distributors

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


Tel: 01435 812706

Eve: 01424 424506




MEMFast New Rivet Nut Hand Tool MEMFast has launched a new, patented Rivet Nut Hand Tool capable of installing M4 to M10 rivet nuts in all materials (M10 purchased separately) – compact, durable, easy to use and assemble, it is packed in an aluminium case complete with ratchet spanner and allen key.

New For 2012 Remote Controlled Immobilisers

MEMFast is a major supplier of fasteners for sheet metal, plastics, GRP and composite materials together with hand installation tools, supplying more than one million rivet nuts per month to trade and retail customers around the world.

Ideal for parental control of a child's vehicle, or to minimise damage to Outdoor Activity Centre vehicles. Can be fitted to karts, buggies, quads, or even a hovercraft!

Standard or custom-built solutions available. 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. Give your vehicle the

For more information, please contact the company on: T/F: 01386 556868 W: E: ENCYCLOPEDIA of KIT CARS 2012


World Of Wiring factor




Page 58






Page 58








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The Cobra Set £449 including VAT & Delivery (UK Only) Set consists of: • 100mm Electronic Programmable Speedometer • 100mm Electronic Tachometer 4/6/8/10*/12*cyl • 52mm Fuel Level Gauge • 52mm Water Temperature Gauge • 52mm Oil Pressure Gauge • 52mm Voltmeter • Speedometer Sensor M12x1mm • Water Temperature Sensor 1/8”NPTF • Oil Pressure Sensor (inc. Warning Light Switch) • Fuel Level Sender Unit • Choice of Black or White Background Dials • SVA Compliant Bezels • Full Wiring Instructions Included • Traditional Floodlit Illumination

The DD2-LITE Digital Display System replaces all dashboard instruments with one compact, lightweight, anodised aluminium display module whilst providing a wealth of additional features over traditional gauges.

The 7 Set £249 including VAT & Delivery (UK Only) Standard features include: • 80mm Mechanical Speedometer 160mph • 80mm Electronic Tachometer 8000rpm • 52mm Fuel Level Gauge • 52mm Water Temperature Gauge • 52mm Oil Pressure Gauge • Water Temperature Sensor 1/8”NPTF • Oil Pressure Sensor (inc. Warning Light Switch) • Fuel Level Sender Unit • Choice of Black or White Background Dials • Choice of Black or Chrme SVA Compliant Bezels • Full Wiring Instructions Included • Traditional Floodlit Illumination


Includ ing V & deliv AT ery

ing Lap Tim ning & r a W a mer ble! Availa eed Ca GPS Sp pgrade Now U System

*Available Upon Request

T: +44 (0)1702 601055


r or of Silve Choice nodised Black A Casing m Aluminiu

• Speed (MPH or Km/h selectable)

• Road-legal Odometer

• RPM (Petrol or diesel engines)

• Trip Distance Timer & Counter

• Gear

• Average Speed

• Water Temperature (°C or °F)

• Acceleration/Decel. Timers (eg 0-60)

• Oil Temperature (°C or °F)

• Peak Value Memory

• Oil Pressure (PSI or BAR)

• Programmable Warning Alarms

• Fuel Level

• Programmable Speed Warning

• Battery Volts

• Adjustable Brightness & Contrast

• Clock Time & Date

• Neutral Gear Indicator

• Programmable Shift Lights

• 10 Minute Data Record

• Key Warning Lights

• Suitable for all types of Kit Car including Bike Engine Conversions

• Engine Hour Counter

Special Offer to CKC Readers! For a limited time only! Quote Code - CKC-P1 59

T: +44 (0)1702 601055




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Tel: 01132 426359 Mob: 07899 801391 Clutch specialists with 25 years experience supplying and manufacturing performance clutch kits.

Fast Road-Track Day-Drift-Competition Clutch Kits

We can build performance clutch kits to your specification for all kit cars including: Westfield • Locost • Gardner Douglas • MEV • Marlin DNA • Ultima • Tiger • Fury • Quantum Free technical advice • Bespoke clutch kits made to your specifications Single plate, twin plate, triple plate • Hyper single, carbon / metal Balanced & lightened flywheels Release bearings & hydraulic bearings • Performance brake discs & brake pads we also offer a same day clutch & drive plate rebuild service

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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 ISO9001 specifications. Supplying shafts to the standards demanded by Original Equipment manufacturers we can offer you the best options available at competitive prices.


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Page 64

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065:CKC Cover



Page 1




Manufacturer Profiles

068-069 Index 2012:CKC Edit Template




Page 66

Kit Cars

Models By Type


BUGGIES AND FUN VEHICLES Blitzworld Joyrider Deauville Doon Dutton Surf Jimini 2

79 85 87 89 105

COBRA REPLICAS AK 427 Dax 427 GD 427 Hawk 1.8/2.6 Hawk 289 Hawk Kirkham Madgwick SR V8

70 82 95 98 99 101 111

GT CARS Ultima Can-Am Ultima GTR Vortex GT3

139 140 141



83 84 90 97 94 110 117 118 121 122 123 124 130 135 136 143 144


SPORTS CARS Autotune Gemini Blaze F Blaze RR Dragon Electric Sports Cars Fury JBA Falcon Luso LM GT Shooting Break Marlin 5EXi Marlin Sportster MEV Exocet MEV Rocket MEV X5 SDR V-Storm Sebring Exalt Sylva Riot Vortex V2

74 77 78 88 93 103 108 112 113 114 115 116 125 126 134 142

Blackjack Zero Buckland B3 FRS 2 Triking

76 80 91 138


AB Sabre Spire GT-R

68 131

WEDDING CARS Beauford Imperial

75 102

4X4 Action Automotive Storm Warrior



REPLICAS AMX Astonish Autotune Aristocat Sports Autotune Can Am Chesil Speedster DNA 3Sixty, 4Thirty & 5cudo Furore F1 GD T70 Hawk HF2000/HF3000 JH Classics DGT V2 JWE Thruxton Lister Bell STR Luso LM Mini Nostalgia Classic 120/140 Nostalgia Classic C-Type Sebring SX

128 129 132 133 137


LOTUS SEVEN INSPIRED ROADSTERS Dax Rush Dax Rush MC Faroux Roadster MB1 GKD Legend GBS Zero Luso LM Sev-N MK Indy MNR VortX Quantum Xtreme Raw Striker Road Runner Racing SR2 Saturn Roadster Southways SuperCat Tiger Avon Toniq Westfield Sport Westfield Sport Turbo

Sebring TMX/MXR Southern GT Suffolk C-Type Jaguar Suffolk SS100 Jaguar Tornado TSC GT40

71 72 73 81 86 92 96 100 104 106 107 109 119 120 127 66

068-069 Index 2012:CKC Edit Template



Models By Name AB Sabre Action Automotive Storm Warrior AK 427 AMX Astonish Autotune Aristocat Sports Autotune Can Am Autotune Gemini Beauford Blackjack Zero Blaze F Blaze RR Blitzworld Joyrider Buckland B3 Chesil Speedster Dax 427 Dax Rush Dax Rush MC Deauville DNA 3Sixty, 4Thirty & 5cudo Doon Dragon Electric Sports Cars Dutton Surf Faroux Roadster MB1 FRS 2 Furore F1 Fury GBS Zero GD 427 GD T70 GKD Legend Hawk 1.8/2.6 Hawk 289 Hawk HF2000/HF3000 Hawk Kirkham Imperial JBA Falcon JH Classics DGT V2 Jimini 2 JWE Thruxton

Page 67

PAGE 76 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 99 100 101 102 103 104 105 106

Lister Bell STR Luso LM GT Shooting Break Luso LM Mini Luso LM Sev-N Madgwick SR V8 Marlin 5EXi Marlin Sportster MEV Exocet MEV Rocket MEV X5 MK Indy MNR VortX Nostalgia Classic 120/140 Nostalgia Classic C-Type Quantum Xtreme Raw Striker Road Runner Racing SR2 Saturn Roadster SDR WR3 V-Storm Sebring Exalt Sebring SX Sebring TMX/MXR Southern GT Southways SuperCat Spire GT-R Suffolk C-Type Jaguar Suffolk SS100 Jaguar Sylva Riot Tiger Avon Toniq Tornado TSC GT40 Triking Ultima Can-Am Ultima GTR Vortex GT3 Vortex V2 Westfield Sport Westfield Sport Turbo



PAGE 106

PAGE 116


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

PAGE 138


AB Sabre:CKC Guide 2009



Page 68

AB Sabre

MOST TRACK DAY cars start out as road cars, but not the AB Sabre. The company has no plans to offer it as a road car – it has been designed from the ground up as a no-compromise race car. Naturally, it will also excel in the track day environment. Part of this ethos was to make adjusting the suspension in the paddock very easy. That’s essential for race performance and entertaining for track days. If you start out with a Sabre in track day spec, it will be possible to progress to racing at a later date. In the Sabre’s last two races of the 2011 season at Cadwell Park, it won both with a lead of over 20 seconds. The Sabre can accommodate a number of motorcycle engines, from 1000cc units to the Suzuki Hayabusa or Kawasaki ZX14. The chassis is made from all round-tube steel and has been analysed in CAD. This allows virtual crash testing and may lead to FIA certification. Specification throughout the car is very high. We’re talking Ohlins dampers, aero section wishbones and anti-roll bars. Brakes are Wilwood four-pot calipers all-round with solid grooved discs (various upgrades being available). The kit price includes three days’ accommodation close to AB’s Suffolk factory. This is so that the team can tailor the car to the driver and get the driving position exactly right. It also ensures a good working relationship between the factory and customer. AB Performance, run by Andy Bates, is a motorcycle engine specialist with many years experience. Many of the cars running in the 750 Motor Club’s RGB Championship use engines that have been supplied by AB Performance. In 2011, the company received investment from Peter Jones on the BBC show Dragons’ Den. This has opened up a number of exciting possibilities that will be explored in 2012 and beyond.

SPECIFICATION CHASSIS: Tubular steel Tig welded spaceframe. Powdercoated in a choice of colours. BODYWORK: Nine-piece GRP body finished in self-coloured gelcoat. DONOR CAR: No donor parts. ENGINE OPTIONS: All current 1000cc motorcycle engines, Suzuki Hayabusa or Kawasaki ZX14 units. SUSPENSION: Inboard pushrod suspension working on aero section wishbones. Ohlins dampers. Tuning fork style anti-roll bars. STEERING: Bespoke AB components. Billet aluminium column incorporates paddleshift gearchange. BRAKES: Entry level Wilwood four-pot calipers on solid grooved discs. Optional upgrades. KIT PRICE: Complete kit including everything needed to complete car £22,000 plus VAT. BUDGET BUILD COST: £22,000 plus VAT. Turnkey car from £25,000 plus VAT.

SUMMARY – The AB Sabre is not a road car that has been adapted for track use – it’s a no-holds-barred race car that can be used on track days. It’s a very serious bit of kit.

AB Performance, Pie Hatch Farm, Brettenham Road, Buxhall, Suffolk IP14 3DZ T: 01449 736633 E: W:



Action Automotive:CKC Guide 2009



Page 69

Action Automotive

ACTION AUTOMOTIVE FIRST came to our attention with its original Storm Warrior, the full-sized, Range Rover based Hummer replica (the red car above). Now the company has launched a smaller version. The new Storm Warrior 2 Thunderwagon is more affordable, easier to thread down the street and more able to fit in your garage – it’s shown below right in prototype form. It’s not a kit as such but instead a body conversion based on the Land Rover Discovery (it can also be adapted to fit a Range Rover Classic). As such, it’s a simple build and is exempt from the IVA test. Easy to live with and maintain, too, as the panels are removeable for easy repair. The photograph below right shows the car fresh out of the mould in its natural gelcoat finish. At launch, it’s available in the four-door guise shown right. Later additions to the range will include a pick-up truck and a station wagon style body. Either way, it’s not much larger than the Land Rover it’s based on, despite the big car Hummer inspired styling. As well as being a straightforward conversion, it’s also affordable. The comprehensive kit is priced at £4495 (an introductory price for a limited time) and it includes the bodywork, glass, lights and almost everything else that doesn’t come with the donor car. With Discovery donors abundant at around £1000, it’s easy to see that a basic Storm Warrior 2 Thunderwagon could be completed from around £6000. Extras you may be tempted by include larger wheels (it will accommodate 31in or 33in tyres) and a fancy paintjob. Meanwhile, the original Storm Warrior model remains available as a fully built car.

SPECIFICATION CHASSIS: Standard Land Rover Discovery chassis (no IVA test required). BODYWORK: All GRP body. DONOR CAR: Land Rover Discovery. ENGINE OPTIONS: Any Land Rover Discovery engine, aftermarket conversions also available. SUSPENSION: As per Land Rover Discovery. STEERING: As per Land Rover Discovery. BRAKES: As per Land Rover Discovery. KIT PRICE: Comprehensive kit £4495 (introductory price for a limited time only). BUDGET BUILD COST: From £6000.

SUMMARY – Rugged, practical and simple to build, it’s easy to see the appeal of the Storm Warrior 2 Thunderwagon.

Action Automotive T: 0208 977 6186 M: 07886 451469




AK 427:CKC Guide 2009



Page 70

AK 427

FOR OVER 21 years, family run AK Sportscars has consistently delivered superb bespoke sports cars for Cobra enthusiasts both in Britain and, more recently, throughout Europe. It is renowned for excellent quality, sound engineering, exemplary customer service, value for money and punctuality. Increasing demand for its individual vehicles has resulted in expansion and development into the premier division of fake snake manufacturers. Chassis and bodies are made in-house, giving AK control over the high level of quality. In terms of design and engineering, AK uses a tried and tested formula – a well designed ladder chassis (with additional bracing), familiar XJ6 suspension and a quality fibreglass bodyshell. AK complemented its range in 2009 by launching its Generation II chassis based on more readily found XJ40 suspension. The AK team continually seeks to improve its products – for example, to ensure the AK 427 manoeuvres smoothly and effectively as a road car rather than a track day warrior, the company was the first to offer a productionised power-assisted steering package. Additionally, each Cobra can now be modified to dramatically increase leg room for the individual driver, ensuring that drivers well over 6ft tall should find this both a comfortable and luxurious car. AK is flexible and regularly supplies reconditioned donor packs to customers, whilst also incorporating part or full-builds. Operating from easyto-reach premises, visitors are welcome to visit the workshop to see all aspects of the manufacturing process – great for gaining real confidence in the company before ordering.

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 or Jaguar XJ40. ENGINE OPTIONS: Ford or Chevrolet small-block V8, plus others including LS engines. 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. Generation II chassis is XJ40 based. 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. Outboard brakes on XJ40. KIT PRICE: £3595 plus VAT for an extensive kit package. BUDGET BUILD COST: From £16,000.

