What got you into drifting?

For Adam, the journey into drifting began back in 2011 when a friend took him to a British Drift Championship event at Norfolk Arena. That single experience was all it took to get him hooked on the sport.

What was your first drift car?

Adam started his drifting career in a Nissan S14, a solid choice for any aspiring drifter looking to hone their skills. And also proves that the apple does not fall far from the tree, given he’s graduated to an S15!

What’s the best piece of advice you’d give someone wanting to drift for the first time?

“Don’t spend loads of money building a car… keep it simple and DRIVE AS MUCH AS YOU CAN,” Adam advises. He stresses that newcomers don’t need a 500bhp monster with an expensive suspension setup—seat time is far more valuable than spec sheets.

What’s your dream circuit to drift on?

Japan’s legendary Meihan circuit is at the top of Adam’s list. Known for its tight corners and high-commitment entries, it’s the perfect playground for aggressive driving.

With an unlimited budget, what car would you build for drifting?

A new Toyota GR86, but with a TRD NASCAR V8 under the bonnet. Now that’s a build we’d love to see.

What’s your biggest accolade or best experience in drifting so far?

Winning Japfest Drift Kings 2024 stands as Adam’s proudest moment in drifting. Now, with another year of experience under his belt, he’s ready to go even harder in 2025.

What can we expect from you in the Drift Kings competition at Japfest 2025?

“Massive backwards entries and aggressive driving.” If you thought last year was wild, just wait until you see what Adam has in store this time around.

Japfest 2025 promises to be an unmissable event, bringing together the best drifters to battle it out for supremacy. Will Adam Marriott reclaim his throne, or will a new champion rise? There’s only one way to find out, be there at Silverstone on April 13th!

Don’t miss out! Japfest tickets are selling fast, so grab yours now and witness the action live.

The post Meet the Drifter: Adam Marriott, Defending His Crown at Japfest appeared first on Fast Car.

With a German shell and a Japanese heart, George’s Eurofighter is proof that when East meets West, the result is pure smoke-show magic, perfect for tearing up the tarmac at Japfest Silverstone.

What got you into drifting?

For George, drifting started with a group of friends who shared a love for watching the sport. What began as a casual interest quickly turned into an obsession, leading him to get behind the wheel himself.

What was your first drift car?

Not the answer you’d expect from a Drift Kings competitor and professional drifter, but George’s first drift car was a Renault Clio. We’ll let that one slide. Besides, if you can get a FWD car sideways then kudos.

What’s the best piece of advice you’d give someone wanting to drift for the first time?

“Go for it!!!” George says. His recommendation is to start at a drift school like RDX Academy, where newcomers can learn the basics in a controlled environment. When it comes to getting your own car, his advice is simple, keep costs down. “Don’t worry about aesthetics or expensive trick bits until you’ve made a lot of progress.” His best memories come from driving his budget E46 at Driftland with friends, proving that fun doesn’t have to come with a high price tag.

What’s your dream circuit to drift on?

There are two standout tracks on George’s list: Riga and Rudskogen in Norway. He’s already had the chance to drift Rudskogen in a borrowed car but dreams of taking his Eurofighter there for a proper session.

What’s your biggest accolade or best experience in drifting so far?

Drifting at Goodwood Festival of Speed is a career highlight for George, a moment that cemented his place among the top drifters.

With an unlimited budget, what car would you build for drifting?

A 2JZ-powered Chevy truck. Because why not?

What can we expect from you in the Drift Kings competition at Japfest 2025?

“Wild entries, close tandems, and a whole lot of fun being had!” If that doesn’t get you excited for Japfest, nothing will.

Japfest 2025 is set to be an unmissable event, with Drift Kings bringing together some of the best drifters in the game for an intense battle of skill and control. George Barclay and his BMW M2 Eurofighter will be right in the mix, sending it harder than ever.

Don’t miss out! Japfest takes over Silverstone on April 13th, and tickets are selling fast. Secure yours now and witness the action live!

The post Meet the Drifter: George Barclay – Taking the Eurofighter to Japfest appeared first on Fast Car.

Founded in 2017 by a small group of mates wanting to put their own twist on the modified car scene, Kentish UK has grown into a well-respected club with members stretching from Kent all the way to Scotland, and even some from Europe making the trip to join their stands.

What’s Kentish UK all about?

Kentish UK isn’t about just any car, it’s about the right car. The club has a strong appreciation for pre-2000s models, with a lineup that includes everything from classic VW Beetles to 80s and 90s Japanese icons and old-school BMWs. The focus is on uniqueness and quality, bringing together cars that stand out from the crowd.

More than that, Kentish UK is about people. The club offers a genuine sense of community, where members share knowledge, work on projects together, and help each other keep their cars running in top shape. Whether you’re hunting for rare parts, looking for advice, or just want to be part of a group that appreciates cool cars, Kentish UK delivers.

What shows does Kentish UK attend?

Kentish UK has been a regular at some of the biggest shows in the UK and beyond. They’ve made their mark at Japfest and Classic Japfest, even taking home an award at the latter. They roll deep at Retro Rides Weekender, with over 40 members camping out for the event, and they also have a presence at Player’s Classic. Local shows, coffee meets, and pop-up gatherings in the Southeast keep the calendar full.

And they don’t stop at the UK. Last year, a group of 40+ members flew to Poland for Ultrace, and this year, they’ve got plans to hit events in Belgium, Croatia, and Poland.

Kentish UK at Japfest, Trax & Classic Japfest

For 2025, Kentish UK will be making a statement at Japfest on April 13th, Trax on August 31st, and Classic Japfest on October 4th & 5th. Expect a stunning lineup of rare, well-built machines that showcase the club’s high standards. Whether you’re into retro JDM legends, classic Euros, or anything that breaks the mold, their stand will be a must-see.

Japfest at Silverstone is the UK’s biggest Japanese car event, bringing together thousands of JDM icons, track action, and an unmissable atmosphere. Trax, later in the year, is where performance cars shine, and Kentish UK’s lineup will fit right in. And Classic Japfest? It’s a celebration of Japanese automotive history, making it the perfect event for a club that champions pre-2000s cars.

Why You Should Attend

Japfest, Trax, and Classic Japfest are three of the biggest and best events on the UK automotive calendar. Whether you’re looking to see rare builds up close, meet like-minded enthusiasts, or even take your own car on track, these shows have it all.

Kentish UK will be out in force at all three events, so if you want to see what makes this club special, make sure to check out their stand. You’ll find some of the best modified classics, meet the people behind the builds, and experience the club’s welcoming, knowledgeable community firsthand.

Want to join Kentish UK?

If you think your car fits the bill and you’re looking for a club that values quality, authenticity, and a strong community, Kentish UK could be the perfect fit. Keep an eye out for them at Japfest, Trax, and Classic Japfest, and if you like what you see, why not get involved? Be sure to connect with Kentish UK on Instagram, Facebook and TikTok via the handle @Kentish UK.

Photos by: Kentish UK.

The post Kentish UK | Club Spotlight appeared first on Fast Car.

What got you into drifting?

Harry’s introduction to drifting came from an unlikely but relatable place, GranTurismo on PlayStation. It was through the virtual world of racing that he discovered a love for sliding sideways, eventually taking that passion to the tarmac.

What was your first drift car?

There are some people that would argue that if you can slide an MX-5, then you can slide anything. Who knows if there’s any science to that, but it certainly makes for an excellent base for learning the ropes. So, when it came to picking his first drift car, there was no hesitation; the Mazda MX-5 became his weapon of choice, and he’s stuck with it ever since.

What’s the best piece of advice you’d give someone wanting to drift for the first time?

For those looking to get into drifting, Harry keeps it simple: “Do the bare minimum mods, don’t overthink it, and ask for advice from people who can drive well.” His approach is all about seat time and learning from experienced drivers rather than throwing money at unnecessary modifications, which is an excellent piece of advice. Whether you’re looking at learning the ropes in drifting, or taking part in your first track day, getting tuition is the best way to improve. And of course practise…

What’s your dream circuit to drift on?

Every drifter has a dream circuit, and for Harry, it has to be Ebisu. Nestled in the mountains of Fukushima, Japan, it’s a a legendary motorsport complex famous for its drift-focused layout and grassroots car culture. With multiple tracks, including the iconic Minami course known for its dramatic jump drift section, it has become a mecca for drifters worldwide, hosting events like the D1 Grand Prix and the legendary Matsuri festivals. The legendary Japanese drift circuit is a bucket-list location for any true fan of the sport.

With an unlimited budget, what car would you build for drifting?

If money were no object, his dream build would be a NASCAR V8-powered GT86 – a machine that would certainly make an impact in the drift world.

What’s your biggest accolade or best experience in drifting so far?

Competing at Drift Kings is nothing new for Harry, having already secured an impressive second-place finish at Silverstone.

What can we expect from you in the Drift Kings competition at Japfest 2025?

Now, Harry Penny back to make his mark once again, promising “affordable sends” for the fans, a statement that sums up his down-to-earth approach to competition.

Don’t miss out on Japfest!

With Japfest 2025 just around the corner, there’s no better time to secure your spot at the UK’s biggest celebration of Japanese performance cars. Drift Kings will see some of the best drivers go head-to-head in a battle of skill, smoke, and sheer commitment – and Harry Penny will be right in the thick of it.

Attendees can also experience high-speed action firsthand through public track sessions on the renowned Silverstone Circuit or ride along with professional drifters in Drift Taxis, all while exploring a bustling Retail Village filled with top-notch automotive products and expert advice.

Don’t miss out! Japfest takes over Silverstone on April 13th, and tickets are selling fast. Secure yours now and witness the action live!

The post Meet the Drifter: Harry Penny appeared first on Fast Car.

With a thriving community of around 7,000 members across Facebook, Instagram, and TikTok (@Mk6takeover), they’ve cemented themselves as a key part of the Ford scene. If you love Fords and want to see some of the best Mk6 Fiestas in the country, Ford Fair is the place to be.

What’s Mk6 Takeover all about?

It’s more than just a place to talk Fiestas, Mk6 Takeover is a proper community. New members gain access to a wealth of knowledge that goes beyond your typical Google and YouTube searches. From hard-to-find technical tips to inspiration for builds, the club is a goldmine for Mk6 fans. And with Ford Fair just around the corner, there’s no better time to connect with fellow enthusiasts in person.

More than that, it’s about bringing people together. The club hosts meets and display stands at major Ford events, giving owners the chance to showcase their cars alongside fellow enthusiasts. Recently, they’ve even introduced track days, letting members push their cars to the limit in a safe, controlled environment. And it’s not all about cars, Mk6 Takeover also organises general meetups and days out to keep that family feel strong.

What shows does Mk6 Takeover attend?

The club has a busy calendar, making appearances at major Ford events such as Ford Fair, Ford Nationals, Ford Power Live, the Isle of Wight Takeover and more. They also hold regular breakfast meets and trips to hotspots like Caffeine and Machine, ensuring there’s always something happening for members to get involved in. If you want to experience the best of the Mk6 community, make sure you visit their stand at Ford Fair this year.

Mk6 Takeover at Ford Fair 2025

Of course, the big one is Ford Fair. Taking over Silverstone on August 10th, Ford Fair 2025 is set to be bigger than ever with over 3,500 cars and non-stop action all day long. From track sessions to drifting demos and a bustling retail village, there’s no better place to soak up the best of the Blue Oval scene.

Mk6 Takeover will be out in full force, repping the club with an epic stand packed with some of the best Mk6s in the UK. Expect everything from OEM+ builds to full-on showstoppers, with owners on hand to chat all things Mk6. Whether you’re already a member or just curious about the club, swing by and say hello, you won’t miss them. Last year they had a whopping 150 cars on display!