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

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



AMX Astonish:CKC Guide 2009



Page 71

AMX Astonish

THE AMX IS an Australian designed body conversion for the world’s best selling sports car, the Mazda MX-5. K Sports Cars, which was established in 2008, has exclusive rights to manufacture the car in the UK. The business is run as an extension of the owner’s hobby. The MX-5 is well known for its excellent handling and the AMX Astonish adds exotic styling to the mix. But this is a car that appeals to the head as well as the heart. It has two qualities that really make it stand out: its low cost and its simplicity to build. Affordability first. Mazda MX-5s are very cheap these days, starting as low as sub-£1000 for an eminently useable car. To that, you need to add the Astonish kit. The basic kit is priced at £3765 and the lighting kit adding £750. K Sports Cars is not VAT registered, which also makes a saving. By the time you’ve added a paintjob and some alloy wheels, it’s possible to have completed an Astonish for around £6000. Building it will be a breeze, too. There’s no cutting or welding to the donor car’s structure. Once the surplus MX-5 panels have been removed, the Astonish panels simply bolt in their place using the same fixing points. Because it’s all standard MX-5 under the skin, the AMX sidesteps the IVA test, further boosting its simplicity and affordability. K Sports Cars estimates that it’s possible for the keen DIYer to put an Astonish together in just one or two weekends. It’s even possible to convert the car in two stages; it can be driven with just the front or rear built.

SPECIFICATION CHASSIS: Mazda MX-5 monocoque construction is retained in standard form. BODYWORK: GRP body using all original Mazda MX-5 mounting points. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: 1.6 or 1.8-litre four-cylinder. SUSPENSION: Mazda MX-5 double wishbones all-round. STEERING: Mazda MX-5 rack and pinion. BRAKES: Mazda MX-5 discs all-round. KIT PRICE: Basic kit £3765. Lighting kit £750. No VAT. BUDGET BUILD COST: From £6000.

SUMMARY – The AMX Astonish combines eye-catching styling with the acclaimed underpinnings of the Mazda MX-5. Ease of build and affordability are obvious points in the car’s favour, too.

K Sports Cars, Milton Keynes T: 07961 558007 E: W:



Autotune Aristocat Sports:CKC Guide 2009



Page 72

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 XJ6/V12 or later AJ6. 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: Standard chassis £1950, XJ40 £2485, Coupé £2500. Self coloured bodyshells £2300, Coupé £3000.

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.

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

Members: STATUS, British Racing Mechanics Association.

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



Autotune Can-Am:CKC Guide 2009



Page 73

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, 2in by 1in and 1in by 1in 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 £9251. Body pack £4585 (all prices plus VAT). BUDGET BUILD COST: From £25,000.

Members of STATUS at Manchester Metropolitan University British Racing Mechanics’ Association Autotune also involved in original Historic Race Car Preparation

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



Autotune Gemini:CKC Guide 2009



Page 74

Autotune Gemini

Comes with its own pedigree THE GEMINI HAS been on the scene for 20 plus 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 track days. 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 old-school 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: Originally 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 £1350. Bodyshell £1345. 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:CKC Guide 2010



Page 75


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



Page 76

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 allup 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 structure. 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 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



Page 77

Blaze F

THE BLAZE F is a body conversion that uses the MGF as its basis. With values of used MGFs in freefall (well 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 userfriendliness. 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! Blaze is currently offering the whole project for sale, and it will include the moulds and production rights. The green demonstrator (pictured right) is also available as part of the sale if required.

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. BUDGET BUILD COST: From £4000. PROJECT CURRENTLY FOR SALE: The Blaze F project, including moulds and production rights, is for sale. Interested parties should contact John Hewat using the contact details below.

SUMMARY – A straightforward project that results in a car with all-year-round 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:



Blaze RR:CKC encyclo 12



Page 78


Blaze RR BLAZE MOTORSPORT IS currently redeveloping the RR’s chassis to accept MGF components. It will accept the mid-mounted Rover K-series engine, gearbox, suspension, and many other parts, making it a true single donor car. With suitable MGF donor cars available for just a few hundred pounds, it really makes sense as the basis for a build. Alongside the MGF based Mk2 car, the original version of the RR will remain available. Engine options for this car include anything from the Ford Zetec to the Audi V8 complete with transaxle. A major consideration during the Blaze’s conception was its ease of build. Thanks to its mid-engined layout, a whole range of engine/transmission configurations can be fitted from common frontwheel-drive donor cars easily and cheaply. What’s more, the bodywork, devoid of any doors to hang, simply bolts to the chassis while the wiring loom is a simple operation of plugging it in. It shouldn’t pose too many unwelcome challenges to a competent builder at home. Add to that its combination of great looks, affordability (a budget conscious self-build will be around £7500), proven handling and durability, the Blaze RR has all the ingredients needed to become a kit car favourite. A future development will be the option of doors and full weather gear, making the RR a very practical proposition.

SPECIFICATION CHASSIS: Spaceframe made from square and round-tube steel. Fully triangulated. BODYWORK: Three-piece GRP bodywork supplied in white gelcoat ready for painting. DONOR CAR: MGF. ENGINE OPTIONS: MGF based car will use Rover K-series. Original Mk1 chassis can accept most power units from transverse engined cars. Anything from the Ford Zetec or Duratec to the Audi V8 with transaxle. Any motorcycle combination. SUSPENSION: Front – Double wishbones with adjustable coil-over dampers. Rear – Double wishbones with adjustable coil-over dampers. STEERING: Blaze designed steering rack and column. BRAKES: Discs all-round. BUDGET BUILD COST: From £7500.

SUMMARY – Proven underpinnings live up to the expectation conjured by the Blaze’s good looks. Not prohibitively expensive, either, so the Blaze RR looks like being a winner.

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



Blitzworld Joyrider:CKC Guide 2009



Page 79

Blitzworld Joyrider

BLITZWORLD OFFERS A range of off-road buggies. Options include those for kids, adults, 4x4 and two-wheel drive. The most kit oriented is the Joyrider, which is perfect of off-road use and can also be made road legal for Tarmac based fun. Throughout 2011, the Joyrider has benefitted from a series of tweaks and modifications to further enhance its appeal Suspension travel has increased, and so has the amount of head and leg room for the occupants. Almost any four-cylinder engine can be used in the rear-engined buggy, the most popular option being the 1.6-litre 16v unit from the Citroën Saxo VTS. With this engine, the Joyrider is capable of covering the 0-60mph dash in around four seconds and will go on to over 160mph. That’s phenomenal performance for a car that’s just as happy to get its underside muddy! The car also offers great value. Kit prices for the Joyrider start from £2995 including VAT, while ready-to-drive factory built cars start from £7995 including VAT. To give owners a chance to try out their cars’ mud-plugging ability, Blitzworld has a number of off-road facilities on which it organises its own ‘track days’. These are fun-packed days that really make sense of owning a car like the Joyrider. The company is just about to open a new off-road track in Staffordshire. Blitzworld has a busy workshop that, as well as offering kits and complete buggies, can take on repairs, insurance work and offers full parts back-up. For off-road (and on!) fun, Blitzworld offers a one-stop shop.

SPECIFICATION CHASSIS: Mig welded spaceframe chassis. Built in the UK. BODYWORK: Front fascia in metal – no other bodywork! DONOR CAR: No single donor. ENGINE OPTIONS: Any four-cylinder engine can be used, Citroën Saxo VTS 1.6-litre 16v is popular. SUSPENSION: Front and rear – Coil-over dampers. STEERING: Fiat Cinquecento rack and pinion. BRAKES: Discs all-round. KIT PRICE: Rolling chassis £2995 including VAT. Self build rolling chassis plus extra parts for home assembly £3995. Factory built £7995 plus VAT. BUDGET BUILD COST: From £5000.

SUMMARY – The Blitzworld Joyrider offers fun both on and off the road, while the company’s own off-road track days give owners plenty of opportunity to test their cars to the limit in the rough.

Blitzworld T: 01728 208050 E: W:



Buckland B3:CKC Guide 2009



Page 80

Buckland B3

THE BUCKLAND B3 first came to market in 1985. Founder Dick Buckland sold 12, and it’s been a highly sought after three-wheeler ever since. John Wilcox, owner of the Penguin Speed Shop, was one of those who coveted the B3, but couldn’t track down a second-hand example. Instead, he tracked down Dick Buckland and persuaded him to sell the project. The B3 now sits in the Penguin Speed Shop range alongside the hot rod and custom car work it’s better known for. The deal was struck in November 2010. Penguin Speed Shop is going to sell a limited run of just 10 B3s, the chassis for which have already been built. Following that, there will be 20 editions of the car with updated mechanicals, and possibly beyond that a four-wheeler. Why so few of each version? John is keen that the cars maintain their residual value. Under the skin, the B3 features a substantial chassis that derives its strength from the 5in by 11⁄4in channels that you can see running along the side of the car. The result feels rock solid on the road and is backed up by very responsive steering to create a genuine performance car. The Ford Crossflow engine shows the car’s 1980s origins, although Penguin Speed Shop has plans to offer a more modern engine. Likewise, the drum front brakes will be upgraded to discs for the new production run of B3s. Clever design aspects to the body include a hingeing tail/cockpit to allow access to the rear wheel, and a solid half tonneau that stores under the bonnet when not in use. Penguin Speed Shop can supply a kit of all brand new parts for £18,000 to £20,000 (depending on specification), or a body/chassis pack for £6800. Alternatively, fully built cars start from £25,000.

SPECIFICATION CHASSIS: 5in by 11⁄2in by 14g Zintec steel channel section side rails, box section frame front, three 2in diameter bolted in cross members, engine/gearbox diaphragm plate, sheet steel, box section, torque tube. BODYWORK: GRP body and wings, front hinged radiator cowl/bonnet. Access to rear wheel by forward hinged cockpit/tail section. Rigid half tonneau stores under bonnet when not in use. DONOR CAR: No single donor. ENGINE OPTIONS: Ford Crossflow. Other options to follow. SUSPENSION: Front – Unequal length, adjustable, tubular lower wishbones, rocking arm top links operating inboard spring/damper units. Rear – 21⁄2in diameter dual arm with telescopic damper. STEERING: Rack and pinion. 11⁄4 turns lock to lock. BRAKES: Discs all round. Front finned drums an option. KIT PRICE: Comprehensive kit at £6800 plus VAT. BUDGET BUILD COST: From £13,000 self built and £25,000 in turnkey form.

SUMMARY – A high quality three-wheeler that offers a solid performance. Penguin Speed Shop should be commended for bringing it back to market.

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



Chesil Speedster:CKC Guide 2009



Page 81

Chesil Speedster

THE CHESIL SPEEDSTER, regarded by many as the leading model manufacturer not only in the UK but worldwide, has this year introduced the aluminium bodied 550 Spyder. Although this will not be sold as a kit it, yet again, displays the high standards to which Chesil attains. Chesil builds, amongst the easiest in the industry, are backed by full support including assistance in passing the IVA test required when finished. All components are available through Chesil to ensure ease of build so avoiding the frustrating search for specialist parts. It also ensures that all the parts will fit! The Chesil is based on either the shortened Volkswagen chassis or the new composite version onto which is integrated Chesil’s own box-section sub chassis and over which is located the high quality fibreglass bodywork. Gearbox and engine packages also come 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 requirements. The full body kit is supplied to a high level of finish, including the body in 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 hood frame, supplied with ‘Twillfast’ hood (ready to take either sidescreen or Chesil’s unique wind-up windows). It all makes for a simple and enjoyable build process. Chesil 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 seating and independent heating system.

SPECIFICATION CHASSIS: Shortened Volkswagen Beetle floorpan or the all-new composite chassis. BODYWORK: All GRP. DONOR CAR: Volkswagen Beetle. SUSPENSION: VW – Torsion bar with trailing arms front and rear. Composite – Double wishbone front, wishbone rear. STEERING: VW – Recirculating ball steering box. Composite – Rack and pinion. BRAKES: VW – Beetle front discs and rear drums. Composite – Discs all round. KIT PRICE: Base kit £4395 plus VAT. BUDGET BUILD COST: £10,000-£15,000. Factory built from £24,320 plus VAT.

SUMMARY – We’ve always had a soft spot for the Chesil Speedster. Its gentle nature has an appeal all of its own, while any car of this quality is going to get the thumbs-up. A utterly desirable sports tourer.

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



Dax 427:CKC Guide 2009



Page 82

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



Page 83

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. 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



Page 84

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), rubber-sleeved 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:



Deauville:CKC Guide 2009



Page 85


DEAUVILLE CARS IS now very well established, having arrived on the scene at around the turn of the millennium with its Citroën 2CV based Canard traditional roadster. The most recent addition to the range is the Manx. This small two-seater sports car was designed by Jim Clark (whose CV includes stints at Lola and Lotus) and originally hit the market to great acclaim around 20 years ago. Mike Richards, the MD of Deauville Cars, built one of the originals and is now working with Jim to bring it back. It fits perfectly with the Deauville range thanks to its use of Citroën 2CV underpinnings (including the unmodified chassis) and, in 2012, it will receive a mild facelift to bring it up to date. It will be sold in basic form, with no doors or weather gear, but builders will have the option to add such creature comforts as the build progresses. Deauville has built up a loyal following of supporters with over 100 cars now sold, many of which have found homes on the European mainland. Because the Canard – like all the models in the Deauville range – uses the 2CV’s chassis in unmodified form, it’s easy to get it road legal in Europe while, in the UK, it avoids the IVA test. The result is a simple build, easy running and a great fun roadster that draws attention wherever it goes! Much more functional in its appearance is the Canjito. This millitary inspired utility takes the Canard concept but adds jeep-like ruggedness to the mix. The go-anywhere 2CV underpinnings allow it to acquit itself well offroad, and one Canjito builder has even built a twin-engined version of the car, with one 2CV engine in the front and one in the back.

SPECIFICATION CHASSIS: Citroën 2CV ladderframe. BODYWORK: Full GRP body for each model. DONOR CAR: Citroën 2CV for each model. ENGINE OPTIONS: Donor’s 602cc 2-cylinder boxer engine. SUSPENSION: Spring and pull-rod set-up front and rear, all left as standard as per the donor car. STEERING: All per Citroën 2CV. BRAKES: Inboard discs from donor front and rear. KIT PRICE: Manx £TBC, Canard body £2750, Canjito body £1950. BUDGET BUILD COST: From £4000.

SUMMARY – Deauville has built up a wide range of Citroën 2CV based cars, creating a selection of affordable, fun and varied offerings. It’s what kit cars are all about!

Deauville Cars, 3 Alleyne Way, Elmer Sands, Bognor Regis, West Sussex PO22 6JZ T: 01243 586805 E: W:



DNA 3Sixty, 4thirty and 5cudo:CKC Guide 2009



Page 86

DNA 3Sixty, 4Thirty & 5cudo

DNA PRODUCES KITS that are as close to the originals as possible. The team also places a great degree of emphasis on making the projects easy for the home-builder to put together. As such, for each DNA model, the build 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 for DNA’s first two models, the 3Sixty and 4Thirty, is the Toyota MR2 Roadster (Mk3), giving the cars a really sound basis on which to build. This 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). The latest addition to the range is the Ford Cougar based 5cudo, which is a much more affordable option. 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 standard finish.

SPECIFICATION CHASSIS: 3Sixty and 4Thirty: Toyota MR2 Roadster. 5cudo: Ford Cougar. BODYWORK: All GRP bodywork, requires painting. DONOR CAR: 3Sixty and 4Thirty: Toyota MR2 Roadster. 5cudo: Ford Cougar. ENGINE OPTIONS: 3Sixty and 4Thirty: Toyota 1.8-litre VVTi with manual or sequential manual transmission. 5cudo: Ford 2.5-litre V6 or 2-litre Zetec. SUSPENSION: Donor suspension modified with DNA parts. STEERING: Rack and pinion, power assisted. BRAKES: Discs all-round. KIT PRICES: 3Sixty £4995. 4Thirty from £7500. BUDGET BUILD COST: From £12,000 including donor car.

SUMMARY – High quality panels, modern, well handling donor vehicles and production car virtues combine to make the DNA 3Sixty, 4Thirty and 5cudo highly desirable packages.

DNA Automotive T: 0121 326 8800 E: W:



Doon:CKC Guide 2009



Page 87


VW SPECIALIST is the only place you can buy a Doon, having struck a deal with designer and former marketer Simon Chadwick to become its sole outlet. Simon had many years experience building buggies, and the Doon incorporates a raft of design details to lift it above the typical buggy. For instance, the opening bonnet allows easy access to the wiring and fuel tank, the rear bodywork is wide enough to legally cover wide tyres, twin carbs can be fitted without the need to cut the bodywork and the aluminium windscreen frame fits into a special groove to prevent water ingress. It has a real quality feel, too, with return edges on all the bodywork. In other respects, though, it’s classic buggy all the way. The familiar VW Beetle basis is there, from the flat-four air-cooled engine in the back to the clocks and switches on the dash. Each body kit comes with a ‘birth certificate’ and an ID tag that identifies it as a Doon rather than any random buggy body. This helps to give the car a clear identity and protect its residual value when the build is complete. VolksMagic can fabricate roll bars and cages in-house. The Doon is available in either long or short wheelbase forms (the former being illustrated above, and featuring the bonus of four seats). In long wheelbase form, the car is exempt from the IVA test because it uses the Beetle floorpan in unmodified form. As well as simplifying the build, it saves money too. Volksmagic estimates that a self built version can be on the road from as little as £3500. The company can also supply donor packages and buggies built to any level of completion right up to a fully built car. With credit and debit card facilities, it’s possible to order your buggy over the phone and pick it up when it has been built.

SPECIFICATION CHASSIS: Volkswagen Beetle floorpan in either shortened or full length form. BODYWORK: GRP body supplied in self-coloured gelcoat, hingeing front bonnet. All panels have return edges for quality appearance and greater strength. DONOR CAR: Volkswagen Beetle. ENGINE OPTIONS: Any Volkswagen Beetle engine. SUSPENSION: Torsion bar with trailing arms front and rear. STEERING: Recirculating ball steering box. BRAKES: Front – Discs. Rear – Drums. KIT PRICE: Short wheelbase – £1470.83 plus VAT. Long wheelbase – £1554.20 plus VAT. Factory built from £8500 plus VAT BUDGET BUILD COST: From £3500.

SUMMARY – Buggies will always be cool, and the Doon brings modern standards of quality to the mix. Low build costs mean it can appeal to the head as well as the heart.

VolksMagic, 111a Park Lane, Oldbury, West Midlands B69 4LP T: 0121 541 2278 E: W: W:



Dragon Electric Vehicles:CKC Guide 2009



Page 88

xxxxxxxxxxxxx Dragon Electric Sports Cars

JOHN LILLY, THE force behind Dragon Electric made his first electric vehicle, a motorcycle, 30 years ago. His company has been building and converting electric vehicles for over 10 years and he has a huge wealth of knowledge on high performance electric vehicles. He has been chairman of the Battery Vehicle Society and regularly gives talks on all aspects of electric vehicle design and use. Dragon Electric sports cars have been proven on the track and drag strip over the last couple of years. Dragon can convert any kit car to electric power and also provides a range of kits for the enthusiast to convert their own vehicles. The single motor kits have a performance suitable for anything from a sporting commuter car (Level 1 kit, £3200) to sprint cars (Level 3 kit, £6000) and drag cars. Normal single motor kits have a limit of about 300hp and 450ft lb of torque (Level 4 kit), but twin motor kits are available to special order. The kits are designed so that it is relatively easy to uprate your car to either more performance or more range in simple stages as your budget allows. A number of different battery options can give a range from up to 50 miles for lead acid battery packs to over 150 miles for expensive lithium packs. For competition sprints, high specification low capacity batteries are used to reduce the vehicle’s weight where more range is not needed. In addition to the basic kit, you will need a wiring kit (from £750) and an instrument kit (from £200). Dragon can also supply batteries, motor mounts and battery frames to suit your car if you do not wish to fabricate these yourself. A full set of instructions comes with each kit, and help and advice is always available on the telephone.

SPECIFICATION CHASSIS: As per donor kit car (see text). BODYWORK: As per donor kit car (see text). DONOR CAR: As per donor kit car (see text). ENGINE OPTIONS: 65bhp to 300bhp electric motor. SUSPENSION: As per donor kit car (see text). STEERING: As per donor kit car (see text). BRAKES: As per donor kit car (see text). KIT PRICE: Conversion kit from £3200. BUDGET BUILD COST: From £5200. Turnkey car using a new Vindicator Sprint £23,500.

Dragon Electric Sports Cars, Sorgwm Farm, Cwmdu, Crickhowell NP8 1RT T: 01874 730320 E: W:



Dutton Surf:CKC Guide 2009



Page 89

Dutton Surf

THE DUTTON SURF was launched in 2011 from Tim Dutton to much acclaim by all three kit car magazines. It’s based on the Suzuki Jimny 4x4 of any year and specification. The Surf is the only amphibious vehicle that has passed the IVA test – a very important consideration if you actually want to use it. With most kits you buy, you have to fork out much more money on all the hidden extras such as seats, wheels, tyres, instruments and so on. With the Surf kit, you get everything that isn't already on the Jimny with the exception of an electric fan. Fully road/water legal cars can be on the road (and water) for under £8500. Full weather equipment, soft and hard tops are available.

SPECIFICATION CHASSIS: Glassfibre monocoque. Stainless spreader plates laminated into mounting areas for suspension etc. BODYWORK: Separate doors and bonnet panel in glassfibre. DONOR CAR: Suzuki Jimny. ENGINE OPTIONS: Any Suzuki Jimny engine, petrol or diesel (latter only suitable for left-hand drive Surfs). SUSPENSION: Standard Suzuki suspension. STEERING: Suzuki Jimny steering box. BRAKES: Discs front, drums rear. ABS on donors built after 2005.

SUMMARY – Tim Dutton has been building amphibious cars for longer than any previous manufacturer in history. The Jimny based Surf is the culmination of all those years of experience.

KIT PRICE: Comprehensive kit (less donor parts) £7950. BUDGET BUILD COST: From under £8500.

Tim Dutton Amphibious Cars, Arun Shipyard, Rope Walk, Littlehampton, West Sussex BN17 5DH T: 01903 713313 E: W:



Faroux MB1:CKC Guide 2009



Page 90

xxxxxxxxxxxxx Faroux Roadster MB1

THE NEW ROADSTER MB1 uses the mechanicals of the BMW 3-series (E36) and, in particular, its marvellous straight 6-cylinder engine. Ranging from 2000cc (150 bhp) to 3000cc (286bhp), there is always enough power in standard trim. So there is no need for expensive tuning. The use of the BMW 3-series means this sports car can be built on an affordable budget, but still has a staggering performance. The chassis is made with the use of the ‘Laser Align and Fit’ technology by Faroux Engineering. This means that all the tubes are lined up with a very high accuracy of up to 0.1mm. Also, all the aluminum panels are laser cut including all the holes for the rivets and every panel is pre-folded. This in combination with a very accurate chassis gives a very good fitment of all the panels. Of course all the welds are flattened on the places where panels need to be fitted. An important point at the development of the car was to use as many parts from the donor as possible and all in standard form. This way you get a high quality kit where the builder doesn’t have to do welding themselves. All the parts of the donor car can be either bolted directly to the chassis or using a specially made bracket, which is supplied in the kit. The car is designed to use 17in wheels. Faroux’s demonstrator has 225/45 tyres at the front and 235/45 tyres at the rear. People up to 1.95m tall can fit easily in the car. The kit will use many parts from the donor car: Things like engine, gearbox, differential, drive shafts, all brakes including handbrake, steering rack and column and many more. The car is available in both left and right-hand-drive and there are two nosecone designs to choose from – one with conventional styling, one with four integrated headlights.

SPECIFICATION CHASSIS: CAD designed steel tubular spaceframe, all laser cut tubes with ‘Laser Align and Fit’ technology. BODYWORK: GRP nose (conventional styling or modern with four integrated headlights), scuttle, wings, rear light mouldings, rest are aluminium panels laser cut and pre-folded. DONOR CAR: BMW 3-series (E36) from 1991 to 1999. ENGINE OPTIONS: BMW 6-cylinder from 2000cc to 3000cc, but BMW 4-cylinders from 1600 to 1800cc will also fit. SUSPENSION: Front – Double wishbones with BMW E46 uprights and machined inserts and coil over dampers. Rear – Double wishbone IRS coil-over dampers and fabricated hubs with BMW bearings and flanges. STEERING: BMW steering rack and column. BRAKES: BMW discs and calipers front and rear. KIT PRICE: Starter Pack from £3900. BUDGET BUILD COST: From £8000 for a 6-cylinder car with 192bhp.

SUMMARY – The Faroux Roadster MB1 is a very well thought out offering, and its use of a BMW 3-series donor means that parts availability will be strong for many years to come.

Faroux Sports Cars, Dorpsstraat 35, 7218AB Almen, Netherlands T: +31 (0)575 433392 E: W:



FRS 2:CKC Guide 2009



Page 91


THE FATHER AND son team of Fred and Jason Reeve has been building and competing with motorcycle engined three-wheelers for 15 years – and, more to the point, they have championship wins under their belts. However, it wasn’t until 2011 that they developed their hillclimb machine into a road-going, kit form offering. The move came when one of their supporters and sponsors requested a road-going version of their three-wheeler for his own use. Once the jigs and moulds had been made for one car, it made sense to productionise it and offer it for sale on the kit car market. The FRS 2 made its debut at 2011’s Stoneleigh kit car show. Under the skin is a spaceframe chassis that hosts a Suzuki motorcycle engine that drives the front wheels. Interestingly, it has a monoshock suspension at the front, the single coil-over damper operating via double wishbones. It’s all clothed in a GRP body that comes in no fewer than 15 pieces. The unusual tandem seating arrangement means that a friend can come along for the ride. This layout ensures that the car always remains balanced when there’s a passenger on board. FRS supplies a very comprehensive kit for £5490. It includes the powdercoated spaceframe chassis, suspension and steering components, GRP body panels and more. It leaves the builder to source the engine and gearbox, differential, wheels, wiring and brakes.

SPECIFICATION CHASSIS: Multi-tubular spaceframe. Jig built and powdercoated. BODYWORK: 15 inner and outer GRP panels with coloured gelcoat. DONOR CAR: None. Almost all the components excluding wheels, engine and related parts have been expressly developed and manufactured to be used on this car. ENGINE OPTIONS: Suzuki Bandit 1200cc. SUSPENSION: Front – Double wishbone elliptical tube, cast alloy upright, monoshock suspension. Rear – Single sided swinging arm with coil-over damper. STEERING: Rack and pinion. BRAKES: Discs front and rear. KIT PRICE: Comprehensive kit £5490. BUDGET BUILD COST: From £8000. Turnkey from £14,500.

SUMMARY – The benefit of being sat tandem on the FRS 2 means that it’s always balanced. It corners well, it’s got quality all the way through the car. Its credentials have been developed from over 15 years of hillclimbing – with class records at almost all the hills. It’s a very extensive kit – which makes it good value!

FRS Motorsport, Leeds, Yorkshire T: 01132 854 369 W: W:



FuroreF1:CKC Guide 2009



Page 92

Furore F1

Pics: Martin Rose, East News Press Agency

HAVE YOU EVER watched F1 and wondered what it would be like to drive one? The Furore F1 offers a flavour of the experience not only on the track but on the road too – with three key benefits. It’s affordable (you can build one for under £10,000), you can carry a passenger and it’s road legal. The tandem layout means you can share the experience with a friend, and, when you don’t have someone along for the ride, a removable GRP panel disguises the passenger space as an air box. Talking of space, those side pods also provide room to stow luggage, making this a surprisingly practical proposition to boot. Beneath the race car styling is a spaceframe that uses double wishbone suspension and the running gear from a Toyota MR2 Mk1. It’s a truly single donor vehicle. The body is extensively revised and now sports a new rear wing; the front wing is now wider with a new mounting and the nose has been raised to look more like current F1 cars. Curvier sidepods will also be available shortly. The Furore can accommodate the MR2 donor engine or ZZR1100 or ZZR1400 bike engines (other bike engines can also be used). As well as supplying an authentically manic, high revving soundtrack, the bike engines also have a sequential gearchange which is well suited to track work. Track day options also include stiffer spring packages and the ride height, castor and camber can all be adjusted to suit a particular track day. Another neat track focused feature is the aerodynamic pack. Different styles of front and rear wings are available, and they’re adjustable allowing you to tweak and experiment with different levels of downforce. That aptly sums up what this car is all about: it’s a realistic way of living the dream. If you want to know what it feels like to be Lewis Hamilton or Sebastian Vettel for a day, you know who to call!

SPECIFICATION CHASSIS: Multi-tubular spaceframe chassis made from a mix of 25mm by 25mm and 50mm by 25mm steel tube, all 16-gauge. BODYWORK: 11-piece GRP panel set with additional cycle wings and front and rear wings in kit form. DONOR CAR: Toyota MR2 Mk1. ENGINE OPTIONS: Toyota 1.6-litre twin-cam or wide variety of motorcycle engines. SUSPENSION: Front – Double wishbones, Toyota MR2 uprights, inboard coil-over dampers. Rear – Double wishbones, Toyota MR2 uprights, coil-over dampers. STEERING: Toyota MR2 upper column, Fiat Cinquecento lower column and rack. BRAKES: Discs all-round. KIT PRICE: Chassis pack £3450, body pack £2450. BUDGET BUILD COST: Under £10,000.

SUMMARY – The Furore F1 offers a unique experience. Add in its affordability and that novel passenger seat solution and you have a compelling alternative to the more usual kit car fare.