Why You Should Attend Ford Fair

Ford Fair is the ultimate celebration of all things Ford, and if you’ve never been before, this is the year to change that. With thousands of stunning Fords on display, an electrifying atmosphere, and the chance to get up close and personal with some of the most passionate car communities around, it’s a must-attend event for any Ford enthusiast.

Whether you’re looking to browse the latest Ford tuning parts, test your car on the iconic Silverstone Circuit, or simply take in the incredible variety of cars on show, there’s something for everyone. And, of course, don’t forget to check out the Mk6 Takeover stand to see why this community is making waves in the Ford scene.

Want to join Mk6 Takeover?

If you’re a Mk6 Fiesta owner or just a fan of the platform, you can get involved by following the club on Facebook, Instagram, and TikTok (@Mk6takeover). With regular updates, event announcements, and a thriving community, it’s the perfect place for all things Mk6. And if you’re heading to Ford Fair, make sure to visit their stand and be part of the action!

The post Mk6 Takeover | Club Spotlight appeared first on Fast Car.

Name: Thomas Huskinson
Car: Nissan Silvia S14

What got you into drifting?

The influence of the Japanese drifting scene and the adrenaline-packed D1GB series ignited Thomas’ passion for the sport. From that moment on, it was clear that he wanted to push his driving skills to the limit.

Best piece of advice you’d give someone wanting to drift for the first time?

Rather than get bogged down in complex car builds, Thomas stresses the importance of learning the fundamentals of drifting. The best drifters focus on perfecting their skills behind the wheel rather than obsessing over modifications.

What’s the dream circuit you’d like to drift?

Thomas is all about chasing adrenaline on some of the most legendary circuits in the world. From the iconic Meihan, Bihoku and Tokushima Kartland (TKL) in Japan to Tarmac Lake, these tracks are where the world’s top drifters showcase their skills, and Thomas is eager to leave his mark.

With an unlimited budget, what car would you build for drifting?

If money was no object, Thomas would go all out with a custom V8 Sprint Car, equipped with power steering on a B-knuckle for ultimate precision and aggression. With the right combination of power and handling, it would be the perfect machine for showcasing

What’s your biggest accolade/best experience in drifting so far?

One of the most exhilarating moments in Thomas’ drifting career was hitting 120mph backwards entries at Mondello. It’s a high-speed stunt that showcases the extreme control and skill required in drifting, and you can expect to see those sorts of stunts during the Drift Matsuri Drift Kings demos this April 13^th at Japfest.

What can we expect to see in the Drift Kings competition from you?

When it comes to this year’s Japfest Drift Kings competition, Thomas is planning to go balls to the wall with all-out aggression on the track. Expect high-speed slides, backwards entries, maybe even a cheeky 360 degree entry thrown into a mix.  

Catch Thomas Huskinson in Action at Japfest 2025!

The legendary Japfest at Silverstone on April 13th is set to be a high-octane celebration of Japanese cars. From stunning displays of classic and modern Japanese cars to the intense drift competitions and huge retail village, this is the place to be for any Japanese car enthusiast.

If you’re a fan of high-speed drifting, aggressive driving, and jaw-dropping stunts, make sure you don’t miss Thomas Huskinson in action at Japfest. It’s going to be an unforgettable day packed with electrifying performances and all the best of Japanese car culture.

The post Meet the Drifter: An Interview with Thomas Huskinson appeared first on Fast Car.

Knockhill Racing Circuit, located in Fife, Scotland, is the country’s only licensed international motorsport venue. Opened in 1974, it has become iconic for its challenging layout, nestled among rolling hills and natural elevations. The track hosts various motorsport events, including the British Touring Car Championship (BTCC), British Superbike Championship (BSB), and Scottish Motorsport events. Its 1.27-mile layout offers thrilling twists, fast straights, and elevation changes that provide drivers with a real test of skill. The atmosphere is electric, with enthusiastic crowds and a deep connection to racing heritage, making Knockhill a must-visit for motorsport fans.

Knockhill 50^th Anniversary Racing Festival

In May 2025, Knockhill Racing Circuit will celebrate its 50th Anniversary with a special Racing Festival. This exciting event, set for May 17-18, will honour five decades of motorsport in Scotland. The weekend will feature thrilling races from the Knockhill Motor Sports Club (KMSC) and SMRC, along with nostalgic parades showcasing iconic cars from the 70s, 80s, and 90s. Highlights include a recreation of the 1975 opening ceremony with a Formula 5000 car and a demo by a Footwork F1. Scottish champions from across the years will also be present, making this a must-attend celebration for motorsport fans.

Win tickets!

Want to be a part of the action? We’re giving one lucky fan the chance to experience the 50 Years of Car Racing at Knockhill event in true style! The winner will receive a pair of weekend tickets to this historic celebration on 17–18 May 2025, along with an overnight stay at the luxurious nearby Keavil House Hotel. Enjoy two days of thrilling racing, special demonstrations, and appearances from motorsport legends at Scotland’s most iconic circuit. Find out how you can enter the competition giveaway below. Simply answer the question, pop your contact details in and we’ll be in touch W/C 05/05/25 if you’ve won.

The post Win Tickets To Knockhill 50th Anniversary Racing Festival appeared first on Fast Car.

Set your alarms, Japfest 2025 is just around the corner, and this year it’s shaping up to be an epic one. Kick things off on Saturday 12th April with a Japanese-only track day at the legendary Silverstone Circuit. Whether you’re booking a half-day or full-day session, there’s no better place to unleash your Japanese car than on this iconic track. Then, get ready for the biggest day of the weekend, Sunday 13th April, as Japfest takes over Silverstone with jaw-dropping cars, high-speed thrills, and a massive celebration of Japanese car culture.

Saturday: Track Day at Silverstone

The ultimate warm up for Japfest is here. For those who live for the track, Saturday’s Japanese-only track day is your chance to push your car to its limits on one of the world’s most famous racing circuits. From fast straights to tricky corners, Silverstone offers the perfect testing ground for your Japanese machine. With both half-day and full-day sessions available, it’s a day of pure driving joy. For more information, hit the button below.

Camping at Whittlebury: Stay Close, Avoid the Rush

Don’t waste precious time stuck in traffic on Sunday morning. Stay just minutes away from the event at Whittlebury Campsite, where you can pitch up for just £25 per person. It’s the perfect base for the weekend, whether you’re driving your car into the show or not, you’re just a few minutes from Silverstone. For those camping and not driving, you’ll be able to walk straight to Japfest, avoiding all the usual morning headaches. And if you fancy a drink, you won’t have to worry about being over the limit to drive the next morning. Simply walk to the show! Simple. Hit the button below for more info.

Sunday: Japfest 2025, Europe’s Biggest Japanese Car Show

After a night of camping, get yourself ready for Japfest 2025 on Sunday 13th April, it’s going to be a monster. This year, over 3500 cars will roll through the gates, with everything from the latest performance machines to wild custom builds and everything in between. If you’re into Japanese car culture, this is your ultimate playground.

One standout feature this year is the Fast Car Culture Collection – a display you absolutely don’t want to miss. As part of Japfest, this collection showcases some of the most iconic and legendary builds in the world of Japanese performance cars. Expect to see the best of the best, including cars like the Top Secret Nissan GT-R to Bluebird’s on Hydros and everything in between, all in their custom, tuned glory. If you’re a fan of seriously fast and seriously cool Japanese machines, this display is a must-see.

In addition to the cars, the Drift Kings competition will bring the heat with jaw-dropping slides and plenty of tyre smoke thanks to the Drift Matsuri team. Want in on the action? Sign up for a Drift Taxi ride and experience the thrill of drifting firsthand – it’s an adrenaline rush you won’t forget. Hit the button below for more information on how you can book your Drift Taxi ride.

The Retail Village is also a must-visit, where you can stock up on performance parts, grab exclusive discounts, and meet the experts. Not forgetting the Auto Finesse Detailing Academy, where you can pick up pro tips and products to make your car shine like never before.

Plus, with the Street Elite Show & Shine competition and live DJ sets to keep the atmosphere buzzing, Japfest 2025 is set to be a weekend you won’t forget.

Want More? Check Out the Silverstone Museum

While you’re at Silverstone, take some time to explore the Silverstone Museum, where motorsport history comes to life. From legendary racing cars to iconic racing memorabilia, it’s the perfect way to immerse yourself in the world of motorsport. More information soon on how you can secure your Silverstone Museum pass.

So, what are you waiting for? Book your track day, camping, and Japfest tickets now, and get ready for a weekend packed with action, cars, and everything you love about Japanese car culture. See you at Silverstone in April!

The post Make a Weekend Of It At Japfest 2025! appeared first on Fast Car.

If you’re one of the many who relish the sound of an engine screaming towards the red line, then LimitR might just be the car club for you. Founded at Japfest 2023 and officially launched in March 2024, LimitR is a community where enthusiasts unite to chase peak performance, rev up their engines, and connect over their shared passion for driving. Admin and founder Olly shares more about the club’s roots, its thriving community, and its future.

What is LimitR car club all about?

“We’re all about hunting for the red line,” Olly says, summing up the essence of LimitR. “The roots of the brand are in Honda, but there’s no model or manufacturer that isn’t allowed. If you’re into chasing the limiter to get all the performance out of the engine, you’re in!”

With nearly 100 cars set to appear at this year’s Japfest at Silverstone, LimitR is making a significant splash in the car scene. “This year is our biggest yet,” Olly reveals. “We have nearly 100 cars on the Japfest stand, with loads more that missed out because tickets sold out so quickly. The growth of the club has been fantastic.”

But it’s not just about showing off beautiful machines. LimitR has its own race team, too. “We’ve got a Civic Type R EP3 running in the UK Time Attack series under the LimitR Race Team,” Olly says proudly, showcasing the club’s commitment to pushing cars to their performance limits, both on and off the track.

What does Limit R off members?

LimitR members get access to a host of perks. “As a member, you get the chance to have your car on the stand at the shows, plus added access to group chats and our Discord server,” says Olly. Whether you’re after advice or just want to connect with other like-minded enthusiasts, the camaraderie is one of the club’s key offerings.

While Japfest is certainly a highlight, LimitR has also hosted meets at renowned venues like Caffeine & Machine, Podium Place, and The Motorist, with plans to expand to other locations. Members can look forward to even more events as the community grows. “The shows we attend include Japfest, Tunerfest, and the Japanese Performance Show, but we’re definitely looking to expand moving forward,” Olly says. And with LimitR’s increasing presence, it’s clear the club is only going up from here.

LimitR at Japfest, the ultimate Japanese car show

LimitR is gearing up for Europe’s Japanese car event of the year, with a standout display at Japfest on April 13th at Silverstone. With over 3,500 cars on display in total, including a massive presence from LimitR, this is the perfect place to witness the best in Japanese car culture. Japfest offers much more than just static displays; track time around Silverstone, the Drift Kings competition, drift taxi rides, and a massive retail village make it the ultimate day out for any car enthusiast.

Olly shares his excitement: “We’re bringing nearly 100 cars, and it’s going to be a fantastic display. Being part of Japfest is always a blast. The atmosphere is electric, and it’s a real privilege to be part of something that’s so well-loved in the community.”

A club built on community

LimitR isn’t just about cars, it’s about the people. “The best thing about being a member is the support from fellow enthusiasts,” Olly explains. Whether you’re after technical advice or simply want to talk shop, the LimitR community is always happy to lend a hand.