Furore Cars T: 07905 879407 E: W:



Fury:CKC Guide 2009



Page 93


STARTING OUT AS a Sylva product, the Fury is perhaps best known from its time with Fisher Sportscars. The project is now owned by the very capable Steve Hughes who has been associated with the model for over 15 years. Over the years, it has been developed to achieve ever greater performance despite offering superb value around the £10,000 price bracket. Steve looks set to continue that affordable performance characteristic which has always made the Fury popular, both as a road/track day 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 £2973 including VAT; Body pack £1777 including VAT. BUDGET BUILD COST: From £8500.

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.

Fury Sportscars, Unit 8 Verralls Business Centre, Maidstone Road, Cranbrook, Kent TN17 2AF T: 01580 713777 E: W:



GBS Zero:CKC Guide 2009



Page 94

GBS Zero

GREAT BRITISH SPORTS Cars Ltd is today one of the leading names in the British kit car industry and is well know across the world for selling large numbers of both kits and factory built cars. The Zero’s ergonomically designed chassis accommodates most sizes in comfort, especially the new Zero GT which is 40mm wider. The Zero is designed to be at home on the road or competing out on the track. With a fantastic choice of nine colours in GRP, you can put your own personal stamp on the Zero to totally give it a distinct look and style. Whichever specification you choose, major improvements in terms of design and manufacture have been incorporated into the kit making it easier and faster to attain a high quality car. The Zero is an ideal build for the beginner through to expert, with technical help and support only a phone call away. The company also offers a comprehensive range of parts and upgrade items for the Zero and most makes of kit cars and has a designated website for that side of the business at More information about the Zero can be found on the website and the GBS blog

SPECIFICATION CHASSIS: Square and round section spaceframe chassis with stressed aluminium frame, option of powercoat. BODYWORK: Aluminium with fiberglass nosecone and wings (in a choice of nine gelcoat colours). Option of stainless steel panels are also available. DONOR CAR: Ford/new parts. ENGINE OPTIONS: Virtually all 4-cylinder engines will fit. Bike engines can also be accommodated. SUSPENSION: Double wishbones and coil-over dampers all-round, Sierra front stub axles, rear diff and driveshafts, fabricated rear hub carriers. STEERING: Factory supplied rack with Sierra column. BRAKES: Discs/drums or discs/discs. KIT PRICE: Starter Kit £2345 including VAT. BUDGET BUILD COST: From £5500. Factory built cars from £15,000.

SUMMARY – The latest Zero matches top notch traditional styling with the company’s core value of affordability.

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



GD 427:CKC Guide



Page 95

GD 427

2010 CKC ROAD TEST Design: Performance: Verdict:

10/10 10/10 10/10

The GD 427 achieved the highest score of any Cobra replica in the CKC road test.

“The GD 427 is an astonishingly good car”

GARDNER DOUGLAS WAS formed in 1990 by design engineer, Andrew Burrows. Mainstay of the company’s range is the GD 427 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 GD 427 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 GD 427 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 GD 427’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. Collapsible 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 £2250, Mk3 bodyshell £2500. Mk4 bodyshell £2650. GD Euro rolling chassis £7950. All prices plus VAT. BUDGET BUILD COST: From £18,500 (including VAT) plus engine/gearbox etc.

SUMMARY – A Cobra replica, but not as we know it! The GD 427 set new standards when it was launched in 1990 and continues to break the mould in 2011. It remains the most technically advanced in class and the number one driver’s choice.

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



GD T70:CKC Guide 2009



Page 96

GD T70

GARDNER DOUGLAS SPORTS CARS has built on the enviable reputation established with its GD 427 by launching (in 2002) another 1960s inspired supercar, the GD T70. Taking its inspiration from the mighty Lola T70 CanAm racer 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 track days and serious competition being its core interest while also offering a roadlegal 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: None. All new parts. 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 £3250 (all prices plus VAT). BUDGET BUILD COST: From £25,000 excluding engine and transmission. Watch the GD T70 in action on the Nurburgring:

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, Roseland Business Park, Long Bennington, Newark, Nottinghamshire NG23 5FF T: 01949 843299 E: W:



GKD Legend:CKC Guide 2009



Page 97

GKD Legend

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). 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, meaning it’s easy to upgrade to performance parts. It also means that any donor from 1991 to 2006 will fit the Legend. Donor cars start from £200 and parts prices are low too – in some cases, cheaper than equivalent Sierra components. Backing up the prestige underpinnings are high quality kit components that are offered at competitive prices. For that reason the Legend is surprisingly affordable. Opt for GKD’s Chassis Pack or Starter Pack as your starting point, and it is possible to get a car complete and on the road from just £6500. Alternatively, the Comprehensive Pack (at £7995) provides everything you need to build the car save for the parts that come from the BMW donor. There are three distinct models in the Legend line-up. The S is the standard road-going version which is designed for fast road use and the occasional track day. The ST (street and track) adds a full bolt-on rollcage and vented side panels. This version is recommended for those opting for high power engines, such as the M3’s. Finally, the R has a 50mm lower ride height and a chassis made from T45 grade tubular steel. Meanwhile, GKD is currently working on a major restyling work of its Evolution, which is also BMW 3-series based. Watch this space.

SPECIFICATION CHASSIS: Tubular steel spaceframe with a back-braced bolt on roll-over bar. BODYWORK: GRP nose, scuttle and wings. Rest of body is laser cut ali 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 the standard fitment being any of the four or six cylinder BMW 3-series E36/E46 petrol engines (E46 engines may require an aftermarket ECU. 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 S – Starter Pack (all parts that can only be sourced from GKD Sports Cars) £3895, Comprehensive Pack (almost everything to complete a car except a BMW donor and your choice of a 4 or 6-cylinder exhaust) £7995. Turnkey £12,500 (customer supplies BMW donor parts). Legend ST – Starter Pack (all parts that can only be sourced from GKD Sports Cars) £4795. Comprehensive Pack (almost everything to complete a car except a BMW donor and your choice of a 4 or 6-cylinder exhaust) £8995. Turnkey £13,500 (customer supplies BMW donor parts). Legend R – Starter Pack (all parts that can only be sourced from GKD Sports Cars) £7895. Comprehensive Pack (almost everything to complete a car except a BMW donor and your choice of a 4 or 6-cylinder exhaust) £12,295. Turnkey £17,500 (customer supplies BMW donor parts).

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.

BUDGET BUILD COST: Legend S from £6500.

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



Hawk 1.8/2.6:CKC Guide 2009



Page 98

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 £6000 plus VAT.

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

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:



Hawk 289:CKC Guide 2009



Page 99

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).

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 £6250. FIA: £6500. Sebring: £6400. Le Mans: £6850 (all prices 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 HF2000-HF3000:CKC Guide 2009



Page 100

Hawk HF2000/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 £11,950 plus VAT. HF3000 kit £12,250 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 101

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 suspension 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 repro racing calipers. 11.13in rear solid discs with aluminium Girling repro racing calipers. KIT PRICE: Aluminium bodyshell located on chassis £23,500 plus VAT. Inner panels fitted. Doors, boot and bonnet hung and latched. 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: 01892 750341 E: W:



Imperial:CKC Guide 2009



Page 102


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 £27,900 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:



JBA Falcon:CKC Guide 2009



Page 103

JBA Falcon

THE ORIGINAL JBA Falcon was launched in 1982 by the founders of JBA Engineering. First, Ford Cortina based and later Sierra based, the JBA Falcon was re-launched back on to the market in 2011 by JBA Motors, naturally, now based on a BMW 3-Series. JBA Motors founder, Bill Willcock, has built a number of the original cars, so had a good understanding of what aspects of the build and drive quality needed to be improved upon to make the new car much easier to build, comfortable to drive, and a fresh contender in today’s kit car market. Builders can still strip a BMW 3-Series and source many of the components from a vehicle recycling facility, but refreshingly all of the parts are easily available new. There is also the option of a BMW Donor Pack, primarily saving time, but ultimately making the whole build process easy and enjoyable. The BMW 3-series offers a wealth of engines, from an economic 4-cylinder to a more powerful 6-cylinder M3 engine. The JBA Falcon uses a substantial ladderframe chassis that comes with the central body unit factory fitted, which together gives the car rigidity and strength. The new car has been re-designed around drivability, capitalising on the wealth of space the JBA Falcon offers, with standard size adjustable seats at the front and a large half shelf seat at the rear. It now offers the supple suspension and driving experience the beautiful design deserves. Owners of the JBA Falcon can be truly proud that they have a special piece of motoring history, this is not a replica or an antique, with 1930s classic lines and 21st century technology, this is a car for the driving connoisseur, designed for daily use.

SPECIFICATION CHASSIS: Ladderframe. BODYWORK: All fiberglass finished in gelcoat. Aluminium bonnet panels and stainless steel brightwork. DONOR CAR: BMW 3-series 1992 to 2001. ENGINE OPTIONS: 4-cylinder or 6-cylinder. SUSPENSION: Double wishbone front and rear suspension system. STEERING: Ford rack and BMW column. BRAKES: Discs front and rear. KIT PRICE: Starter Chassis Pack: £2750 (including VAT). Full Build Pack: £8,472 (including VAT). BUDGET BUILD COST: From £12,000.

SUMMARY – The JBA Falcon was always a highly regarded product. The latest revisions and introduction of a modern BMW donor promise to upgrade the car’s image and performance further.

JBA Motors, Norfolk T: 01508 493205 E: W:



JH DGT V2:CKC Guide 2009



Page 104

xxxxxxxxxxxxx JH DGT V2

JOHN HURST ORIGINALLY ran JH Classics in the 1980s, when the original DGT was offered as a conventional kit with its own spaceframe chassis. After he went off to pursue another career, the urge to return to the kit car market was overwhelming. In 2011, JH Classics was re-established with the launch of the DGT V2 – and there was a major difference. The V2 is a body conversion kit for the Toyota MR2 Mk2. Consequently, the car is straightforward to build and avoids the IVA test. The factory suggests that a home builder could complete the assembly after eight weeks of parttime work. The moulds needed very little alteration to fit the MR2 architecture and the quality of the body panels is very high. The initial good impression is backed up by well chosen details – the door handles, bumpers, lights and so on all add to the classic feel. To keep the interior up to scratch, there are two interior pack options. One includes new door cards, seat and a dashboard capping. The more involved option is a complete interior overhaul that brings the cockpit’s appearance into line with the Dino replica exterior. There are two models available – DGT 204 uses the standard MR2 engine (the designation meaning 2-litre, 4-cylinder) while the DGT 306 is converted with a 3-litre V6 engine. Either DGT model is available in both targa and coupé forms, depending on which MR2 donor you select. The entry level kit is priced at £3875, and it’s estimated that self built DGTs can hit the road from around £14,500. That’s great value for such a practical, stylish and high quality offering.

SPECIFICATION CHASSIS: Standard Toyota MR2 Mk2 monocoque structure. BODYWORK: All GRP supplied in primer gelcoat for painting. DONOR CAR: Toyota MR2 Mk2. ENGINE OPTIONS: Any standard MR2 engine. V6 conversion is optional. SUSPENSION: Standard MR2 suspension with lowered springs and spacers. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: £3875 for entry level kit. BUDGET BUILD COST: From £14,500.

SUMMARY – DGT V2 offers something unique in being a classic replica body conversion. Simple build and high quality make this a tempting propositon, while V6 option has serious performance potential.

JH Classics, Somerset T: 07941 990366 E: W:



Jimini 2:CKC Guide 2009



Page 105

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 £3000, 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 car has a monocqoue construction, and the quality of the mouldings is high throughout. The GRP body/chassis accepts donor parts from the Mini which means the Jimini inherits the Mini’s entertaining road-holding and handling. In fact, a lot of the Mini remains, although there are very few visual clues to its donor car route. The traditional round headlights, for instance, are gone. The only exterior part carried over from the Mini is the windscreen. The result is that the Jimini has a distinct character of its own. 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. When 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: £2250. BUDGET BUILD COST: From £3000.

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:



JWE Thruxton:CKC Guide 2009



Page 106

JWE Thruxton

JIM WALKER OF JW Engineering and Motorsport has been designing and building one-off road, race and off-road cars for 30 years. His motto has always been “performance by design” – by that, he means extracting high performance without using expensive high technology. It’s a philosophy that underpins his first kit car, the Thruxton. Don’t be fooled by its classic styling – it has thoroughly modern levels of performance and handling. It certainly has the potential to surprise on a track day! Under the skin is a CAD designed spaceframe chassis. It comes with universal engine mountings and also locating points for an eight-point rollcage. Almost any four-cylinder car or motorcycle engine can be fitted. The demonstrator has a turbocharged 220bhp Rover K-series engine. A single donor BMW 3-series (E36) based version of the car will be launched in early 2012. Its heavier chassis will be able to accommodate any engine up to the M5’s V10. Currently, there are two versions of the Thruxton available. The GT200 weighs around 650kg with a car engine on board, while the GT200R sheds 150kg through a lighter fibreglass lay-up for its body. Strength is retained with the use of aramid fibres. Two front end styles are available and there is the option of opening doors in place of the demonstrator’s step-over side panels. This will also have a full windscreen and soft-top. Self build models can be completed from around £8000 for the single donor BMW based car, while it’s also possible to purchase the Thruxton in factory built form (although builds need to be booked well in advance to allow them to be completed on an agreed date). It may have taken Jim Walker 30 years to come up with his first kit car design, but he has clearly put his know-how to good use!

SPECIFICATION CHASSIS: CAD designed spaceframe chassis. BODYWORK: GRP body. Options include lightweight lay-up and opening doors. DONOR CAR: No single donor car. ENGINE OPTIONS: Any four-cylinder car or bike engine can be fitted. BMW based version is a single donor car, although its heavier chassis can accommodate anything up to the M5’s V10 engine. SUSPENSION: Front – Double wishbones, coil-over dampers. Rear – Double wishbones, coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs all-round. KIT PRICE: Thruxton GT200 (Ford light) £4750 Thruxton GT200R (Ford light) £5250 Thruxton GT200R (bike engine) £5450 Thruxton GT200 (BMW) £4495 Thruxton GT200 (BMW with doors and screen) £5495 Thruxton GT200R (BMW) Price on application. BUDGET BUILD COST: From £8000 for the single donor BMW 3-series based version.

SUMMARY – The Thruxton’s mix of modern performance and dynamics with its classic appearance makes it a surprise to those who see it in action.

JW Engineering and Motorsport, Nanpean Garage, Hallew Road, Nanpean, St Austell, Cornwall PL26 7YA T: 01726 822326 E: W:



Lister Bell STR:CKC Guide 2009



Page 107

Lister Bell STR

LISTER BELL IS the new name in Stratos replicas. Established in early 2010, this is a new company to the Lancia Stratos replica market, but one with a vast pedigree in both the Stratos market and the specialist car industry as a whole. Based in Nottinghamshire, the company is run by founder Craig White who has been involved with the industry since 1989 and has extensive experience of specialist car construction, chassis development, fabrication and composites. The STR is designed to bring the Stratos replica into the 21st century. The car incorporates a blend of classic and authentic lines built onto a CAD drafted chassis and suspension platform engineered for today's more discerning market. The chassis utilises an array of modern, readily available components; all parts are sourced from either current production cars or are bespoke items. The fully adjustable suspension is designed to be in keeping with that of the original car and as such features a strut type set-up at the rear mated to a double wishbone arrangement at the front. The uprights are bespoke for the car and are machined from aircraft grade billet aluminum and anodised for a durable finish. It uses a 4-pot caliper and ventilated disc braking system which is controlled by a high ratio, bias adjustable pedal box. Authentic coffin spoke wheels can be fitted to the car without any adaptors or IVA concerns. A huge amount of time and effort has been invested into the STR’s body moulds. The bodywork stage has always been one of the stumbling blocks for Stratos replica builders and consequently every effort has been made to produce the Lister Bell body to a standard which is acceptable in today’s marketplace. The emphasis with the STR is to provide customers with a car which ticks all the boxes. It remains sufficiently authentic to satisfy the purist whilst utilising up-to-date components for the mechanical aspects the build, and due to extensive remoulding of the bodywork becomes the first Stratos replica to be available in pre-coloured, gelcoat finish panels which do not require painting. Ease of build is a high priority with the STR.

SPECIFICATION CHASSIS: Full spaceframe chassis comprising a folded sheet central monocoque structure with box section front and rear subframes incorporating a full integral roll cage built to MSA standards with optional door intrusion bars. BODYWORK: GRP bodywork available in pre coloured gelcoat finish, covering both Stradale and GP4 variants DONOR CAR: Alfa 156 2.5 V6 for entry level model, Alfa 166/GTV/GTA for higher performance option. Ferrari Mondial 3.2 for STR-M variant. ENGINE OPTIONS: Alfa V6, Ferrari V6/8, Fiat 20v, (other sensible requests considered). SUSPENSION: Front – Double wishbone format, Billet aluminium uprights, Gaz Gold coilovers, anti-roll bar option, Fully adjustable. Rear – MacPherson strut format, billet aluminium uprights, Gaz Gold struts, anti-roll bar option, Fully adjustable. STEERING: Bespoke aluminium rack and mountings, 2.6 turns lock to lock (other ratios available on request). BRAKES: 308mm vented discs all round with 4-pot calipers front and rear, rears have integral handbrake mechanism. KIT PRICE: Alfa powered 3/3.2-litre GP4 car, circa £25k including VAT, plus donor engine and gearbox, includes air con, bespoke radiator etc. BUDGET BUILD COST: Alfa Romeo 156 based car circa £20,000 including VAT.

Lister Bell Automotive T: 07990 543517 E: W:



Luso LM GT Shooting Break:CKC Guide 2009



Page 108

Luso LM GT Shooting Break

THE LUSO LM GT Shooting Break is designed to be a practical road car that also offers enough performance that it can acquit itself well on track too. The concept behind its structure is novel, innovative and very clever. It takes the main shell of a Smart Roadster as its basis, but it’s no straightfordward body conversion. The Smart’s front and rear subframes are discarded and replaced with Luso’s own seamless tubular steel subframes. Gone is the mid-mounted 599cc three-cylinder Smart engine and in goes a front-mounted engine and transmission package of the builder’s choosing. For its own demonstrator, Luso has chosen a 240bhp Honda S2000 engine and its 6-speed gearbox. That’s sure to give it significant performance. As well as the shooting break bodystyle profiled on this page, Luso will also offer a more convenional convertible shape car. Rather neatly, both will retain the Smart’s full-size folding roof mechanism. That means the targa top can either be manually or electronically operated. What it won’t retain, however, is the Smart’s interior. Luso has its own bespoke interior package that uses leather, aluminium and carbonfibre in its construction. These high quality materials are befitting of the car’s sophisticated exterior appearance. Luso estimates that self built GT Shooting Breaks can be completed from £14,500, while the price for turnkey examples starts from £24,990 including VAT and delivery to the UK.

SPECIFICATION CHASSIS: Central steel monocoque, front and rear chrome-moly tubular. Total weight around 700kg BODYWORK: GRP bonnet, nose, wings, roof and boot. 200-litre luggage space. Electric roof or manual targa top options. Supplied painted. DONOR CAR: No single donor. ENGINE OPTIONS: Primarily Honda S2000, 240bhp, but other engines can be fitted. SUSPENSION: Double wishbones with coil-over dampers front and rear. STEERING: Rack and pinion. BRAKES: Discs all-round (380mm at front), fitted with Wilwood six-pot calipers at front and four-pot at rear. KIT PRICE: Supplied pre-assembled – standard kit from £7999 including VAT. BUDGET BUILD COST: From £14,500. Turnkey from £24,990 including VAT and transport to the MNR factory (MNR is Luso Motors’ exclusive dealer in the UK).

SUMMARY – The Luso LM GT Shooting Break is a great concept, borrowing the best bits from a Smart Roadster and adding serious performance with its own subframes and a front mounted engine.

Luso Motors, Rue Da Escola 180, Ataes, 4800-238 Guimaraes, Portugal T: 00 35 1960 257 155 E: W:



Luso LM Mini:CKC Guide 2009



Page 109

Luso LM Mini TRD Spec

IT MAY LOOK something like a Mini on the surface, but the Luso is nothing like the classic saloon underneath – the illusion is only skin deep! Beneath the pumped up styling is a tubular steel spaceframe chassis that hosts a mid-mounted motorcycle engine. Suspension is double wishbones with coil-over dampers all-round, while braking is taken care of by Wilwood calipers working on discs front and rear. The demonstrator uses Luso’s recommended Suzuki GSXR1000 unit, which produces around 185bhp. Given that the LM’s all-up weight is in the region of 400kg, its performance potential is enormous. Throughout the build, Luso Motors paid a lot of attention to the car’s aerodynamics. While the outer shape of the GRP body (which comes in a painted finish) is obvious in its influence, less obvious is the entirely flat floor that works in tandem with the more visible diffuser at the rear. Those wild looking rear wheelarches are also open at the back to allow air to escape, reducing drag.

SPECIFICATION CHASSIS: Steel tubular chassis; Total weight from 420kg. BODYWORK: GRP main tub, bonnet, wings and rear clamshell. Supplied painted. DONOR CAR: No single donor. ENGINE OPTIONS: Primarily Suzuki GSXR1000. Other bike engines can be fitted. SUSPENSION: Front – Double wishbones with coil-over shocks. Rear – Single arm with coil-over shocks. STEERING: Rack and pinion. BRAKES: Discs all-round fitted with Wilwood four-pot calipers at front and rear. Hydraulic handbrake. KIT PRICE: Standard kit £4999 including VAT. Turnkey prices: GSXR1000 £18,990. VAT and transport to MNR factory included. (MNR is the exclusive dealer for Luso Motors in the UK).

SUMMARY – The Luso LM Mini is a very rapid, nimble mid-engined track day car.

BUDGET BUILD COST: From £11,500.

Luso Motors, Rue Da Escola 180, Ataes, 4800-238 Guimaraes, Portugal T: 00 35 1960 257 155 E: W:



Luso LM Sev-N:CKC Guide 2009



Page 110

xxxxxxxxxxxxx Luso LM Sev-N

LUSO MOTORS DESIGNED the LM Sev-N from a clean sheet of paper. Though using ‘old’ Sierra donor components, the company designed and built an original chassis, suspension layout, bodywork design and a very well thought out interior. The result is a car that stands out from the crowd, not only for its design, but when driving it you will find a large and comfortable cockpit allowing it to be driven by tall drivers. Two versions of the car are available – the standard model and a more aggressive version for track day use, dubbed TRD Spec. All versions are fitted with Toyo R888 tyres, Team Dynamics alloy wheels, front four-pot Wilwood calipers, Cobra Roadster seats (except for the TRD Spec model) and four-point Sabelt harnesses. Several optional items are also available. Pointing out a few: Tran-X LSD (which is standard on the TRD spec model), rear Wilwood handbrake calipers, hydraulic handbrake and a full rollcage. Engines range from the Ford Sigma 1.25-litre unit to the manic Suzuki GSXR1000 motorcycle engine. The Sev-N has a large boot with an 80-litre lugage capacity. It is useful to fit two helmets, race suit, or even to go shopping! To add to the car’s surprisingly good practicality, a hardtop is currently on the drawing board. It will be released soon.

SPECIFICATION CHASSIS: Steel tubular chassis, total weight from 440kg BODYWORK: GRP main tub, bonnet/nose, interior cover, wings and boot. 80-litre luggage space. Supplied painted. DONOR CAR: Ford Sierra mainly. ENGINE OPTIONS: Primarily Ford Sigma in 1.25-litre, 1.4-litre, 1.6-litre or Suzuki GSXR1000. Other engines can be fitted. SUSPENSION: Front – double wishbones with coil-over shocks. Rear – Double wishbones with coil-over shocks. STEERING: Rack and pinion. BRAKES: Discs all-round fitted with Wilwood four-pot calipers at front (rear are optional). KIT PRICE: Standard kit £3999 plus VAT. Turnkey prices: 1.25-litre: £13,990; 1.4-litre: £15,150; 1.6-litre: £15,750; GSXR1000: £17,670. GSXR1000 TRD Spec: £16,200. VAT and transport to MNR factory included. (MNR is the exclusive dealer for Luso Motors in the UK). BUDGET BUILD COST: From £8500.

SUMMARY – Luso has added its own twist to a familiar theme to create the Sev-N. With its large cockpit and boot, it is practical yet offers the full track day experience in TRD Spec guise.

Luso Motors, Rue Da Escola 180, Ataes, 4800-238 Guimaraes, Portugal T: 00 35 1960 257 155 E: W:



Madgwick SR V8 :CKC Guide 2009



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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:



112 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. The preferred donor is now VAG. The 20-valve 1.8-litre engine, gearbox assembly, brakes, driveshafts, flanges, spindles, steering column etc can all be used from either VW, Audi, Seat, Skoda... just too many options to list. Just ask the factory for more details. 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 midengined 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.

SPECIFICATION CHASSIS: Spaceframe chassis which is clad in aluminium, and features a bolt-down tubular steel rollcage. BODYWORK: Fibreglass panels offered in a gelcoat colour. DONOR CAR: VW, Audi, Seat, Skoda etc. ENGINE OPTIONS: VW 20-valve 1.8 Turbo or non-turbo. 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: Prices start from as little as £2320 plus VAT for Module 1 chassis build pack. BUDGET BUILD COST: From £9000.

SUMMARY – A terrific roadster with supercar performance potential from an affordable base package. Wild styling sets it well apart from the crowd.

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



113 Marlin Sportster:CKC Guide 2009



Page 113

Marlin Sportster Car Name

MARLIN INTRODUCED THE aggressively styled Sportster in 1998 as a hardcore alternative to the sevenesque 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 with the biggest engines producing in excess of 340bhp in standard form resulting in a package that really ticks all the boxes. Ironically, the Beemer is also an extraordinarily cheap car to buy, some 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 both tall and wide drivers. 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 and BMW and dampers. Donor BMW wheels can be used. STEERING: Marlin rack and standard column. BRAKES: Vented front and solid rear discs from donor. WEATHER EQUIPMENT: New for 2011. Brand new weather equipment that will incorporate rigid side screens and a fold-down hood that will sit neatly on the back of the car leaving plenty of space for luggage behind the seats. This will make the car even more user friendly for touring and weekends away. KIT PRICE: From as little as £3900 plus VAT for Module 1 chassis pack. BUDGET BUILD COST: From £9000.

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

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



MEV Exocet:CKC Guide 2009



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xxxxxxxxxxxxx MEV Exocet

THE SIMPLEST IDEAS are often the cleverest, and that certainly sums up the incredibly affordable MEV Exocet. It takes all its mechanicals from an MX-5 and places them into a lightweight, exoskeletal frame. By losing a third of the Mazda’s weight, it results in a fast, well balanced, responsive sports car. Because the 650kg Exocet drives just like a lightened MX-5 (because that’s effectively what it is), it has truly excellent handling. There are now three versions of the Exocet. The lightweight version doesn’t use the MX-5’s subframes, while the racing version, dubbed MX150R, spent its debut 2011 season ruffling feathers with its excellent results in competition against high performance Japanese production cars. See for more. Other upgrades include a tuning kit for the 1.8-litre that ups its output, using throttle bodies and mapped ECU, to 175bhp. Standard output from the 1.8 is 131bhp, while the 1.6-litre version can also be used. Donors are available from as little as £400. But the really clever bit is that, once you’ve sold off all the MX-5 parts you don’t need, you can bring the cost of an Exocet build down to around £2200. Could this be the world’s cheapest kit car to build? As well as using all the mechanicals, the Exocet can also use the donor’s seats, instrumentation, exhaust and more. In other words, all the bits that you spend a few thousand pounds on when you build a more typical kit car. As well as being very affordable, it’s very easy to build. The Mazda’s bodywork can be removed in a morning using a standard engine hoist, exposing the mechanical parts that are ready to be transferred to the new chassis. See what we mean about simple being clever?

SPECIFICATION CHASSIS: Exoskeletal spaceframe in round tube steel. BODYWORK: GRP nose, bonnet, cycle wings and rear panel. DONOR CAR: Mazda MX-5. ENGINE OPTIONS: Mazda MX-5 four-cylinder in either 1.6 or 1.8-litre forms. SUSPENSION: Front – Mazda MX-5 double wishbones with coil-over dampers. Rear – Mazda MX-5 double wishbones with coil-over dampers. Standard car uses MX-5 front and rear subframes, lightweight version does not. STEERING: Mazda rack and pinion. BRAKES: Discs all-round. KIT PRICE: Comprehensive kit £2200 plus VAT. Lightweight kit £2850 plus VAT. MX150R £3000 including full cage, nudge bars and steel floors (discounts available for race drivers). BUDGET BUILD COST: From £2200 (see text).

SUMMARY – MEV Exocet takes the best bits of a Mazda MX-5 and repackages them in an extrovert, lightweight package. Great handling and small build cost are what have made this kit a major sales success.

MEV, Ratcher Hill Quarry, Southwell Road, Mansfield, Nottinghamshire NG21 0HJ T: 01623 655522 E: W:



MEV Rocket:CKC Guide 2009



Page 115

MEV Rocket THE MEV ROCKET is manufactured under license by Nottingham based Road Track Race. Due to its success, it is now marketed in over 10 territories including the States and Australia, and continues to sell strongly. It’s easy to see why with its modern looks and exoskeletal construction. The car is based on the mechanicals of a Ford Focus, which provides its engine (often in 1.8-litre or 2.0-litre forms, although RTR 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 £7000, which looks like terrific value for a modern, eyecatching sports car. For 2011, the company is introducing a range of aluminium suspension components and brake upgrade packages. RTR also offers a range of turnkey options, from the M225 at £15,995 to the M350, with 350bhp per tonne and a tuned 2-litre Zetec. 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. Recently, RTR has added to its range by taking on the Sonic7 (right). The sister car to the Rocket, it borrows its suspension geometry and Focus basis.