Looking ahead, Olly has big plans for the club. “In five years, I see us growing with a strong community and a solid brand. We’re aiming to have more cars competing in events under the LimitR Racing Program. It would be great to be the biggest club at Japfest one day!”

So, whether you’re a fan of track days, car meets, or just want to be part of a passionate and supportive group, LimitR is ready to welcome you. And if you’re heading to Japfest this April, keep an eye out for the team! Be sure to check out the LimitR website here, and give them a follow on Instagram right here.

The post LimitR | Club Spotlight appeared first on Fast Car.

Ian Phillips is gearing up for the Drift Kings competition at Japfest on April 13th at Silverstone, and if you haven’t heard of him, it’s about time you did. Ian is a true car control wizard, and one of the most entertaining drivers you’ll see on track. We sat down with Ian to chat about his drifting journey, dream cars, and what he’s planning to bring to the Drift Matsuri party at Japfest. Spoiler alert: it involves a lot of speed, smoke, and maybe a little bit of chaos.

What car do you drift?

“I drift a Nissan 350z,” says Ian, and while it might not be the loudest answer for people not in the know, it’s a solid one. The 350z has earned its place in the drifting world for a reason, it’s got power, style, and enough swagger to make you look cool even when you’re sideways.

What got you into drifting?

“A crazy Irishman from work,” Ian laughs. We don’t need any more details, if an Irishman gets you into drifting, you know it’s going to be wild. Sounds like the start of an epic story, right?

What was your first drift car?

“My first drift car was a Nissan Skyline R33,” Ian says, looking like he’s just remembered an old flame. “I really miss that car.” We get it, Ian, the R33 is iconic. You never forget your first love, especially when it’s a legendary Skyline.

Best piece of advice you’d give someone wanting to drift for the first time?

“Don’t overthink it and keep it fun!” Ian’s words are simple but wise. Drifting can be intimidating when you’re starting out, but Ian’s approach is all about staying relaxed, having fun, and not sweating the small stuff.

What’s your dream circuit to drift on?

“Riga, baby!” Ian exclaims. If you don’t know about Riga, just imagine a drift paradise where dreams are made and tires are shredded. It’s the kind of place where Ian, and most drifters, want to test their skills.

With an unlimited budget, what car would you build for drifting?

“If I had an unlimited budget, I’d go for a 2-series BMW with a NASCAR or JUDD V8. Bring the noise!” Ian’s dream build is as loud as it is fast. You can’t go wrong with a high-revving V8 to make sure everyone knows you’re coming, and going.

What’s your biggest accolade/best experience in drifting so far?

“The best experience has to be drifting with the NAPA touring car team,” Ian says with a grin. “It was absolutely crazy being out on track with those guys and being asked to drift between all of the cars. Heaven!” If drifting with touring car legends doesn’t make you feel like a rock star, we don’t know what will.

What can we expect to see in the Drift Kings competition from you?

“This year is all about fun and putting on a show,” says Ian. “Expect high speed and backwards entries!” You heard it here first, folks: Ian’s bringing the fun factor to Silverstone. It’s going to be fast, furious, and full of sideways action.

Ian Phillips is set to light up Silverstone this April 13th at Japfest 2025, and trust us, you don’t want to miss it. With the Drift Matsuri Drift Kings competition heating up, you’ll be treated to some of the most insane drifting stunts, including Ian’s high-speed, tire-scorching sideways madness. But that’s not all, Japfest is packed with even more thrills. From thousands of cars on display, to a massive retail village selling everything from car parts to detailing kits, to all-day track action that will have you on the edge of your seat, it’s a full-on car lover’s paradise.

Get your tickets now to experience the excitement live at Silverstone. It’s going to be a day full of laughs, adrenaline, and maybe a bit of tyre smoke in your face. And trust us, it’ll be worth every second.

The post Meet The Drifter! An Interview With Ian Phillips appeared first on Fast Car.

Cult86, a club dedicated to Toyota GT86, Toyota GR86, and Subaru BRZ owners, has been growing in popularity since its inception in early 2021. What started as a small group chat between a few enthusiasts quickly evolved into a well-structured community that has captured the hearts of 86 owners nationwide. With Japfest 2025 at Silverstone just around the corner and almost 100 Cult86 member’s cars confirmed, we spoke with the founder, Seb, to get the inside scoop on the club and what makes it stand out in the world of Japanese car communities.

Tell us more about Cult86

Cult86 was born out of a simple group chat in early 2021, formed by a handful of Toyota GT86 owners who just wanted a space to connect. “We started off with a small group of us chatting in WhatsApp, just having fun with a silly name,” explains Seb. “Then, in March 2021, a few of us decided it would be great to make it into something more structured. We wanted to create a community where people could come together, bond over their love of the 86, and help fill a gap in the car world.”

From there, the club rapidly grew. Now, more than 1000 members have signed up through the club’s website, and with another 150 pending approval, it’s clear that Cult86 is a growing force in the 86 community. “It’s great to see new faces joining all the time,” Seb shares. “The main WhatsApp group is very active, with over 400 members. The retention fluctuates a bit, as people sometimes move on to other cars, but it’s always exciting to see new people getting involved.”

While the focus is on Toyota GT86, Toyota GR86, and Subaru BRZ owners, Cult86 has a special place for the iconic AE86. “We make an exception for the AE86, after all, that car started it all, and it’s a part of the 86 legacy.”

What’s the best part about being a member of Cult86?

For new members looking to get involved, Cult86 offers more than just a place to chat about cars. “It’s all about community. If you see another 86 on the road, chances are they’re a fellow Cult86 member. We’ve all got one thing in common, and it’s really cool to be able to link up with people.” Whether it’s for a meet or just cruising through town, it’s a great way to connect.

One of the best parts about being a member is the ability to join in on club-wide events and convoys. “We regularly organise big convoys to events, and I can honestly say there’s nothing quite like being part of a group of 50+ 86s driving together. It’s a surreal feeling when you look in your rearview mirror and see dozens of other 86s behind you. If you haven’t experienced that yet, it’s something you’ve got to do.”

But the ca(r)maraderie doesn’t stop at the events. Cult86 also offers exclusive merchandise, including custom Cult86 ID plaques that members can display in their cars. These plaques have become a signature feature of the club. “It’s a fun way to personalize your car,” says Seb. “And it makes it easier to spot other members on the road, which is always a nice way to connect with fellow enthusiasts.”

What’s next for Cult86?

Looking ahead, Cult86 has big plans for the future. While the club is growing rapidly, they’re committed to maintaining that personal, small-community feel. “The challenge will be keeping that tight-knit vibe as we expand. But we’re working on new ways to help members organize their own local meets and make it easier to spot each other on the road, especially with our Cult86 ID plaques. We want to make it as easy as possible for members to connect and continue building that sense of community.”

With Japfest 2025 at Silverstone coming up on April 13th, the excitement within Cult86 is palpable. “Japfest is our main event of the year. It’s the one event we recommend to every single member”.

For anyone who owns a Toyota GT86, Toyota GR86, Subaru BRZ, or even the classic Toyota AE86, joining Cult86 is a fantastic way to be part of a passionate, friendly community. And with Japfest 2025 just around the corner, there’s no better time to get involved and experience everything Cult86 has to offer. Tickets for the event are available now, so if you haven’t grabbed yours yet, be sure to do so and don’t miss out on Europe’s biggest Japanese car show!

“We’re all about creating a space where people can meet, share their love of 86s, and just have fun”. If you’re at Japfest, go and say hello to Cult86, they’d love to meet more 86/BRZ owners and continue building what is an incredible community.

Don’t forget to check out Cult86 on socials. You can find them on Instagram via @cult.86, while on Facebook it’s @Cult86. You can also become a member of the club via the Cult86 website.

Don’t miss out on Japfest!

Mark your calendars for April 13th, 2025, and get ready to join Cult86 at Japfest Silverstone. Whether you’re admiring the cars on display, meeting fellow enthusiasts, or taking part in the show’s many activities, it’s sure to be an unforgettable experience.

The post Cult86 | Club Spotlight appeared first on Fast Car.

American muscle. There ain’t no replacement for displacement, and the newly confirmed American Car Corner at TRAX will be bubbling away with the sights, sounds and smells of good old fashioned V8 muscle. While the world looks towards a future full of powerful washing machines that effortlessly sprint you from 0-60mph in sub 3 seconds without a soul in sight, we like things a bit more old school. We’re talking big blocks, big blowers and bucket loads of fuel.

It’s no secret that us Brits love a big V8, too. And while the practicalities of owning one in the UK make it hard thanks to huge taxes, that’s not stopped enthusiasts from enjoying some good old American muscle. As a result, we’ve selected some of the cleanest American car builds in the UK. From full on drag cars to hot roads, patinaed trucks and modern muscle cars, there’ll be something for everyone. It’s time to Make TRAX Great Again…

How can I join the American car display?

Do you own an American car and want to be part of the display at TRAX 2025? All you’ve got to do is hit the link below and get yourself a ticket to what will be the Ultimate Performance Car Event in the UK.

What else can I expect to see at TRAX?

If you think variety is the spice of life then you’re in luck. TRAX is a melting pot of cultures, bringing together modified cars from every avenue of the scene all at the home of British Motorsport, Silverstone. Expect to see more than 3500 cars on display, track sessions on the National Circuit all day, the exhilarating Drift Kings competition, explore the huge retail village, meet your favourite influencers & more!

Hit the buttons below to find out more about TRAX 2025 and how you can be a part of the show. See you on August 31st.

The post American Car Corner At TRAX 2025 appeared first on Fast Car.

Being the biggest club doesn’t always make you the best. But in the case of Battalion30Five, you’d be hard pressed to find a club more dedicated to enhancing a car’s ownership experience than B35. Founded in May 2015, the mission of the admins has been simple, create an exclusive R35 GT-R club that owners from around the world can join and build a community that is friendly, active and also full of helpful ownership tips, tricks and advice. So what’s club life like? I peeped behind the curtain to find out.

Tell us about Batallion30Five

Celebrating its 10th anniversary in 2025, the club has grown from humble beginnings to now boasting 7,534 verified owners globally, with 896 in the UK alone. Well, 897 if you count me, the imposter who spent 24 hours in the club’s exclusive Facebook group to see first hand the conversations members have day-to-day. Mark and the team run a tight ship when it comes to the group, every member requesting to join is asked to verify their GT-R ownership, meanwhile the team vets the profiles to ensure no fake accounts or scammers are infiltrating the group.

In fact, the team post regular updates on the number of accounts blocked from joining to ensure members can trust who they’re talking to when it comes to advice, and particularly purchasing items. Right from the off you get a sense that the club is run almost like a military outfit in its structure, which is a rather fitting comparison given the club’s name. And while that may seem daunting to some, you should know that once accepted into the group, you’re welcomed with open arms.

First hand experience

My time within the group highlighted that sense of community. Those experiencing issues with their cars can feel confident in posting their problems in the group, allowing others to comment who have had experience with the issue and can offer expert advice. After all, the club boasts members that run some of the most well respected tuning firms in the world, you can’t buy that advice.

I asked Mark to sum up what the best thing about being a member of Battalion30Five was, and the answer cements what I saw in the group. “Being part of a passionate owner-run, owner-verified community away from the fanboys ensures the content is pure and our focus remains solely on helping each member get the most out of their ownership experience. 

Our mission statement for club meets is ‘You may join us as the new kid, but you’ll always leave as family!” Makes you want to buy a GT-R, doesn’t it?

What’s next for Battalion30Five?

You can see the Battalion30Five at both Japfest and Trax this year, with the club defending its title of Best Club Stand from Japfest 2024. With an impressive 142 club cars confirmed for the 2025 Japfest show, they will have the largest presence at the event, so you can expect a mighty display of force. Away from our shows, the club hosts its own regular monthly meets as well as European and UK road trips.