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 1.8-litre or 2-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 £3850 plus VAT. BUDGET BUILD COST: From £7000. TURNKEY PRICES: M225 £15,995. M350 £23,500.

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, 42 Mount Street, New Basford, Nottingham NG7 7HX T: 0115 978 0677 E: W:



MEV X5:CKC Guide 2009



Page 116


THERE ARE LOTS of reasons to commend the Mazda MX-5. Its combination of fine dynamics and ease of use (both in practicality and affordability) make a compelling case. One of the few downsides is their ubiquity. If you’re reading this guide, you don’t want to drive a car that can be found in every street. That’s where the MEV X5 scores. As a straightforward body conversion, it retains all the Mazda’s plus points but adds individuality into the mix. OK, the styling may be inspired by the Lotus Elise, but it has enough distinct character to distance itself from replica status. With so few kit cars on the market that are practical enough for daily use, it offers something in that department, too. The Mazda’s basic structure and its mechanical components remain standard (with the exception of lowered springs if you prefer). Onto the car is added new front and rear clams, the latter including the coupé roof section. The bonnet is the MX-5’s trimmed in shape to suit the X5, while the doors are retained too. Consequently, the locking and window mechanisms are standard Mazda. With donors available from as little as £400 and the comprehensive kit package priced at £2500, it’s possible to get an X5 on the road for as little as £3500. However, we’d be tempted to spend a little more on the donor and get a high quality paintjob to create a really smart coupé. Add in some tuning and interior upgrades (both of which are abundant for the MX-5) and there’s plenty of scope for personalisation. Unlike with an MX-5, you’ll never see an identical MEV X5 coming towards you. MEV is also working on a Spyder version which will be available either as a body kit for the MX-5 or with its own spaceframe chassis. Front and rear styling options not shown enable you to custom order your car at no extra cost to make it much less Lotus and more individual.

SPECIFICATION CHASSIS: Standard MX-5 monocoque structure. BODYWORK: New front shell, door cappings, rear section and roof. Bonnet and doors are MX-5 (the former being modified). DONOR CAR: Mazda MX-5. ENGINE OPTIONS: Mazda twin-cam in either 1.6 or 1.8-litre forms. SUSPENSION: Front – Mazda MX-5 double wishbones, coil-over dampers and uprights. Rear – Mazda double wishones, coil-over dampers and uprights. STEERING: Mazda MX-5 rack and pinion. BRAKES: Mazda vented front discs and calipers, solid rear discs and calipers. KIT PRICE: £2500 plus VAT, includes bodywork, rear screen and lights. BUDGET BUILD COST: From £3500.

SUMMARY – The MEV X5 comes with all the plus points of an MX-5 and adds fresh styling. It’s one of the few kit cars on the market that’s practical enough for daily use and it’s quick and easy to build, too.

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



MK Sportscars Indy:CKC Guide 2009



Page 117

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 axles 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: Starter kit £2147. Deluxe kit £3930 (all prices inclusive VAT). BUDGET BUILD COST: Home built from £7500.

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



Page 118


MNR’S VORTX HAS carved out an identity for itself as a track specialist that’s equally at home on the road. Marc Nordon is a highly experienced racing driver and engineer, and the VortX benefits from his experience. A spaceframe chassis made from round tube steel sets the tone for an engineering-led design. It’s backed up by thoughtful inboard suspension design and many high quality CNC designed components. Visually, the VortX is set apart from its rivals by the aerodynamic nosecone. MNR offers two models, the RT Plus and RT Inboard. The former is rose jointed for finite adjustment while the latter has bushed suspension predominantly for road use. The in-house designed car has been joined by a version that uses the Mazda MX-5 for its drivetrain and its twin-cam 1.6 (which can be turbo’d to produce 150bhp) or 1.8 engines. The most popular engine options include the Ford Duratec, Honda S2000, Rover V8, and a whole host of superbike engines. For those, MNR offers options of paddleshift and a reverse ’box that was designed in-house. MNR doesn’t set out to rewrite the rulebook. Instead, it aims to do what it does to a very high standard. It’s that quality which has got it noticed by the kit car buying public and keeps its order books healthy. The firm has sold kits all over Europe, Australia and the States, and lhd versions of the VortX are available. The car has had considerable race-winning success in hillclimbs, sprints and racing. The company also produces a mid-engined Le Mans prototype style car which will be released soon. With Suzuki Hayabusa turbo power, we’re expecting the first demo car to make quite an impression! MNR can factory build bespoke cars, or supply in easy build comprehensive kit form complete with fully illustrated build manual.

SPECIFICATION CHASSIS: Steel spaceframe in 16, 18 and 20g round-tube with standard RAC approved road or full race cages made to customer’s height. BODYWORK: Self coloured GRP panels. DONOR CAR: Ford Sierra or Mazda MX-5 drivetrain. ENGINE OPTIONS: Most four-cylinder engines including Mazda MX-5, Ford Duratec, Honda S2000, Rover V8, plus many motorcycle options. SUSPENSION: Front – Unequal length double wishbones, inboard Protech coilover dampers, lightweight fabricated uprights. Rear – Independent rear suspension, unequal length double wishbones, Protech coil-over dampers. STEERING: New quick rack, 2.4 turns lock to lock. BRAKES: Front – 4-pot billet alloy calipers, drilled, grooved and slotted discs. Rear – Sierra rear discs which can be drilled, grooved and slotted or drums or Mazda MX-5 discs (depending on donor). Optional 2-pot billet calipers. KIT PRICE: Comprehensive kits start from £3995 including VAT. BUDGET BUILD COST: From £8000.

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

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



119 Nostalgia 120-140:CKC Guide 2009



Page 119

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: Starter packages from £5855 plus VAT. Prices are subject to change. BUILD COST: From £35,000.

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:



120 Nostalgia Classic C-Type:CKC Guide 2009



Page 120

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: Starter packages from £5140 plus 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:



Quantum Xtreme:CKC Guide 2009



Page 121

Quantum Xtreme

PRODUCED BY ONE of the best established names in the kit car industry, the Quantum Xtreme is notable for its hugely strong, stainless steel monocoque chassis. As a result, the car’s all-independent suspension works extremely efficiently, which leads to unusually good ride comfort and superb levels of handling and roadholding. Also outstanding is the amount of space in the cockpit; it’s greater than in many cars of this ilk and means the Xtreme can be driven in comfort for long distances. A one-donor car, the Xtreme is largely Sierra based, although most of the suspension parts are actually made in-house, including the wishbones and all four fabricated uprights. Although originally designed for a Pinto engine, most cars are now built using a Zetec or 1600SE engine. The company is currently working on turnkey engine packages with engine management specialist Omex Technology. As the Xtreme weighs only 620kg, performance is truly impressive whichever engine is fitted. Finished in coloured gelcoat, the main body panels are made to high standards in GRP – the bonnet, scuttle, nosecone, rear section and all wings. Other notable aspects of the Xtreme are its highly individual dashboard styling and unusually sizeable boot with locking lid, which certainly helps in the practicality stakes. No question about it, the Xtreme has an innovative, refreshing approach to user-friendly roadster packaging. Quantum Cars was taken over in 2009 by Mark Burley of MB Motorsport. He has injected fresh energy into the company, and 2011 saw the facelifted Xtreme shown to the press with even higher levels of quality on the bodywork, Omex Power range of engines, interior modifications and a redevelopment to remove hard-to-get donor items.

SPECIFICATION CHASSIS: Super-stiff stainless steel monocoque. BODYWORK: Bonnet, nosecone, scuttle, rear section and wings all in coloured gelcoat finish. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Most 4-cylinder units – Ford Pinto, Zetec, Zetec SE 1600, Duratec 2-litre. Rover V8. SUSPENSION: Front – Top rocking arms with inboard horizontally mounted coilover dampers, lower wishbones, fabricated steel stub axles. Rear – Pressed steel wishbones, coil-overs and cast hub carriers using Sierra diff and standard length driveshafts. STEERING: Rack and pinion. Quick rack also available. BRAKES: Sierra donor options of discs/drums or discs all-round. KIT PRICE: £6995 for comprehensive body/chassis kit. Kit-in-a-box including new Zetec 2-litre and all components to build a new car is £12,995. BUDGET BUILD COST: From £7500.

SUMMARY – Impressively engineered, great packaging and high quality throughout. Combines high performance with distinctive looks and aboveaverage practicality.

Quantum Sports Cars, Xtreme Works, Loddiswell, Devon TQ7 4DU T: 01548 550660 E: W:



122 Raw Striker:CKC Guide 2009



Page 122

Raw Striker Car Name

25 YEARS OF continual developments continue under the new team, now at Raw for over a year, having introduced an open pricing policy and updated kits. The new ‘off the shelf’ packs are completely flexible enabling a whole car or any number of part kit packs or parts to be bought from Raw. The entry level kit has 151bhp from a Zetec with standard plenum and exhaust manifold, in fact the only real change to the Zetec is the sump. This kit is ideally suited to the first time builder with road and track use in mind. The kit can of course be specified with upgrades at the time of order, or they can be added at any point thereafter making it fully customisable. Ideal for the hardened track day enthusiast, who can choose from an ever expanding options list with choices of engine, brakes, suspension, bodywork etc. The TR chassis is also available with lightweight race panels and lowered for full race spec builds or factory cars. This car remains a frontrunner in many race series, and in 2009 the RGB series was won by a Striker (with a Fulcrum winning the kit car championship!). Raw’s Fulcrum took the kit industry by storm in 2008, receiving rave reviews in the press. Under the aggressive, modern styling hides the race winning Striker chassis. In 2009 the Fulcrum won the 750MC Kit Car Championship with lap records at every circuit! Since then Raw has added the classic looking Phoenix to the range, using the same chassis. Raw’s cars will continue to use a selection of newly developed Ford engine packages or the popular Toyota 4AGE. Both offer startling performance with options from 150bhp to 300bhp-plus. Bespoke options including bike power are offered. The car’s achievements in racing, sprints, hillclimbs and autotesting are unrivalled, often pipping far more expensive perceived market leaders.

SPECIFICATION CHASSIS: Spaceframe chassis. BODYWORK: ‘Classic’ (screened) or ‘Aero’ options. Fibreglass bodywork, aluminium side panels, lightweight body for racing. Three-piece rear bodywork with wing size selection. DONOR CAR: New from Raw or Ford sourced donor parts. ENGINE OPTIONS: Toyota and Ford. Bespoke including bike power available. SUSPENSION: Independent inboard front setup. Independent double rear wishbones utilising Raw’s own hub carriers, coil-over dampers, Ford hubs and differential. Fully adjustable front and rear allowing optimum handling and performance. The original live axle option is still available. STEERING: Bespoke Raw steering column with Ford quick rack. BRAKES: Standard Ford items through to a selection of upgrades including high specification four-pot alloy calipers. KIT PRICE: Starter rolling chassis packs are under £4500. Car in a box from £12,995 Factory cars from £17,450. BUDGET BUILD COST: Depends entirely on your part sourcing ability!

SUMMARY – Raw continues development, building on a proven performance history. Superb handling and performance make it a winner on or off track.

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



123 Roadrunner SR2:CKC Guide 2009



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Roadrunner SR2

THE ROADRUNNER SR2 may be a relatively new name having first appeared in 2010, but it arrived on the market after a thorough three-year development period. The quality of the kit is very high and the specification is generous. Take the chassis kit as a key example. As well as being made from round tube, it’s also laser cut for accurate fit and finish. The quality of the welding is very high and it’s very well presented. The other main attraction of the SR2 is its single Mazda MX-5 basis. As well as being affordable as a donor, it’s also very well engineered. In 1600cc form it produces 115bhp while the 1.8 develops 130bhp. Put that into a 560kg car (that’s in full road trim with a full rollcage and a full tank of fuel) and you have a very lively roadster. In lightweight track day spec, it’s possible for an SR2 to dip under the 500kg. The MX-5 engine is highly tuneable, too. Roadrunner has experience of both supercharging and turbocharging the engines, while there’s a whole raft of other companies which supply back-up and parts for the MX-5. Roadrunner has recently become an agent for Jenvey throttle bodies, so that’s another upgrade avenue to be explored. Other engines can be fitted to the SR2, but the beauty of retaining the MX-5 unit is threefold. One, it’s very robust. Two, it comes with the donor. And finally, if it does go pop it’s cheap and easy to find a replacement. It’s not a package that requires expensive aftermarket engine management. As well as offering high quality and spec, another focus of the SR2’s design was ease of build. By way of example, one recent improvement to the buildability includes a custom-made loom that simply plugs into the Acewell instrument and warning light pack. Overall, there’s a lot to recommend the SR2.

SPECIFICATION CHASSIS: Round tube. Tubes are laser cut. BODYWORK: GRP bodywork supplied in a choice of gelcoat colours. Wings supplied in black as standard. DONOR CAR: Mazda MX-5 Mk1 or Mk2. ENGINE OPTIONS: Mazda four-cylinder twin-cam in 1.6 or 1.8-litre form. Other engines can be fitted. SUSPENSION: Front – Double wishbones, coil-over dampers, Mazda MX-5 uprights. Rear – Double wishbones, coil-over dampers, Mazda MX-5 uprights. STEERING: Modified Mazda MX-5 column, Ford Escort steering rack. BRAKES: Discs all-round. KIT PRICE: £3995 plus VAT. BUDGET BUILD COST: From £7000.

SUMMARY – Excellent donor choice and quality components add up to a highly appealing package. Offers good value for money and is very tuneable.

Roadrunner Racing, Unit 8 Jetpark, Main Road, Newport, Brough, East Yorkshire HU15 2PR T: 07802 766128 E: W:



Saturn Roadster:CKC Guide 2009



Page 124

xxxxxxxxxxxxx Saturn Roadster

SATURN SPORTS CARS is run by Andy Hugill, who first got into the world of self built cars by building a Haynes Roadster from scratch according to the popular book. However, he saw a market for those who like the idea of building a Haynes Roadster but don’t fancy welding the chassis together themselves. As a result, Saturn Sports Cars offers a whole range of parts to Roadster builders, from a basic chassis, to body panels or a comprehensive kit. There is even the option of a fully built, turnkey car. It brings the Roadster into the realms of being a conventional kit car and makes it a lot more accessible. Andy’s own hands-on experience of building his car means he can offer comprehensive after-sales advice and guidance to his customers. The company is also in the process of adding a second model to its line-up, this being based on a Mazda MX-5. The Saturn Roadster X5 will be similar to the original roadster but is redesigned with the donor being the MX-5 Mk1 rather than the Ford Sierra, making the donor car more readily available to builders. A full build guide, used as a supplement to the Haynes manual, is available free to download from the Saturn website along with guide pictures. In development with Haynes Publishing, Saturn Sports Cars is creating a car and build manual, How To Build Your Own Single Seater On A Budget, which will allow builders to manufacture and assemble their own car in a similar fashion to the Haynes Roadster book. A full complement of parts and bodywork will be available for the launch of the manual. Project completion will be by the end of 2011, followed by the launch of the manual for May 2012.