Asking where Mark sees the club in 5 years time, he answered: “Our goal is simple, retain the title as the largest, most passionate owner-verified GT-R community on planet Earth!” After my time in the group, I can fully believe that statement. And the club’s motto “Often rivalled, seldom equalled” certainly rings true.

If you’re an R35 GT-R owner, or you simply love everything about the GT-R, then be sure to check out Battalion30Five on social media. You can find them over on Facebook and Instagram via the handle @Battalion30Five. Want to see them at Japfest? Don’t forget to purchase your tickets via the buttons below.

What’s On At Japfest Buy Public Tickets Buy Club Passenger Tickets

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We’ve put together some superb displays over the years at Japfest, but for 2025, we’re aiming even higher. We appreciate that everyone has a different taste when it comes to modifying cars. Whether it’s a track build, a fast street build, or perhaps its a show car on air ride or hydraulics, or maybe it’s a Bosozuko style or Kanji; the point is, we all love modifying cars. As a result, for this year’s display, we want to showcase something for everyone.

For Japfest 2025, the Fast Car Culture Collection is bringing together some of the most unique builds in the UK, covering off a whole host of different JDM car cultures all in one place, the home of British Motorsport, Silverstone. Expect to see Datsuns, Kaido Racers, an EG Civic on hydraulics, a Top Secret R35 GT-R, AbFlug-kitted Supra, and more! And to throw some chaos into the mix, we’ve included a wildcard for this year in the form of an RB25-engined VW Beetle…

We’re working hard on confirming more unique builds for our Collection at Japfest, including a never-before-seen build in an exclusive unveiling, more on that coming soon. Be sure to keep an eye on the social channels for announcements.

How do I visit Japfest 2025?

If you’re looking to visit us at Japfest, then head over to the event page here for more information on what’s going on, and how you can secure your ticket. Expect to see more than 3500 cars on display, witness the adrenaline-pumping Drift Kings competition, take part in Drift Taxis, drive Silverstone Circuit in dedicated track sessions, visit the huge retail village and more!

What’s On At Japfest Buy Public Tickets Buy Club Passenger Tickets Japfest FAQs

The post Fast Car Culture Collection At Japfest appeared first on Fast Car.

Finding a reason to build a project can be hard, but for Wayne Powell it was a matter of tying up a loose end. Having been into old Fords from an early age, Wayne had previously owned a Mk2 Escort van but sold it before he got it on the road, so he felt he still had a bone to pick. “When I was 18, I had one and started fitting a 2-litre Pinto in it, but stupidly sold it before finishing it,” he explains.

Although he always regretted the sale, Wayne went on to own plenty of classic Fords in his youth, from Mk1 Escorts to Anglias. Later came Mk3 and Mk4 Escorts, including vans, as well as Orions and then Sierras, as Wayne tells us he has owned his three-door Cosworth for nearly 20 years.

But despite this, Wayne took a break from the classic Ford scene for around 20 years, as he delved into the world of modified Vauxhalls but when this van came up for sale, he felt he had a score to settle. “I’ve always had a soft spot for vans generally, there’s something about them and I just love the look of a Mk2 van,” he confirms. 

Returning to Ford

It felt right to pick up where he left off years before and Wayne also figured he would save a lot of time and effort by buying a van already done when he bought it back in December 2021. He actually already knew of the van before he saw it advertised and it seemed perfect; an Australian import shell that Wayne reports still has its original sills, arches and rear panel. Built back in 2019, it was also resprayed and fitted with an ST170 engine on throttle bodies, but by the time Wayne got hold of it, sadly it had passed through a few owners and was a bit abused.

“It looked nice from far, but was far from good,” he tells us. “There was rust the length of both roof gutters with dents and damage on each and every panel.”

Undeterred, Wayne cracked on and chose to redo the bodywork, as well as revamping the interior, as he reveals. “I think it must have had some kind of roof rack fitted in its past life as the roof rails needed replacing, but as I’m a bit detail-obsessed I nearly ended up taking it back to bare metal. So it had a full body rebuild and was repainted in Ford Nitrous Blue, which is the colour of a Mk3 Focus RS. The fag-burnt seats were also chucked and some Recaros added.”

A good friend who worked at a Lexus dealership painted the car to a very high standard and Wayne built the car up around some 7.5×13 RS-style wheels, which meant he had to narrow the axle by 40mm each side to accommodate them.

Starting over with the ST170-powered Escort Van

Wayne tells us it was back on the road for the summer of  2022, or so he thought, as it was then he found out there were more issues than just the bodywork and interior, as every time he took it out, he found himself stranded by the side of the road. After the fifth time getting caught out, Wayne got the van home and pulled the engine out. “It all just seemed all wrong,” he recalls.

“The mechanicals were nothing but problems and it was always broken down, slow and rubbish. So the ST170-powered Escort Van was back off the road, stripped and all that stayed this time were the front coil-overs and radiator. But I stuck with the ST170 engine as it’s cheap to start with, readily available and was already dripping with Retro Ford conversion parts.”

Rebuilding the ST170 engine

Being an experienced mechanic, Wayne started building the new engine himself with a huge spec in mind. But lack of time and questionable machine work from outside sources forced him to turn the job over to Nick Watling at Automotive Machine Services, who took over where Wayne left off.

That meant the 12.5:1 compression bottom end with forged pistons and steel rods that Wayne built was joined by a specially-developed cylinder head combination Nick created and it breathes through a set of huge 50 mm throttle bodies. Behind it is a Quaife Type-9 gearbox with a clutch to suit and in the rear end is a Gripper diff, although it wasn’t quite that simple to put together. 

“The first gearbox had a long first gear and it was horrible, so that’s been changed,” tells Wayne. “And the LSD has been replaced twice, as first I tried another but that made the car push on too much, so I bought a Gripper diff that was custom built to my specification. The four-pot brakes that were on it also wouldn’t stop it, so I took a trip to Burton Power and bought some Hi-Spec six-pots.”

Interior modifications on the ST170-powered Escort Van

Inside, Wayne also brought the interior up to standard by retrimming genuine RS2000 Recaros along with new door cards and carpet, while a change to a set of custom 8×13 Image split-rims fill the arches perfectly and complete the look.

Daily driver?

The result is a van that’s great fun to drive and does exactly what Wayne wants from it, which largely involves being a hooligan. “Apart from the clutch, it drives unbelievably well,” Wayne reports. “It’s so nice, I would be happy to use it as a daily driver, even with the mental engine. I’ve been told Escorts with this kind of power should run into the 11s at Santa Pod, but I don’t go drag racing anymore.”

That’s not to say the ST170-powered Escort Van doesn’t get driven hard, as the pictures show. “I let it warm up and then give it some,” he tells us. 

Having rebuilt the van almost entirely, it’s unsurprising to learn that the only plans left now are for a few extra interior touches. “I want to retro-fit all modern but period-looking gauges into my clocks, so I have a speedo and rev counter that work as they should.”

Other than that, Wayne plans to keep using the van just as he intended, which means the Mk2 Escort van box has been officially ticked off. 

Words: Simon Holmes. Photos: Adrian Brannan.

Don’t forget, you can see this car at Classic Ford Show this May 11^th as part of the Classic Ford Top 50 Display. Head over to Classic Ford Show website here, or tap the buttons below.

Buy Tickets To Classic Ford ShowWhat’s On At Classic Ford Show Display Your Car At Classic Ford Show 

The post ST170-Powered Escort Van With 250bhp appeared first on Fast Car.

40 years of the Sierra Cosworth

To celebrate the 40th Anniversary of the Ford Sierra Cosworth, we’re thrilled to showcase 40 of the UK’s finest Cossies in a spectacular display! This incredible lineup will feature a stunning collection of the best examples in the UK, from factory originals to highly-tuned monsters! Each car represents a unique piece of automotive history, making this display a must-see for every Sierra enthusiast. Whether you’re a long-time fan or new to the scene, there will be something to excite every Cossie lover. Join us for this unforgettable celebration of Ford’s legendary performance icon!

Mk2 & Mk3 Escort Anniversary Display

It’s a rear versus front-wheel-drive showdown as FordFest showcases 50 years of the Mk2 and 45 years of the Mk3. Incredibly, Ford’s Escort celebrates two major anniversaries in 2025, 50 years of the Mk2, and 45 years of the Mk3, and at FordFest, we’ll be marking the occasions with a specially-curated display featuring examples of both from across the scene.

With the Mk2 as the last-generation, and arguably the best, of the rear-wheel-drive versions that saw out the 1970s, and the Mk3 introducing front-wheel-drive to the platform, the display will showcase the Escort arguably at its peak. And with the Escort’s iconic status as a bona fide motorsport legend, too, expect incredible examples from the worlds of racing and rallying, plus superbly-restored examples of RS variants, top-spec Mk2s and Mk3s from the world of modified classics, and a few unusual versions you might not have seen before!

20 Years of the Ford Focus ST

Believe it or not, it’s been 20 years since Ford first revealed the Focus ST. While Ford did release the Mk1 Focus ST170 before this, many enthusiasts consider the Mk2 to be the first true ST. So to celebrate it’s 20th birthday, and to mark the end of the Focus ST production as Ford ceases the model at the end of 2025, we’re curating a special anniversary display for the Mk2 Focus ST, bringing together some of the best examples in the UK for one last hoorah.

Ford Transit 60th Anniversary Display

Join us in celebrating this major milestone for Ford’s ‘Backbone Of Britain’ at FordFest 2025. Over the years derivatives have become rally barges, motor-homes, four-wheel-drive load luggers, crew buses, flat beds, riot vans, mobile libraries, pop group transport, executive transport and more… The original Transit was not only bigger, better, faster and more versatile than any other such van on the market in Europe, but it was also fun to drive, and we’ll be celebrating the model’s 60th birthday with a special display of classic models at FordFest.

Be sure to head over to the FordFest page for more info about the event and how you can display your car or simply visit the show via the buttons below. We hope to see you there!

What’s On At FordFest Display Your Car at FordFest FordFest FAQs

The post Anniversary Displays Confirmed For FordFest 2025 appeared first on Fast Car.

Drift Kings attracts the UK’s best drift drivers, and the competition will unravel during three turbocharged, smoke-inducing, atmospheric sessions. All of which can be witnessed from the grandstands that flank the Brooklands’ section of the circuit where the seriously sideways action takes place. The competition is confirmed for all three Silverstone shows, so that means Japfest, Ford Fair and TRAX spectators can experience the high-octane thrills.

Expect to see skill, thrills and spills as the competitors push their talent and cars to the limit in a spectacular showcase of precision and power. This highly anticipated spectacle is always a crowd pleaser and will leave spectators on the edge of their grandstand seats.

Attendees can expect an electrifying atmosphere filled with smoke, speed, and insane 1000bhp+ drift cars, including engine swapped Toyotas, Mazdas, Nissans and other popular drift cars. Before and after each session, you can get up close and personal with the cars and pilots in the dedicated Drift Kings paddock, you might even be able grab a selfie with your favourite driver and car.

Over the coming months, we’ll be bringing you driver profiles on each of the Drift Kings competitors attending the Silverstone shows. This will allow you to get to know who’s behind the demos, as well as some top tips on how you can get into drifting.

We’re currently working on some special guest drivers, so keep your eyes peeled on our socials and the news section of the website for driver announcements. And if you want to itch your drifting itch even more, why not book yourself a ride in a Drift Taxi…

Japfest, Ford Fair and TRAX Tickets

Tickets for all of the Silverstone shows are now on sale. Head over to the Fast Car Events page for more information on each event and how you can purchase your ticket and experience the thrills of the Drift Kings. Or, hit the buttons below.

Japfest Ford Fair TRAX

The post Drift Kings Confirmed For Japfest, Ford Ford & TRAX appeared first on Fast Car.

Having secured Best Club Stand at the German Car Festival event two years running, TeamAMGUK is back for 2025 and hopes to take the crown at TRAX 2025. We spoke with one of the club admin’s, Naz, to find out what the club is all about and how you can be a part of it.

Tell us about TeamAMGUK

Founded in 2017, TeamAMGUK caters to all Mercedes-AMG models. It doesn’t matter whether you own an A35 or a GTR Black Series, if it’s an AMG, you’ll be accepted as one of their own. At the time of writing, the club is home to more than 2000 AMG owners, predominantly living in the UK, but also have membership from those in mainland Europe.

If you own an AMG and would like to join the club, you’ll be pleased to know that there are a number of benefits to being a member. First off is the obvious one, you’ll be able to attend shows across the country that the club is attending, one of which is TRAX on August 31^st. In fact, for two years in a row, TeamAMGUK were awarded Best Club Stand at German Car Festival, further highlighting the club’s size and calibre.

Away from the bigger shows, the club hosts monthly meets at locations like Ace Café bringing together members from across the country. After all, that’s what the club is all about, connecting with fellow enthusiasts who are passionate about AMGs. Naz, admin, said: “We absolutely love AMGs, there’s nothing quite like cruising in a convoy and sharing these moments not only with club members, but also those that follow our social channels.”

Club info

If you want to be a part of TeamAMGUK, drop the team a message on socials. You can find the club on Instagram, TikTok, Facebook and YouTube, all of which use the @TeamAMGUK. After asking Naz where he sees the club in 5 years, he wants it to be the largest Mercedes-AMG owners club in the world. Big ambitions that will require your support, so check them out! Don’t forget to visit the TeamAMGUK club stand at TRAX 2025. Get your tickets here.

The post TeamAMGUK | Club Spotlight appeared first on Fast Car.

After a year’s hiatus from the show calendar, Trax Silverstone is back bigger than ever for 2025 and we can’t wait to share some of the show features confirmed for the event on Sunday, August 31st. This Trax 2025 event preview will be continuously updated as we confirm new show features, stand-out display cars, partners and perhaps the odd surprise along the way…

Buy TRAX Tickets

What’s on at Trax Silverstone 2025?

Club Displays & Awards

The car clubs are what make our shows so special, and this year we’re striving to bring the very best of the car scene to Silverstone. As always, members of car clubs can show out in style and sign up to display their vehicle at the event, with awards being given out for the very best cars and stands. Here’s a look at which awards are on offer:

• Best Club
• Best Regional Club
• Best Modern Club
• Best Retro Club
• Best Single Make Club
• Club Hero Award

Buy Club Tickets

Drift Kings

Drifting has always been a key part of our shows, wowing spectators with ludicrous angles, hair-raising limiter bashes and balls-to-the-wall action. Well, we couldn’t have the return of Trax without the Drift Kings feature now, could we? Taking up three 20 minute track sessions throughout the day, Britain’s top drifters battle it out to find out who really is the best drifter. Drivers will begin their runs on Wellington Straight, reaching speeds of over 100mph before entering the slides through Brooklands, Luffield and Woodcote.

You can watch all of the action from the Brooklands and BRDC grandstands.

Retail Village

Fancy bagging yourself a deal? Or simply after some inspiration or advice? Thankfully, our retail village is here to help. Packed full of some of the top aftermarket specialists, no matter what you’re after, there’s a retailer that can help. From exhausts, to turbos, blow-off valves, tyres, tools to cleaning kits, you’ll find it here.

Trax Street Elite Sponsored by Auto Finesse

Want to take home the coveted top prize at Trax? Street Elite is a hand-picked competition where our judges choose the entrants via an online application. The chosen cars will have the opportunity to be part of ‘Street Elite’ live at the show. On the day, our judges will pick a top three with the winner taking home the trophy and bragging rights.

Public Track Time

Want to scratch the itch of driving on track? There isn’t a more famous circuit in the UK than Silverstone. Not only that, but with track sessions lasting only 20 minutes, you don’t have to worry about using tanks of fuel, or getting through a set of brake pads. You can do as many or as few sessions as you like. And if you don’t fancy driving around track yourself, you can either get yourself a session as a passenger, or you can watch from the grandstands or other viewing areas around the track.

TRAX Track Time

Fast Car Culture Collection

You didn’t think we wouldn’t have our own stand now, did you? Don’t worry folks, we’re bringing together some truly special cars for the FC display at Trax 2025. You’ll not only see previous feature cars, but you’ll also see what we have lined up to feature next.

Other Trax 2025 show features

We’re working hard on bringing more features to the show, but you can expect to also see a special display area, where those who aren’t part of a car club can still sign up to display their car at the event. There are also the Fast Car Top 10 awards where our editors choose the cars that they love the most.

To purchase your tickets, and find out important information about the event, head over to the Trax website.

What’s On Display Your Car FAQs

The post Trax Silverstone 2025 Event Preview appeared first on Fast Car.

As the heart of British Motorsport, on April 13, 2025, Silverstone is set to host a day of non-stop, high-speed performance car action that promises to be unforgettable. Whether you’re a dedicated car enthusiast or simply looking for a thrilling day out, Japfest has something for everyone.

Let’s dive into what makes Japfest 2025 an unmissable event!

Club Displays & Awards

Car clubs are the biggest part of Japfest. With over 3500 cars on display in 2024, we were blown away to have sold out of car display passes for 2025 in just four weeks of launching. You can expect to see an eclectic mix of some of the very best Japanese car builds, exploring the depths of Japanese car culture all at the home of British Motorsport. 

And to celebrate the brilliant cars you bring along to the show, we’re giving away a number of awards. For more information on what awards we’re giving out at Japfest 2025, head over to our Awards page.

Tire Streets Drift Kings Competition 

Get closer to the action with the Tire Streets Drift Kings competition. Prepare to be awestruck by three high-octane drifting sessions tearing up the legendary Silverstone circuit. With trophies on the line and reputations at stake, watch as professional drifters, including Japspeed’s Paul Smith, put their skills to the test in a quest for glory. 

Drift Taxis

Ever wondered what a high-performance drift car feels like? Well, wonder no more and ride shotgun in a dedicated drift car with a qualified drifter! You can experience first-hand the thrills and skills of going sideways at speed, without stepping outside the show.

With 220 slots available throughout the day, you’ll have plenty of chances to secure your place. The best part? Save £5 by pre-booking! Head over to the public tickets page via the button below to begin your ticket purchasing journey where you can add a Drift Taxi experience. Already purchased your tickets? Log into your account and add it on.

Auto Finesse Detailing Academy

Detailing giants Auto Finesse are making a grand return to Japfest 2025, not only are they sponsoring and judging the Street Elite show and shine competition, but they’re also bringing their renowned Detailing Academy, a wide array of products, exclusive merchandise, and jaw-dropping show cars to Silverstone!

Located in the Scrutineering Bay, Auto Finesse will be your go-to destination for all things detailing. Get ready to immerse yourself into the world of car care, whether you’re looking for expert advice, hands-on demonstrations, or simply want to stock up on merchandise, quick detailer or tyre shine, Auto Finesse will have you covered!

Fast Car Culture Collection

Bringing together past and future feature cars, the Fast Car Culture Collection will showcase some of the very best Japanese car builds in the UK. From unusual engine swaps, to never-before-seen builds, old school builds and even Civic lowriders. It’s a celebration of Japanese car culture!

Live Music

What’s better than one DJ? Two DJs of course and that’s exactly what we’ve got going down at Silverstone on the 13^th of April. Japfest is a BIG show, so we’ve doubled the DJs for 2025.

One will be positioned on the college side of the show and the other on our retail stand positioned in the pits. They’ll be taking requests, so you can listen to your favourite tune while stocking up on Japfest merch or looking around the 3500 display cars that’ll be on site.

Make Your Entrance in Style

Entrance Photography

Kick off your Japfest experience in the spotlight! As you make your grand entrance, our professional photographers will capture you and your car in all its glory. This is your chance to have a memento of the day when you and your pride and joy were the stars of the show.

Centre Stage Awaits You

Japfest Street Elite

Dream of having your car admired by all? The Japfest Street Elite competition, sponsored by Auto Finesse, is your opportunity to showcase your vehicle and potentially take home the coveted title. Shine up your ride and let it steal the limelight!

Celebrate Unsung Heroes

Club Hero Award

It’s time to shine a light on the unsung heroes within our communities. Nominate an outstanding club member for the Club Hero Award and let their dedication and passion be recognized in front of the entire Japfest community.

Shop ‘Til You Drop

Retail Village

From the latest gadgets to essential car care products, the Retail Village is your one-stop shop for all your automotive needs. Explore a wide range of top-quality products and services designed to enhance your car and your driving experience.

Select Show Moments

Special Display

Not affiliated with a club but still want to show off your ride? Our Special Display area offers individual enthusiasts the chance to be part of the show. It’s a unique opportunity to share your passion with like-minded fans.

Recognition for the Best

Fast Car Select

The formerly-known ‘Top 10’ has been renamed the Fast Car Select for 2025. This is the Fast Car team’s chance to reward their personal favourite cars on display at the show. These awards showcase the diversity of tastes and styles within the show, with Fast Car team member each picking examples that they have selected personally.

In recognition of exceptional cars and their owners, our team of editors will scour Japfest to award ten outstanding vehicles with coveted rosettes. Could your ride be one of the Top 10?

Take on the Track

Public Track time

Ever dreamt of racing on the iconic Silverstone Circuit? Japfest makes it possible! Grab this once-in-a-lifetime chance to test your mettle on the twists and turns of this legendary track.

Check out our Silverstone track guide for tips and advice! Head over to the track time page for more info. 

Japfest “Bullet” Land Train

The land train, dubbed the Japfest Bullet, has been introduced to help show goers navigate the show’s vast landscape. Yes, Japfest is that BIG it needs its own transportation system – there’s not another show in the UK you can say that about! The land train won’t be whisking show goers around at 200mph, like Japan’s iconic Shinkansen bullet trains, but it will ensure attendees can easily explore Europe’s biggest Japanese car show.

Looking forward to Japfest 2025? We are!

Japfest 2025 promises an unrivalled celebration of Japanese automotive culture, filled with high-octane excitement, stunning displays, and unforgettable experiences. Whether you’re looking to compete, shop, or just soak up the vibrant atmosphere, Silverstone is the place to be. Don’t miss out on this spectacular event!

For more information about the event, visit the Japfest website.

What’s On Buy Public Tickets Buy Club Passenger Tickets  FAQs

The post Japfest Silverstone 2025 Event Preview appeared first on Fast Car.

Since 1998, TRAX has been the undisputed king of UK automotive events, hosting legends like Ken Block and the original Stig. On August 31st, prepare for the most explosive performance car experience in Britain!

Show goers can look forward to live track action including track sessions, motorsport demos and the tyre-shredding Drift Kings competition. There will be over 3,000 cars on display, and themed car club zones will highlight Japanese, Korean, American, and European vehicles.

They’ll also be a massive Retail Village, Drift Taxis, special guest appearances and loads of awards to celebrate the best builds and displays of the show. TRAX is a must attend event for anyone with petrol running through their veins.

TRAX tickets now on sale

Tickets for the event are now on sale. If you’re looking to display your car at the show, either as part of a club or as an individual, head over to the Display Your Car page for more information. If you want to come along and experience one of the UK’s most exciting car events, head over to the public tickets page to secure your entry pass.