SPECIFICATION CHASSIS: Tubular steel spaceframe. BODYWORK: GRP bodywork supplied in gelcoat finish. DONOR CAR: Ford Sierra or Mazda MX-5 Mk1. ENGINE OPTIONS: Ford Pinto as standard, although many four-cylinder engines can be fitted, X5 version uses the 1.8 or 1.6l engine from the donor car, with the single seater car using a standard motorbike engine. SUSPENSION: Front – Double wishbones, coil-over dampers. Rear – Double wishbones, coil-over dampers. STEERING: Rack and pinion. BRAKES: Discs front, option of discs or drums at the rear. KIT PRICE: Turnkey car price £9500 (1.8 CVH engine) to £12,500 (MX-5 based Roadster). Special offer rolling chassis kit £1435 (assembled chassis). £1150 precut chassis. Single seater prices to be confirmed in 2012. BUDGET BUILD COST: From £4000.

SUMMARY – Production kit version of the Haynes Roadster gives the option of an easy assembly, while forthcoming Mazda MX-5 and single seater car will take the firm upmarket.

Saturn Sports Cars, 27b Park View Industrial Estate, Hartlepool, County Durham TS25 1PD T: 01429 864377 E: W:



125 SDR V-Storm:CKC Guide 2009



Page 125

SDR WR3 V-Storm

NOW FIRMLY ESTABLISHED within the kit car industry having scooped a further two prestigious awards in 2011, the WR3 V-Storm continues to go from strength to strength. Winner of CKC’s Car of the Year, and also receiving an award from BAE Systems (British Aerospace Engineering) for design and innovation. The V-Storm is now making its mark on the road and track, and in international markets with cars sold to the USA, South Africa and Europe. The V-Storm offers electrifying performance even in standard form, with power outputs ranging from 235bhp to 500bhp from the Subaru turbo powerplant. This, combined with its minimal weight, makes the car devastatingly quick with staggering mid-range acceleration. Power to weight ratios can exceed 500bhp per tonne. Ian Stent, editor CKC magazine, said: “It’s not the outright pace that dazzles the most, it’s the way it demolishes a B-road. It remains composed and grips no matter what.” SDR Sportscars also has another two body styles in development. Customers can evolve their cars in the future if they choose to, change the body, modify the engine for more horsepower, fit anti-lag, launch control systems, same as the Subaru work rally cars, the list of possibilities is endless. This is because everything SDR Sportscars does is interchangeable and fits the existing V-Storm platform. This makes each V-Storm car futureproof. This is an important part of the SDR philosophy. Close up, the car is very well engineered, having been designed by mainstream motor vehicle designer Simon Keys who has worked at MIRA. From a safety point of veiw, 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.

SPECIFICATION CHASSIS: Hybrid multiplatform spaceframe. Combination of folded sheet sections, square box and CNC formed large and small diameter round-tube steel. 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, gearbox and steering column). ENGINE OPTIONS: Subaru Impreza turbo ‘classic’ and ‘bugeye’ version. 2-litre and 2.5-litre versions, WRX, STi, RA versions with 5-speed transmission, converted from 4wd to 2wd, fitted in a mid-engined 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 lightweight aluminium adjustable coil-over dampers. Available in single or double adjustable (double has separate adjustment control for bump and rebound). STEERING: Quaife Motorsport centre point steering rack, custom made to SDR Sportscars specification, Ford Ka collapsable steering column. BRAKES: Front – 265x10 vented AP Racing brake discs, AP type large 4-pot lightweight aluminium brake calipers, Mintex MDB series brake pads. Rear – 273x10 discs, bespoke alloy brake calipers, including handbrake mechanism. KIT PRICE: From £3895. Rolling chassis from £7396. All prices plus VAT.

SUMMARY – Cutting edge exo car looks, F1 central driving position, three seats, supercar rivalling performance, high level of engineering and quality.

BUDGET BUILD COST: From £16,000. Turnkey from £20,995. All prices plus VAT.

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

South West agent: Scoobybits T: 01872 561687. E: W: ENCYCLOPEDIA of KIT CARS 2012


Sebring Exalt:CKC Guide 2009



Page 126

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.

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).

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.

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 127

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 opentop 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-MXR:CKC Guide 2009



Page 128

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:



Southern GT:CKC Guide 2009



Page 129

Southern GT

SOUTHERN GT SPENT around two and a half years perfecting its GT40 replica before releasing it to the market. Even when it was ready to go on sale around three years ago, the company didn’t make a big fuss about it. The result is a thoroughly developed offering that has won praise from those who have driven it – including two professional racing drivers. Because the project was a sideline business, there was no rush to get it to market. As a result, the company spent many hours moving suspension brackets by as little as a sixteenth of an inch until everything was just right. Since being launched, the company has sold 11 of its cars. Nine of those have been registered as new cars. Southern GT says that its replica is a GT40 for the 21st century. The engine has been lowered in the chassis to improve the centre of gravity, it has a built in roll cage (the rear section is standard and the front section is optional) and the cockpit has been widened. This allows for wider seats, and it can also accommodate tall people of up to 6ft 4in. Its detail development even extends to having a good turning circle: the chassis is designed in such a way that full lock-to-lock travel can be achieved on the steering rack. This is a GT40 that’s as happy on the road as it is the track. Under the skin, a spaceframe chassis hosts all aluminium suspension. It accepts a Ford V8 and most kinds of transaxle, including Renault, ZFQ and Porsche. Southern GT can supply everything needed to build one of its kits, and can also fit its own rear end to other makes of GT40 replica. The company has full in-house sheet metal and fabrication facilities, and can supply and fit exhaust systems. The company is also an official supplier of Avon tyres.

SPECIFICATION CHASSIS: Jig built spaceframe in mild steel incorporating rear rollcage as standard with a wider, longer cockpit so will fit drivers up to 6ft 4in tall and allnew geometry design. BODYWORK: Full GRP body kit, Mk1 GT40. Also carbon parts optional. DONOR CAR: Not applicable as all parts specially manufactured. ENGINE OPTIONS: Ford 289, 302 or 351. SUSPENSION: Front – Top and bottom wishbones with rod ends or poly bushed, coil-over shocks and aluminium uprights. Rear – Bottom wishbones and top link arms with rod ends or poly bushed, four radius arms, original type GT40 aluminium upright and coil-over shocks. STEERING: Rack and pinion with CNC billet steering arms. BRAKES: Discs all-round, bias pedal box and choice of calipers including AP, Wilwood or HiSpec. KIT PRICE: Minus engine £35,624 plus VAT. Includes air con, 15in knock-on wheels, leather seats, Renault gearbox, aluminium uprights and uprated brakes.

SUMMARY – This GT40 replica may not be the best known, but a long design process promises a thoroughly developed end product.

Southern GT, Unit 9 Bury Farm, Curbridge, Botley, Southampton SO30 2HB T: 01489 788345 or 01489 789143 E: W:



Southways Supercat:CKC Guide 2009



Page 130

Southways SuperCat

SOUTHWAYS AUTOMOTIVE IS a specialist workshop that specialises in all manner of kit car work. From simple services to full builds, the company can tackle any make of kit car. It’s run by Paul Buckthorpe and Steve Dunford. Between them, they have built a diversity of kit cars – from Tiger Cat to Dakar 4x4 to Ultima GTR – before turning a hobby into a business and setting up Southways. Early in 2010, they added to their portfolio by buying the well established Cat model from Tiger Racing. The Cat has been around since 1997 and, in that time, has built up a healthy following. Several hundred have been built. Southways Sportscars is building upon that success by updating and upgrading the model. Under the skin is a strong tubular steel spaceframe chassis. The car uses inboard coil-over dampers at the front and Ford Sierra derived IRS at the rear, which helps to keep build costs down. The two derivatives that Southways is concentrating on are the SuperCat and SuperCat XL models. The former features wider wings all round which not only lend the car an aggressive stance but also allow for the fitment of wider wheels and tyres. The XL model has an altered chassis that boosts interior space. Southway’s initial developments enhance the Cat’s visual appeal. It’s now available in a wider range of colours, and the back wings can be specified in a different colour to the rest of the car (despite being part of the same mould as the rear panel). More developments will follow, and will be illustrated on Southway’s first in-house built demonstrator.

SPECIFICATION CHASSIS: Fully triangulated spaceframe made from 1in square steel tube. BODYWORK: Gelcoat GRP bodywork in a wide range of colours, aluminium side panels. DONOR CAR: Ford Sierra. ENGINE OPTIONS: Ford Pinto and Zetec are most popular, others can be fitted. SUSPENSION: Front – Inboard coil-over dampers, fabricated top rocking arms, lower arms. Rear – Sierra beam assembly, new springs and dampers. STEERING: Rack and pinion. BRAKES: Discs front and drums rear (rear discs are optional), all from donor vehicle. KIT PRICE: Standard kit (chassis, body, suspension, interior and more) £4445 plus VAT. BUDGET BUILD COST: From £6500.

SUMMARY – The Cat has always been a popular Seven inspired model, and Southways is developing the car to boost its appeal.

Southways Sports Cars, Unit C, Plot 5, Fort Fareham Industrial Estate, Fareham, Hampshire PO14 1AH T: 01329 220755 E: W:



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



Page 131

Spire GT-R/GT-3

SPIRE SPORTSCARS’ GT-R has made a name for itself winning the 750 Motor Club’s RGB Championship. The car has a multi-tubular spaceframe chassis and a mid-engined layout which can accommodate a variety of car engines and almost any water-cooled motorcycle unit. Running gear comes from the Ford Sierra and Spire can build cars in either left or right hand drive. The Le Mans inspired five-piece bodywork has been visually tweaked and the changes have resulted in a markedly better looking car. IVA has been taken into consideration too, so getting the car road legal is easy. And what a sight it makes as a road car! But it’s on the track where the car is really at home. It has confidence inspiring grip and terrific handling. Discs all round also ensure that it has stopping power to match. With an all-up wieight of just 500kg (in bike engined form), the GT-R boasts supercar performance figures. It will crack 150mph and reach 60mph from rest in under four seconds. There’s no doubt about it, the Spire has the performance to back up its race car looks. In 2011, Spire launched the GT-3. More specialised and hardcore than the GT-R, it’s offered only for track day and race use. Passenger space is limited thanks to smaller overall dimensions, while the chassis is made from CDS tube and the chassis is fully rose-jointed. It uses a chain-driven motorcycle engine and, like the GT-R, it already has competition success under its belt. In its debut season, the car won five out of 14 races entered and achieved a podium result in every one.

SPECIFICATION CHASSIS: Multi-tubular spadeframe. 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 £8500 (car engine) or from £9500 (bike engine). All pricing for the GT-R, price of GT-3 on application.

SUMMARY – The Spire GT-R has evolved to become a highly capable performer with racing pedigree to back it up. The new, more specialised, GT-3 has built upon that success.

Spire Sportscars, Unit 1A Stonebroom Industrial Estate, Alfreton DE55 6LQ T: 01773 874694 or 07836 355785 E: W:



132 Suffolk C-Type Jaguar:CKC Guide 2009



Page 132

Suffolk C-Type Jaguar

SUFFOLK SPORTSCARS HAS been manufacturing its exquisite Jaguar SS100 replica for 20 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:



133 Suffolk SS100 Jaguar:CKC Guide 2009



Page 133

Suffolk SS100 Jaguar

A TRUE CLASSIC in its own right, the Suffolk SS100 Jaguar has been in production for 20 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 Jaguar 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:CKC Guide 2009



Page 134

Sylva Riot

THE SYLVA MARQUE has built a fantastic reputation since 1982 for cars with excellent handling and high performance. Many of MD and designer Jeremy Phillips’ cars have proven themselves on the race track, and the currrent Sylva Riot and J15 models benefit from years of experience. The Riot has been on the market since 2004 but, late in 2011, it benefitted from a raft of improvements. Chief among them is an increase in cockpit space, but there has been a host of detail developments, too. Uprights are all new, the method of mounting the engine has been improved, the gearchange mechanism has been improved... and so the list goes on. What hasn’t changed is the Riot’s immense sense of fun. Even with a car engine on board, it weighs less than 500kg. With bike power, it’s lighter still. That results in startling performance even with modest power. Consequently, the Riot is light on all consumables, from fuel to tyres and brakes. High performance is very affordable in this package! As standard, performance comes from either a Ford Sigma engine (1.4 to 1.7-litre) or Yamaha R1, although many other units can be accommodated. Under the skin (a mix of GRP and aluminium) is a spaceframe chassis that uses double wishbone suspension at the rear and inboard dampers at the front which are operated by lower wishbones and top rocking arms. The Riot’s sister model, the J15, first appeared in 2009. Beneath the curvy ’60s styling lurks the Riot’s chassis, meaning it handles and performs just as well as its highly acclaimed stablemate. As well as being achingly pretty, it comes with aerodynamic benefits.

SPECIFICATION CHASSIS: Spaceframe with integral roll-over bar. BODYWORK: Riot – All GRP in self-coloured gelcoat with the exception of the aluminium side panels. J15 – All GRP in self-coloured gelcoat. DONOR CAR: Ford Fiesta Mk4. 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, forged uprights. Rear – Double wishbones, coil-over dampers, fabricated uprights. STEERING: Ford Escort rack, Ford Fiesta column. BRAKES: Discs all-round. KIT PRICE: Riot – Chassis Kit £3200, Body Kit £636. J15 – Chassis Kit £3721, Body Kit £1833. Prices include VAT. BUDGET BUILD COST: J15 – From £10,000. Riot – From £8000.

SUMMARY – Sylva has an enviable reputation for fine handling sports cars, and cars like the highly capable Riot and its J15 sister car are the reason. Few sports cars have such purity in their design as this duo.

Sylva Autokits, Lincolnshire T: 07788 468232 E: W:



Tiger Avon-GTA:CKC Guide 2009



Page 135

Tiger Avon/GTA

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, R6 and Aviator models forming the fundaments of the range. 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 box. 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. In 2011, Tiger added the GTA to its range. It uses the same chassis as the Avon, but features smoother retro styling. The GTA has been designed in such a way that it can be retro-fitted to existing cars; the outriggers that hold the body bolt on to the standard Avon chassis.

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: Discs all-round. KIT PRICE: Full kit £10,250 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 (Avon).