Club tickets start from £22, which includes entry for the car and driver as well as an official show guide. Meanwhile public entry tickets start from £20 and also include an official show guide. If you’re not part of a club and still wish to display your car, you can do by entering into the Special Display area. Prices for Special Display start from £30.

Over the coming weeks and months, the content team will be working hard on confirming new exciting features including guest appearances, competitions, demos and more. To keep up to date with show features, head over to the What’s On page.

Head over to the TRAX show page now to find out how you can join us for an unforgettable event.

The post TRAX Returns To Silverstone For 2025 | Tickets On Sale Now! appeared first on Fast Car.

As you well know by now, the tuning potential of Ford’s rally-bred icon could be described as almost limitless, perhaps only restricted by budget and imagination; little wonder it still holds so much respect within the modified car community to this day. Mark Eltringham ranks himself as a die-hard Cosworth fanatic who’s maintained a strong connection with the EsCos since its inception, so it seems only fitting we take a closer look here at his amazing build. 

Mark’s love affair with the Escort Cosworth

Mark clearly remembers the first time he clapped eyes on an Escort Cosworth, at the influential age of 16: “I spotted one in Mallard Green in my local dealership,” he recalls, “I instantly fell in love and knew this was the car for me!” That dream would have to wait of course, as this was a time when insurance premiums began to skyrocket, even if Mark could somehow manage to gather the funds to buy an Escort Cosworth in the first place.

“My first Escort ended up being a Mk4 Eclipse,” he smiles, “not quite a Cosworth, but it got me about!” Thankfully, the situation soon improved, and Mark quickly moved on to a string of performance cars including Renault 5 GT Turbos, Mazda RX-7s and a Mitsubishi Evo. Despite the notable appearance of cars from various manufacturers other than Ford, Mark did find the time to purchase and enjoy no fewer than four Sierra Sapphire Cosworths. “These were all modified in some way too,” he tells us. “I can’t deny they were all amazing cars, but I still had that hankering to find myself an Escort Cosworth.”

Finding the perfect project car

Now, it’s no secret that the values of any old Ford have sharply risen in recent years, and few more so than those wearing a Cosworth badge. This meant a stock, cherished example of Mark’s dream car would have been totally out of reach on his relatively modest budget, but fortunately originality, FSH and low mileage were of little concern. “I knew my budget would most likely only stretch to a project or an incomplete car,” Mark admits. “To my surprise, I managed to find one.” Spotting an online ad for a Diamond White 1997 Escort Cosworth on social media with an inviting price tag, Mark wasted no time in contacting the vendor – an intriguing proposition, as production had ended in early ’96.

“It turned out the description was wrong, and the car was actually built in 1993,” he says. “This wasn’t a great start, but I decided to take a closer look anyway.” As you’d expect for a heavily discounted Cosworth, this car had lived an eventful life and would require some major TLC. “I discovered the Escort had been built from a genuine Ford Motorsport lightweight shell for rallying in Europe by AMP Motorsport in Belgium back in the day,” Mark explains.

“Originally LHD, it had then been imported to the UK where it was campaigned in circuit racing and converted to RHD and RWD.” Later the Escort would be sold on, only to continue its adrenaline-fueled life in the form of a track-day car, but Mark tells us any history becomes a little hazy after that. “Essentially, all this information only confirmed it had been used and abused pretty much all its life,” he laughs. “The last two years had been quieter as the car hadn’t moved from the bodyshop where it stood.”

Initial build plans for the modified Ford Escort Cosworth

Knowing full well another opportunity to purchase a bargain Escort Cosworth was unlikely to happen any time soon, Mark handed over the readies and took a punt. “My initial plan was to fix any current issues and enjoy the car as it was for a while,” he continues, “but as I’d bought it in winter, I didn’t see much point in waiting around to begin a rebuild as that was my long-term plan anyway.” The abused Cosworth was then promptly stripped back to a rolling shell, in preparation for Mark to compile a list of parts he’d need. “I considered converting the drivetrain back to 4WD,” he says, “but as I’d just sold a 4×4 Sapphire I decided to stick with the existing 2WD setup – RWD is always more fun anyway!”

Painting the Escort Cosworth

As the strip-down progressed, Mark began to explore various ideas of how he wanted the car to look. “Effectively this was a blank canvas, as there was little evidence remaining of the original car,” he says. “I’d have been far more reluctant to make any dramatic changes to an Escort Cosworth that had been well looked after.” This at least gave him the excuse to opt for a completely different look, and as the list of mods increased, so did the piles of modified parts littered around the Eltringham household. “My wife wasn’t overly impressed at this stage,” he grins. 

Once the fully strengthened and seam-welded Motorsport shell had been prepped ready for paint, Mark began searching for a suitable bodyshop to carry out this task. “Initially I struggled to find anyone willing to paint the rolling shell,” he says. “Eventually a local paintshop was willing to take the car on.” The result is a clever switch from the familiar Diamond White to the more vivid Frozen White as seen on the later-generation Focus RS.

“I reckon Frozen White makes the car pop and stand out from the crowd,” says Mark. Predictably, and in order to save weight, not all of the original panels would make a return to the shell, Mark opting for carbon-Kevlar WRC wings and a carbon WRC spoiler instead. Along with the addition of a Morette twin headlight conversion and a set of Compomotive MO6 18” rims, which are always a winning combination on any Escort Cosworth, Mark’s example suddenly contained bags more attitude.

Existing mods

As this RS had previously been used in motorsport, predictably it arrived with a few existing mods. “The suspension had been upgraded to an adjustable AVO tarmac setup, but I found the ride to be rock hard even on the softest setting,” Mark explains. “After some investigation, I opted for GAZ GHA suspension and the car still handles just as well unless you’re on the absolute limit, but it does now have a tolerable ride.”

Tuning the YB engine

Meanwhile the existing Cosworth YB required a freshen-up which resulted in Mark tackling a rebuild of the head and bottom end. With such an aggressive exterior look, he was never going to settle for the modest factory specification here either, and the engine now boasts pocketed pistons, BD10 cams, a Group A head gasket, Bosch 550cc injectors, vernier pulleys and a high-pressure oil pump. Coupled with a Garrett T34.63 turbo running 27psi of boost, and mapped by none other than Cosworth gurus NMS, this equates to a highly potent 380bhp.

“I went for Link MonsoonX engine management with an onboard Windows 10 PC linked to the ECU with a 7” touchscreen,” says Mark. “This ensures I can keep an eye on how the car is performing and make any changes as necessary.” A new uprated engine loom and custom vehicle wiring loom were found to be necessary, and to satisfy ample fuelling he’s opted to fit a Premier Fuel System carbon bag tank with twin Bosch 200 pumps.

Further modifications for the Escort Cosworth

With that noticeable increase in power all sent to the rear wheels, the T5 gearbox now benefits from hardened internals and an Alcon 6-paddle clutch, while a combination of Compbrake 6-pot calipers with 330mm rotors up front and 4×4 calipers with 300mm vented discs on the rear greatly improve stopping power. “When the car was first built for motorsport, it received a welded-in multi-point rollcage, triangulated from the struts to the rear diff,” Mark says. “I never planned on taking this out, though it was tricky to repaint it by hand!” Retaining the cage also meant that installing the flocked dash took more time and effort than he’d hoped too! Aside from that troublesome cage and a dash that’s a nightmare to keep clean, the remainder of the cabin is a lightweight motorsport-themed affair as you’d expect, with carbon doorcards, Sparco seats, Stack gauges and a GPS speedo all present. 

“There were a few issues to sort and numerous setbacks throughout the build, but it was all worthwhile as the reactions I’ve had so far have been highly positive,” Mark smiles. “I guess people are used to seeing pound signs and consequently returning their cars to standard spec, so this is something different.” Despite those setbacks, Mark hasn’t been put off tackling another project and his Mk2 Fiesta XR2 with full Subaru Impreza running gear sounds like a lot of fun, plus he’s also considering taking on a Mk1 Focus RS. “I reckon the Focus would complement my other cars really well,” he ponders, “especially if I ever fancy a slightly less harsh ride, the Escort can sometimes feel a bit like you’re inside a tin can with someone throwing stones at you!”

Modified Ford Escort Cosworth verdict

Still, with a 380bhp RWD Escort Cosworth at his disposal, we’re sure the benefits outweigh those foibles, and Mark certainly has no regrets taking on this project. As we witness him drive off into the distance at hysterical speed with that unmistakable YB exhaust note after saying our goodbyes, it offers a pleasant reminder of a time when witnessing a Cossie at full chat was an everyday occurrence. With Ford and so many other manufacturers announcing a seemingly endless string of electric SUVs these days, we fear future generations won’t truly realise what they’ve missed out on… 

Words and photos: Jon Cass.

Do you love modified Fords? Well we’ve got news for you. If you want to see cars like the Escort Cosworth you see above, then make sure you check out our Ford events this year. For more info, head over to our Fast Car Events page.

The post Modified Ford Escort Cosworth appeared first on Fast Car.

I bet you didn’t see that one coming. I certainly didn’t. It’s no secret that Nissan’s shift to electric vehicles has been difficult. While in the early days of electric cars the Nissan Leaf was heralded as the future, today it feels outdated, and the technology has lacked behind other brands that have made great strides into this new electric world. And while Nissan’s latest creation, the Ariya, has brought the game forward, it hasn’t been the game-changer it had hoped, with sales failing to gain the traction expected.

On the other hand, Honda’s market position has remained relatively strong throughout the same period. It’s slower approach to the move to all-electric has meant a larger selection of not only hybrid models, but also strictly combustion-engined, and also retaining it’s position in the hot-hatch sector. So what’s the benefit for Honda? Its CEO, Toshiro Mibe, had the same feeling when asked that question: “That’s a difficult one”.

Thinking bigger picture, this merger could protect the Japanese auto industry from foreign ownership, something Japan’s Ministry of Economy, Trade and Industry (METI) has encouraged against.  The government body wants to ensure Nissan remains under Japanese control, with Taiwan’s Foxconn (it makes Apple iPhones) interested in buying Nissan.

We asked AI to create an image of a sports car built by Honda and Nissan, this is what it created. To be honest, if either built that, I think we’d all be happy!

How could a Nissan and Honda merger benefit both brands?

With Nissan’s focus fully on producing electric vehicles, it’s EV building infrastructure is ahead of Honda’s, who has primarily focused on hybrid vehicles. In other words, Honda can make use of Nissan’s EV building infractusture and technologies, meanwhile Honda can share its hybrid technology with Nissan to produce hybrid vehicles which in turn could improve sales. Elsewhere, the merger would see a whole host of operations being shared between the brands, from procurement to human resources and more.

To add further complications to the discussions, Mitsubishi is also being rumoured to join in the merger, with Nissan owning 34% of the company. A conglomerate of Japanese automakers that were once leaders in their fields across the world sounds like an almighty alliance that could help put Mitsubishi back on the map.

Time will tell. But ultimately what this does tell us is that those who rushed into the EV market have been left with the bitter end of the deal, clinging on to a future that may not exist.

If you want to see cars from the golden eras of Nissan and Honda then you’ll want to visit our Japfest Silverstone event. It’s the biggest Japanese car show in Europe, attracting almost 30,000 people in 2024. Head over to the Japfest page here for more information.

The post Honda and Nissan In Talks Over Merger appeared first on Fast Car.

Japfest 2025 is going BIG this year — with two days of track action at the legendary Silverstone National Circuit! For the first time ever, the weekend kicks off with a full track day on Saturday, 12th April, giving you the perfect opportunity to push your car to its limits before the legendary Japfest show on Sunday. Whether you’re chasing lap times, testing your setup, or just out to enjoy the thrill of Silverstone’s National Circuit, this is your ultimate track experience.

Saturday Track Day: Unleash Your Car’s Potential!

The track action plays a huge part at events like JapFest, Ford Fair, and Trax, with Silverstone’s National Circuit in full swing throughout the day. And now, for the first time at Japfest, Saturday is all about you and the track. Book your spot early to enjoy multiple sessions on the iconic racetrack — the perfect chance to test your car’s limits and fine-tune your driving skills. Whether you’re a seasoned track addict or giving it a go for the first time, this is your chance to make memories on one of the UK’s most iconic circuits.

No doubt, many of you take the opportunity to head out onto that hallowed tarmac to enjoy your very own car at full throttle in a safe environment alongside fellow enthusiasts. Well, if you are, you need to read this first. We grabbed racing instructor Alex Nevill, to guide us around each part of the track, so you can nail that perfect lap during your time on track.

Just off the A43 in Northants, Silverstone is easily reached from the M1 and M40, and track sessions at our events start at just £40 at Japfest, Ford Fair and Trax!

Silverstone National Circuit

Fast Car Entertainment events Japfest, Ford Fair, and Trax make use of Silverstone’s famous National Circuit. This 1.64-mile track is the same layout as used by many of the country’s leading motorsport series, including the British Touring Car Championship, meaning you’ll be able to really put your modified car through its paces.

The National Circuit  also features in many of Silverstone’s most legendary and iconic corners (including Copse, Maggotts, Brooklands, Luffield, and Woodcote) that form part of both the new and old F1 layouts – giving you the opportunity to follow in the tyre tracks of truly great drivers both past and present!

Relevant content – Don’t forget to check out our guide to preparing your car for a track day, as well as the ultimate guide to braking on track. 

Track Guide to Master The Silverstone National Circuit 

Entering the track

Your track time at Japfest, Ford Fair or Trax will start with you lining up in the track assembly area near the medical centre. With so much going on around the show, the traditional pit lane entry is not in use, so follow the signs for ‘Track Time’ and you will be guided to track entrance behind the Medical Centre building.

When it’s time to go you will be led out by a Safety Car, joining the track at Brooklands corner. DO NOT overtake on this first slow lap. Use the steady laps to familiarise yourself with the circuit and to keep an eye on your temperature gauges, making sure everything is as it should be before the full-throttle laps to follow.

The Safety Car will stay out for one or two laps, or until the track staff are happy everyone is good to go, and when it leaves the track at the exit just after the Luffield corner (note, this is where you will exit at the end of the session), then your track time is under way…

1 – Copse Corner

The first corner in our Silverstone National track guide is Copse – the fast right-hander after the start/finish straight that famously made the headlines when Lewis Hamilton and Max Verstappen collided at the British Grand Prix in 2021.

As you approach the corner, you’ll want to brush the brakes before turning in as you approach the ‘50’ board on the driver’s left. On the inside of the corner, you’ll see two red markers to the right of the kerb; the first of these is your apex.

You’ll want your right tyres on the kerb here, and you should be hard on the throttle by this point, letting the car run out to the left-hand side on the exit until your left tyres are on the kerb. You shouldn’t be going any further than that, as otherwise you’ll be exceeding track limits, which is frowned upon.

Once you’ve exited Copse you’ll want to gently bring the car over to the driver’s right to set yourself up for Maggotts.

2 – Maggotts

The next corner up in our Silverstone track guide is Maggotts, and it’s a bit of an oddity on the National Circuit; it’s the point at which the National layout deviates from the GP circuit, cutting through the middle before joining the Aintree corner that leads onto the Wellington Straight.

Maggotts is an awkward but crucial corner; it doesn’t really matter how well you do it, it’ll always feel slightly underwhelming. You must be wary of that though, as it may lead you to push harder through the corner and over-drive, which will hurt your exit speed and cost you crucial time on the Wellington Straight.

There’s a slight curve to the left before the corner itself, so you’ll want to be on the right-hand side of the circuit as you approach. Gently turn in to the left; not to take the corner, but to position yourself properly for the right-hander that follows.

You can use the sausage kerb on your left as your brake marker. Make sure you’re in a straight line as you hit the brakes, or your lap could be ending in the gravel trap.

It’s a short braking zone, so make sure you’re hard on the brakes to get it slowed down for the corner in time and you’ll probably want to downshift to third gear. Because the road has turned slightly to the left and you’re braking in a straight line, the car will already be quite tight to the corner.

A tip here is to make sure you keep tight to the kerb until you’re off the GP circuit and onto the cut-through section, at which point you can start to release the steering and let the car run out to the left-hand side as you build speed and enter the Wellington Straight.

3 – Wellington Straight

Now it’s time to gun it. As you enter the straight, you’ll most likely be to the left of the track, but as you power down the straight, gently make your way over the right-hand side to better position the car for the next corner at Brooklands. But keep an eye in your mirrors for faster cars as you do so.

4 – Brooklands

After the Wellington Straight you will be heading towards the Brooklands complex.

Here is the best overtaking opportunity on the circuit. It’s a very late apex for this corner, which means looking long towards the apex is very important.

There’s usually a board to the driver’s right indicating that you need to turn left; turn just after that but make sure you’re looking ahead to your apex, otherwise you’ll find yourself too tight to the corner.

The most common mistake for newcomers and inexperienced drivers is to turn in far too early here, which not only compromises your entry to the next corner, but often sees you end up straight across the track and off onto the infield.

You’ll notice some tarmac to your left where the old GP circuit used to join the current layout; the apex is just beyond where the two tracks merge. It can be tempting here to stay wide and cut back in for the apex. It’ll feel faster on the exit, but as it’s a very short straight afterwards it won’t compensate for the longer line you’ve taken through the corner itself.

5 – Luffield

Luffield follows almost immediately after Brooklands. As with Maggotts it always feels a little underwhelming, and the key is not to over-drive it. The car will be on the right-hand side of the circuit after Brooklands and there’s no time to move over to the left, so it’s a very shallow entry to the corner.

Focus on smooth braking and turning, keep tight to the inside kerb, and be smooth with the throttle through the corner and the exit. If you can hear tyre squeal, you’re losing time. Tyre squel at the start of the corner, it’s either because you haven’t braked enough or you’re being too aggressive with the wheel. If it’s tyre squeal from mid-corner onwards, you probably need a little less throttle.

6 – Woodcote

Woodcote is the last corner on the National Circuit, and the last in our Silverstone track guide, but if it’s dry this isn’t much of a corner. You can’t gain time through here, but you can lose it. Make sure your input on the wheel is minimal – the car accelerates best in a straight line, after all, so try to smooth out the racing line as much as possible. Also, think about how tightly you’re holding the steering wheel; a tight grip on the wheel will make it harder to move the wheel and turn the car, which will mean more turning and therefore less speed. It’ll also wear you out more.

7 – Finish Line

And that concludes our Silverstone track guide to the National Circuit. The more laps you complete, the more familiar you will become with the surroundings and the better the feel you will have for your car and the conditions, meaning you can expect to get faster and faster throughout the day.

The key, though, is to build things gradually and improve on your previous lap. That way, you can learn what works and what doesn’t.

Silverstone GP Circuit advice

The start of the 3.66-mile GP circuit is on the newly-named Hamilton Straight opposite the Wing. Almost flat out, the first corner to tackle is the right-hander of Abbey, which leads immediately into the left-hander of Farm before you brake heavily into the right-handed turn three; Village Corner. The even slower left-hander of the Loop comes immediately after, and leads into the opening left-hander of Aintree, before heading down the Wellington Straight.

Turn six, the left-hander of Brooklands, is tight and leads immediately into the right-hand hairpin of Luffield. The right-handed kink of Woodcote leads cars down the old pit straight, before the difficult fast right-hander of Copse. Then, comes the challenging complex of Maggotts, Becketts and Chapel – a fast left-right-left-right-left complex. This then leads down the 770-metre Hangar Straight with the fast right-hander of Stowe at the end.

The fifteenth turn of the track, Stowe, precedes a short straight, named Vale, which leads downhill towards the Club complex. Heavy braking is required for the left-hander of turn 16, and understeer can be an issue for the next right-handers of turns 17 and 18, as you tentatively accelerate round to the start-finish straight. As you’d expect, the surface is excellent, though some standing water can gather in places in very wet conditions.

Silverstone track guide: fast facts

Track length: 3.66 miles (GP), 1.64 miles (National)

Corners: 18 (GP), 6 (National)

Highlight: The exit of Chapel onto the long, wide Hangar Straight, probably the best chance in the UK you’ll find to really stretch your car’s legs.

Price: From £219 (National), £319 (GP)

www.silverstone.co.uk

Tips to driving Silverstone National circuit

• Don’t overdrive: The National circuit isn’t one that rewards aggressive driving as most of the corners are fairly slow. You want to drive with smoothness and precision so that you don’t scrub off corner speed.
• Focus on your exit speed: The two most important corners on the circuit are Maggots and Luffield, as they lead on to the lengthy front and back straights. Get either of these wrong and your lap time will really suffer.
• Watch your mirrors: More important for racers, but still worth bearing in mind for track days. The nature of the corners here really encourages ‘lunges’ that could end your day. Make sure you’re aware of the cars around you and what they’re doing, and obviously make sure you make good overtaking decisions yourself! It’s also a much wider circuit than most other UK tracks, which means you can lose sight of a car around you fairly easily.

Track guide from Fast Ford magazine. Words: Alex Nevill & Jamie King. Photos: Fast Ford archive.

The post Silverstone Track Guide appeared first on Fast Car.

Project cars, more often than not, are fuelled by overactive imaginations. The seed of the idea that spawned the car you see here, to swap an EcoBoost into a Ka, was sown back in 2019 when Craig Sudron was pondering how that engine was based on the old Sigma architecture, which would allow it to mate straight up to a Puma bellhousing, and that in turn would mate with a Ka gearbox. And once you’ve arrived at a realisation like that, it’d frankly be irresponsible not to act on it.

Craig’s car history

Craig’s got a pretty stellar back catalogue to draw influence from when it comes to proving his automotive credentials; he built and IVA’d a Fireblade-engined Westfield, there’s an impressively lengthily-named Subaru Impreza WRX STI Type RA V-Limited which he reckons he’ll never sell, and further highlights among the many cars he’s owned include the Honda S2000 and Nissan 350Z, both of which were bright yellow. But it’s not all JDM lunacy (like you’d see at our Japfest event!); no, this EcoBoost-swapped Ford Ka interface didn’t just spring up out of nowhere.

In fact, Craig works as a development engineer for the Ford Motor Company, and worked on the Fiesta ST programme which involved driving camouflaged STs in lots of different countries and conditions. “I worked within the Ford Performance team from 2019 to 2022 as well,” he explains. “During this time I was on the development of the Puma ST – both the 1.5 and the latest 1.0 mHEV DCT version – and I also worked with (and drove many miles in) the 2016 Ford GT press cars, which I went on a lot of European public affairs work and events with.”

Why build a Ford Ka track car in the first place?

So, it’s starting to make sense. Irrational project concepts based on thoroughly rational thought processes. All of this started to come together at a time when Craig was keen to build himself another track car anyway, and he’s always had a bit of a thing for the Ford Ka; his then-girlfriend (now wife) had one as her first car, and subsequently treated herself to a StreetKa as her first ‘nice’ car – and, as Craig’s keen to point out, the Ka is interesting in that it shares a lot of character traits with the classic Mini: they’re both light, cheap, basic, reliable, good-looking, have a wheel at each corner for exemplary handling and, er, really love to rust.