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, Unit 10 Anglia Way, Wisbech, Cambridgeshire PE13 2TY T: 01945 466200 E: W:



Toniq:CKC Guide 2009



Page 136


TONIQ SPORTSCARS PROVIDED a long overdue shot in the arm to the Seven market when it launched the Toniq R back in 2006. The company has continued to build on the original concept with the sensational new Toniq CB range. The stunning looks create drama and interest on road and track alike. However the Toniq CB is much more than a pretty face. The exciting appearance is only part of the story – for it is backed up by advanced engineering, top quality components and a dedicated, enthusiastic team. Attention to detail is evident throughout, from the beautiful CAD designed round tube chassis complete with laser cut and pre-drilled panelling to the fully terminated bespoke wiring loom. The CB range has been painstakingly developed to be a pleasure to build and own. There’s even a nosecone design specifically for track use. With lights built into the nose it has a reduced frontal area for improved aerodynamics. Comprehensive kits centre on Ford Duratec engines, and Kawasaki 1400cc motorcycle power. These comprehensive packages contain everything required to assemble a Toniq CB, down to the last nut and bolt. The use of new parts throughout means the cars can be issued with a brand new registration number. If you want to use a different drivetrain and/or use donor/recon parts to reduce the build cost, Toniq offers the CB range in modular packages. At the other extreme you can also buy the car in fully built form. Turnkey cars come in the guise of the Duratec powered CB180, CB200 and CB225 (those figures relate to the power in bhp), or the Kawsaki powered CB14R.

SPECIFICATION CHASSIS: State of the art CAD designed round tube spaceframe. Pre-drilled and bracketed for all suspension, drivetrain and body mounting points. Chassis and laser cut panelling pre-drilled and complete with fixings for easy assembly. BODYWORK: All GRP supplied in black gelcoat finish. DONOR CAR: N/A. ENGINE OPTIONS: Ford Duratec and Kawasaki 1400. 5 and 6-speed gearboxes. LSD standard on all models/kits. SUSPENSION: Front – Double wishbone with coil-over damper. Inboard pushrod actuated coil-over damper option. Rear – Double wishbone with coil-over dampers. BRAKES: Alloy 4-pot front calipers on vented discs. Alloy single pot rear calipers on solid discs with mechanical handbrake. KIT PRICE: Modular packages from £5525 plus VAT. Car in a box kits from £17,600 plus VAT. BUDGET BUILD COST: Home build from £18,000 on the road. Factory built – enquire to discuss your personal requirements.

SUMMARY – The Toniq CB range is beautifully executed. Equally at home on road or track, it’s a high quality offering that looks dramatic and has the performance to match. Stunning to look at, intoxicating to drive, and a pleasure to own.

Toniq Ltd, The Barns, Trebudannon, Newquay, Cornwall TR8 4LP T: 07818 057643 E: W:



Tornado TSC GT40:CKC Guide 2009



Page 137

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 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. The 2011 Ford Mustang Coyote engine has recently been introduced as an option. This all-aluminium V8 is a quad-cam, two thirds the weight of a 302 and passes all emission tests. Standard, it produces 412bhp, supercharged it creates 624bhp. 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. 2011 Ford Mustang Coyote all-aluminium V8. 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: £6500 plus VAT. Deluxe kit: With everything less engine and transaxle, wheels and tyres £21,525 plus VAT.

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.

BUDGET BUILD COST: From £25,000.

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



138 Triking:CKC Guide 2009



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THE TRIKING HAS been in continuous production since 1977 and is now owned and run by the husband and wife team of Alan and Nicki Layzell. Alan became a partner in the business in the 1980s and now operates the company from a small workshop behind his house. Within this Aladdin’s Cave of machining tools, he creates Trikings in both kit and fully built form, making many bespoke components to exacting standards. The wheel centres, for instance, are machined from a solid block of aluminium, while even the steering columns are made in-house. The result is a car that’s an engineer’s delight, festooned with excellent detailing. The Triking looks great, too. Its proportions are spot on, with the engine sat on the front axle line for a purposeful stance. The engine itself, a Moto Guzzi V-twin, becomes part of the styling. Any Moto Guzzi V-twin from the 1970s onwards can be used, although touring models (such as the California and Jackal) are favoured for their greater torque. The engine drives through the Moto Guzzi gearbox, although a Nova Racing ’box is also an option. For the former, Triking offers an inline reverse gear option which adds to the car’s practicality. Under the skin is a multi-tubular spaceframe chassis which features a backbone structure along the centre tunnel. The main GRP body tub is a stressed item, being bonded to the outer chassis members. You may expect to have to pay a high price for the Triking’s attention to detail, but it’s actually surprisingly affordable. The basic body/chassis pack costs £2700, and self-builds start from around £11,000. Factory build prices begin from £18,000 – that’s terrific value for money.

SPECIFICATION CHASSIS: Multi-tubular steel chassis with backbone structure, panelled centre tunnel and semi-stressed body tub. BODYWORK: All GRP supplied in primer gelcoat. DONOR CAR: No single donor car. ENGINE OPTIONS: Moto Guzzi V-twin 850cc to 1200cc, late 1970s onwards. Touring models preferred. SUSPENSION: Front – Double wishbones, coil-over dampers, fabricated uprights. Rear – Standard Moto Guzzi rear swing arm and coil-over dampers. STEERING: Fabricated column with Triking steering rack. BRAKES: Brembo discs with calipers. KIT PRICE: Basic body/chassis kit £2700. BUDGET BUILD COST: Self build from £11,000.

SUMMARY – The Triking is a genuine hand-built car that features many bespoke components crafted in-house at the Triking factory. It’s an exquisitely made car.

Triking Sports Cars, 8 Seamere Road, Hingham, Norfolk NR9 4LW T: 01953 850044 E: W:



Ultima Can-Am:CKC Guide 2009



Page 139

Ultima Can-Am

AS ULTIMA’S SISTER model to the extraordinary GTR, the Can-Am 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 Can-Am’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 Can-Am’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:



140 Ultima GTR:CKC Guide 2009



Page 140

xxxxxxxxxxxxx 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:



141 Vortex GT3:CKC Guide 2009



Page 141

Vortex GT3

THE VORTEX GT3 evolved from the Honda engined GTR and first appeared in 2004 with the 3-litre Ford Mondeo ST engine. It has been much refined since. New this year are chrome finish bi-halogen headlamp pods, a sleeker interior binnacle to house the ST Mondeo dials, a wider use of stainless steel, compliant front suspension and aluminium dampers as standard. The car is able to stow a full-size spare wheel if required, has a double bulkhead for noise supression and high ratio electric speed-variable power steering (EPAS) for great agility. Front and rear discs are both ventilated. Air conditioning is an option, and heating and ventilation are comprehensive. With a 104in wheelbase and a 72in width, interior room is generous. Engine choice is Ford 2.5-litre V6 Duratec (170bhp), 3-litre V6 Duratec (224bhp) or 2-litre Ecoboost (direct injection 280bhp). A prototype Lithium-Ion EV version is imminent, with a water-cooled motor. Recent attention to sprung and unsprung weight in the GT3 has enhanced its all-up weight, the total being a surprising amount lighter than a certain carbon chassied GT car of great prominence!

SPECIFICATION CHASSIS: Multi-tubular chassis. BODYWORK: Single-piece fibreglass main tub with bonded in floor, separate rear bumper, bonnet, engine cover and doors, supplied in primer gel. DONOR CAR: No single donor. ENGINE OPTIONS: 3-litre Mondeo V6, 2.5-litre Duratec V6, Focus RS/Volvo 2.3/2.5-litre 5-cylinder turbo. SUSPENSION: Front – Double wishbones, cast alloy uprights, coil-over dampers. Rear – De Dion, Watts linkage, Ford hubs. STEERING: Rack and pinion with speed-variable electronic power assistance. BRAKES: Discs front and rear, servo assisted. KIT PRICE: Chassis kit – £4995. Comprehensive kit – £13,666. BUDGET BUILD COST: From £20,000.

SUMMARY – Great looks and practicality combine with high quality to make this one of the most desirable kit cars on the market. They don’t get much better than this...

Vortex Automotive, 23 Woodmill Meadow, Kenilworth, Warwickshire CV8 2XP T: 01926 857200 E: W:



142 Vortex V2:CKC Guide 2009



Page 142

Vortex V2

THE VORTEX V2 is a new design intended to be a radical alternative to the traditional Lotus Seven type machine, for use on the road or for track days. The mid-engine layout and use of curved chassis tube allows great internal space and a contemporary appearance. The prototype is still in development (project was started in February 2011) and is expected to be on sale early 2012, when it will be commisioned in batches of five at a time. Individual cockpit openings allow for a passenger tonneau to give an enclosed feel if wanted, while a central fuel tank offers better weight distribution. A high nose with integrated aerofoils (for superior downforce) directs air to the underside intercooler duct. Power unit choice is 2-litre Duratec or 2-litre direct injection turbo Ecoboost (280bhp and fantastic torque). Other units would be considered if there is seen to be demand. Trackday versions will have aerofoil additions and a lower ride height with stiffer springs. For the track day version also the turbo intake is intended to be in the ‘passenger’ headfairing for efficient cool air. A 6-speed gearbox is also an option.

SPECIFICATION CHASSIS: Steel curved & straight multi tube spaceframe. BODYWORK: Five main pieces supplied in gelcoat colours. DONOR CAR: Ford discs, driveline, steering rack, column and engine. ENGINE OPTIONS: 2-litre Duratec or 2-litre direct injection turbo Ecoboost. SUSPENSION: Wishbone front, De Dion rear with Watts pivot. STEERING: Manual high ratio rack. BRAKES: Discs all round. KIT PRICE: Kit £8999. BUDGET BUILD COST: From £12,500.

SUMMARY – The V2 marks a departure for Vortex Automotive from its GT3, but it draws heavily on the company’s prior experience in race car design and development.

Vortex Automotive, 23 Woodmill Meadow, Kenilworth, Warwickshire CV8 2XP T: 01926 857200 E: W:



143 Westfield Sport:CKC Guide 2009



Page 143

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 specifications. 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, 150bhp Zetec to the range-topping 200bhp 2-litre Duratec. While Westfield offers more hardcore cars for track day use, the Sport is aimed at dual road and circuit use. So while it’s quick and is dynamically responsive for track days, 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 £14,999), 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 £17,999. Either way, it comes with the aftersales back-up and technical support of one of the largest kit car companies in the world.

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: Donor kits from £7500, Complete kits start from £14,999. Modular kits also available. BUDGET BUILD COST: £8000 using donor parts 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 track day 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



Page 144

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 all signal the development that’s gone on right throughout the car. Not only this, the chassis and wishbones are twice as stiff but lighter, and uses Reynolds tubing. Steering geometry and set-up all being perfected by Randall Engineering. 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 it 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 a very significant step in the Westfield story. Launched in 2010 Westfield now offers a UK edition with increased power (200bhp) and some of the European requirements removed to suit the British sports car driver. Dealer fit options now include a carbon exhaust can and ECU upgrade taking power up to 225bhp.

SPECIFICATION CHASSIS: Steel spaceframe including Reynolds tubing. 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. UK KIT PRICE: Complete kit price £23,500. UK FACTORY BUILT PRICE: From £26,500.

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 2012:CKC Edit Template


OTHERS TO CONSIDER ADR Engineering 01628 783030 Aero Cycle Cars 01273 843749 AGM Sportscars 01226 700373 Aries Motorsport 01159 323489 Automobile Addiction Bay Area Rods 07970 636986 BDN Sportscars 01568 797883 Caburn 01827 895331 Caterham Cars 01883 333700 Crendon 01296 651985 Cobretti 020 8395 0109 Cyana Sportscars 07918 638546 Dakar 4x4 01664 444774 DC Supercars 01205 316272 Deronda Cars 01865 427823 ERA 01945 466200 Enzo Design Exact Replicas 07789 794845 Exceed Autocraft 01302 719443 Extreme Sportscars 01482 222793 Findhorn Cars 01730 823647 Flatlands Engineering 01553 828868 Gentry Motor Car Company 02476 382973 Grinnall Specialist Cars 01299 822862 GT40 Supercars 01507 522225 Hoppa Street Buggy 01884 277802 HRB Automotive 07707 289667 Image Sports Cars JAS Beach Buggies 01409 241993 Kellforms 01494 472233 Kougar Cars 01797 270988 LiĂŠge Motor Company 01386 45556 Luego Sports Cars MAC#1 Motorsports 0114 2511016 Magnum Engineering 01295 722835 Malone Car Company 01409 241044 Mamba Motorsport 01793 749673 Marcos Heritage Spares 01380 871717 Midas Cars (Alternative Cars) 01865 427823 Mill Auto Conversions 07970 974 970 MK Engineering 01709 815740 ML Motorsport (Minus) 01474 825123 MR2 Kits 01202 280818 Murtaya Sports Cars 01395 233443 Mutant 4x4 01784 247410 Napiersport 01202 718865 NCF Motors 01388 526917 Onyx Sports Cars 01472 827813 Parallel Designs 07425 131 677 Pembleton Motor Company 01299 832944 Peninsula Sports Cars 01209 899090 Pilgrim Cars 01273 493860 Qpod Motor Company 01508 499232 Rayvolution Cars Realm Engineering 01386 849116 Reynard Racing Cars 07810 443872 RS Motorsport 07888 700218 Stimson Design 07710 439907 Stingray Motorsport 01773 744484 Thunder Road Cars 020 8502 4090 Tifosi 07790 429791 TWR Replicas 0118 9707 080 Typhoon Sportscars 07966 165194 Vindicator Cars 07703 289833 Z-Cars 01964 527725 ENCYCLOPEDIA of KIT CARS 2012


Page 145

Manufacturers And Models



Murtaya Rayvolution Evo



TWR Replicas 145

146-147 Others To Consider 2012:CKC Edit Template



Page 146

Crendon CR427

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

COBRA REPLICAS Crendon CR427 Magnum 427 Parallel 427 Pilgrim Sumo Ram Cobra (Realm Eng.) Supersnake (Peninsula) Thunder Road Cars Vindicator 427


Exact 355 Gentry Mamba C23 ML Minus MR2 Kits GTA Napiersport Super Stratos NG TF/TC (Findhorn) Onyx EB Type 37 Parallel Torrero Pilgrim Speedster Realm C-Type RS Motorsport RS200 Tifosi Rana TWR XJ13

Aries Motorsport Caterham Seven Luego Velocity Luego Viento Mac#1 Vindicator Sprint

REPLICAS Automobile Addiction 250F DC Roadster ERA 30 Enzo Design EDF430


SPORTS CARS Aeon GT (Exceed) Caburn Hurricane Kellforms Retoga Kougar Monza Kougar Sports Liége Marcos MkVI Midas Cortez Midas Excelsior Minari (Peninsula) MK Midi Murtaya Onyx Mongoose Pembleton Brooklands Cyana Sammio Typhoon Mojo Vindicator Venom

THREE-WHEELERS Grinnall Scorpion Pembleton SuperSports Rayvolution Evo



TRACK DAY SPECIALISTS ADR Sport AGM WLR Deronda HRB Mulsanne Reynard Inverter Z-Cars Mini




Dakar 4x4 Hoppa Street Buggy JAS Buggy Meyers Manxster (Flatlands) Mutant 4x4 NCF Blitz Secma F16 (Qpod) Stingray Jester

Donington FP Nov11:CKC FP



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Encyclopedia of Kit Cars  

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