“As for the 1.6 EcoBoost, I’ve always had a soft spot for that too,” he says. “Having worked on the engine calibration throughout the Mk7 Fiesta ST’s development programme from 2009 to 2013, I drove those cars in Finland, Arizona, Colorado, Spain, Italy, Belgium, Germany and of course the UK; it’s a great engine, made even better installed in a 920kg Ka!”

Swapping the EcoBoost engine into the Ford Ka

With all of these ideas rapidly coalescing, Craig was keen as mustard to get started, and in the twinkling of an eye he managed to find a unicorn of a Ka (i.e. one that had very little rust). “It was £500 and was a non-runner,” he recalls. “Most people wouldn’t have paid that, but I liked it for three reasons: it was my favourite colour, purple, it had only done 18,000 miles, and had absolutely no rust around the filler cap area, which is so rare on Kas! There was only some minor rust on the sills, so the deal was done. I then found an EcoBoost in a scrapyard in Swansea, and made the seven-hour round trip to pick that up for £550. These engines are a lot more expensive now…”

This was August 2019, and by Christmas the engine was physically in the car. A friend, James Irons, was drafted in to make the custom intake parts as welding is his speciality, and Craig then spent the next few months figuring out the wiring, working out which bits to keep and what he could lose from the Fiesta ST looms. By March 2020 it was running, as a sort of cobbled-together test-bed so that everything could be checked and refined before final installation. At this point, he was able to crack on with solving the various challenges presented by the chassis and the interior, before sending the car back to James for a bespoke exhaust system.

First track day testing for the EcoBoost-swapped Ford Ka

“I got it MOT’d in September 2020, but still had a load of work to do before I was ready to track it,” Craig continues, “and I was still coming across lots of teething issues. The first track day was Snetterton on 8th June 2021 – which ended badly, quickly. After maybe ten laps or so, one of the coolant hoses on the header tank popped off and, despite me watching my temp gauge at the time, it didn’t move because obviously it was reading hot air and steam at that point!

My only clue in hindsight was that I lost rear traction entirely round Palmer corner and spun onto the grass. It was weird, but I blamed my car setup and just carried on; the Ka only lasted the rest of the lap without coolant and got me back to the pits, and I quickly realised what had happened. So the coolant must have sprayed onto my rear right tyre on Palmer corner, and that was the end of the day for me. It then took me quite a while to take the engine apart and see what was wrong.”

Moving house and having a one-year-old daughter were perfectly reasonable excuses for the slowdown in progress, but eventually Craig was able to turn his attentions back to the ongoing EcoBoost-swapped Ford Ka project. Cracking the engine open he discovered that the head had massively warped, and as such it was scrap. Nil desperandum, he sourced a straight second-hand head and got the engine back together by April 2023, having heavily improved and beefed-up the coolant system.

Further track modifications for the EcoBoost-swapped Ford Ka

“A busy summer meant minimal work on the Ka, but then over the winter the car went back to James again for a custom FIA-spec rollcage to be made,” says Craig. “He also fitted the LSD – James knows his way round gearboxes as well as being able to weld! – and then I drove it here and there to shake it down, on sunny Sundays and commuting to work in it and so on, before some track days over the summer – the first of which was Brands Hatch on 13th June.

“First and foremost it’s a track car so that’s what it will primarily be used for,” Craig goes on, “and to be honest the only real reason it’s always kept road-worthy is for shakedown purposes. I intend to do track days, hillclimbs and sprints this year and next year, to develop the car and myself; then I may consider circuit racing if I can find a series that suits me and the car.”

Conclusion

Whichever direction the project takes, one thing you can be absolutely sure of is the integrity of the engineering. This stuff’s in Craig’s blood, it’s second nature to stress-test things to the nth degree and formulate elegant and robust solutions, and it’s that clarity of vision that’s led to what is quite possibly the coolest Ka on the scene right now. A thoroughly irrational concept, executed with perfect rationality. 

Photos: Jason Dodd.

If you love outrageous modified car builds like this then you’ll love our event series! Be sure to check out our Fast Car Events page for more information on what show is coming up next and how you can be involved.

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The M car family represents the pinnacle of BMW performance machines. Each car is the halo model of its respective model range, the zenith, the peak of what BMW is capable of doing. They are cars to be driven, cars that demand to be driven, cars for true performance enthusiasts. The idea, then, of bagging one on air ride is enough to send most M enthusiasts into a meltdown, but Colt Powell (@coltpowell01) doesn’t care about that. He’s all about enjoying his cars his way, and ultimately, that’s what matters.

Colt’s car history

Before we get to his sacrilegious M3, we need to meet the man and find out a bit more about him and his motoring past. “I’ve been interested in BMWs for as long as I can remember, and this is most likely due to the fact I grew up playing the Need for Speed games and ended up absolutely falling in love with BMW as a whole,” Colt tells us as we chat. “As a kid, I always dreamed of having one of the cars pictured on the front of the game (M3 GTR) and I guess my taste has been shaped by this,” he grins.

While his first car didn’t wear a blue and white roundel on its bonnet, it was still part of the BMW family, being an R53 MINI Cooper S, and Colt turned it into a full-on show build, complete with – you guessed it – air ride. However, the call of Bavaria had to be answered, and Colt popped his BMW cherry in style. “My first BMW was an E38 728i. I bought this car as I can’t get enough of the iconic shape of this particular model,” he enthuses. “I was also drawn in by the luxury of 7 Series, as well as their ability to stand the test of time, not just with the way they look, but the fact that the features included 20 years ago are still up to par with other modern vehicles today,” he reasons.

Buying the BMW M3

The 728i ended up on hydraulics, and it was exceedingly cool, but Colt wanted more. “I wanted something fast and stylish as opposed to my low and slow E38,” and the M3 ticks all those boxes. “I was also drawn in by the V8 engine, it was the biggest engine I’d had, up until now,” he adds, and that’s because his M3’s stablemate is a bagged 760Li. “I found the M3 five hours up north on Autotrader. Luckily, the car was in great condition when I bought it,” he smiles, and Colt was now a proud member of the M car club.

He also had a plan for it; “I knew exactly what I wanted to do from the beginning and ended up doing it,” he grins, and with his MO being air ride, it was inevitable that the M3 would end up touching down and delivering maximum drama. And that it does, as you can see in the photos – this E93 Cab looks spectacular aired out, but achieving that perfect drop was no mean feat. At the heart of the chassis sits the Air Lift Performance 3P air suspension setup, but the wheel arches have also been shaved for Colt to achieve maximum lows.

Choosing the wheels for the bagged E93 M3

Just dumping your car on air isn’t enough, because if the arches are going unfilled and your wheel choice is weak, it’s going to ruin the whole build. Luckily, Colt is a seasoned wheel addict who knows a thing or two about fitment, so this M3’s wheel game is absolutely on point. It is wearing a set of custom-built BBS RF splits that have been stepped up to 19”, and that means absolutely glorious polished stepped lips and dish so deep you could drown.

They’ve got silver centres, while the BBS centre caps have gold text on a white background to match the bodywork, and we love that level of attention to detail. And to top it all off, the fitment is absolutely majestic, with the stretched tyres and millimetre-perfect offsets allowing the arches to rest between lip and rubber, and you could not ask for more than that. Unsurprisingly, it’s the wheels that are the pinnacle of this build for Colt; “These wheels have been on a few of my cars now, and I intend to keep them forever. They’ll always be my first choice of wheel, and they are my favourite mod on the car – they completely transform the look of the car to another level,” he enthuses, and we can only agree.

Exterior modifications on the E93 M3

The E9x M3 is a fantastic-looking car out of the box, but Colt’s example is serving up rather more visual flair thanks to the styling touches he’s added. “I’ve always liked the clean look,” he explains, “and a friend of mine works in a bodyshop, so he did all of the bodywork over a weekend for me,” which is handy. Up front, the bumper has been smoothed, and beneath it sits a custom GTS-style lip, which has been painted white to match the body and comes to rest a hair’s breadth from the ground when Colt airs out, and it makes the M3 look awesome. Body-coloured side blades add to the visual drama and also help to make the car look that much lower in profile, there are also body-coloured trims, and it all combines perfectly to give this M3 so much more road presence.

Bagged E93 M3 interior

Colt has left the interior alone, aside from adding Apple CarPlay, but, to be fair, the red leather is eye-catching enough on its own, and we love that sharp contrast of interior and exterior when the roof is down. The engine has also been left standard because, as Colt says, “The 420hp was enough for me!” though he has added a custom exhaust because the S65 V8 is far too quiet in stock form, and with the roof down, it means he can really enjoy that glorious eight-cylinder symphony.  

Bagged BMW E93 M3 verdict

In just two short months, Colt took his totally standard first-ever M car and turned it into a head-turning show build. Regardless of how you may feel about air ride, and especially air ride on M cars, you can’t disagree that Colt’s creation looks spectacular. And, unlike so many modified builds, this one is well and truly done. “I’m happy with all the mods I’ve done, I wouldn’t add anything else to it, and I couldn’t be happier with the car” he grins, and we’re not surprised. And with one air ride project wrapped up, Colt can now focus his attention on that aforementioned E66 760Li Jap import, and we’re expecting visual flair, with killer fitment because when it comes to bagged BMWs, Colt’s a pro.

Photography: Ade Brannan.

Love modified cars? Be sure to check out our Fast Car Events page to find out what we have coming up next.

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Ford Escorts will always be inextricably linked with rallying, the two things go together like fish and chips. For most people, the first mental images to be conjured when the subject is brought up would probably be the Mk1s and Mk2 of the sixties and seventies, extravagantly sliding through gravelly forests, BDAs snorting and mud splashing across their Uniflo or Rothmans liveries. But there’s far more to the rally Escort oeuvre than that, of course, and for enthusiasts of a certain age, the F2 rally cars of the mid-1990s will always be the kings of the genre.

F2 Rally Car History

A subdivision of the WRC from 1993-99, F2 cars were front-wheel-drive nat-asp machines with exaggerated bodywork that caricaturised the standard factory lines; the likes of the Citroën Xsara and Peugeot 306 were artfully amped-up to cartoonish proportions and, in 1994, the Ford Escort RS2000 Kit Car made its debut.

By 1997, this had evolved into the RS2000 Maxi, an even more extreme variant with colossal rear arches aping those of the old Works Mk1 Escorts with the dial turned up to eleven. These were formidable and exquisitely engineered machines, and perhaps the most resonant part of their appeal across the ages is that they appeared on the rally stages at just the right point in history; Max Power, Fast Car, Revs and Redline were shifting unprecedented numbers of units through the newsagents, and for a generation increasingly enamoured with hatchbacks sporting extravagant bodykits, the link between the motorsport these enthusiasts saw on TV and the cars they saw at the local cruise on Saturday night had never been clearer.

As the decades eased by, these Maxi Kit Cars passed into the realm of back-in-the-day legend along with all those iconic Rattlesnake Escorts and Carisma GT Turbos, and the fact that new fibreglass Maxi RS2000 kits are now available on the market means that fans are able to relive those glory days with fresh new old-school builds. Naturally there’s always the hurdle of finding an RS2000 to base it on – but hey, it wouldn’t be any fun if it was easy.

Brian’s car history

Striding into the arena at this point with the swagger of a man who knows how to get the job done is Brian Boyce, the mastermind behind the Signal Yellow Maxi RS2000 you see before you. He’s seen a thing or two when it comes to modding old Fords, and given that he already had a project-spec RS2000 to play with, this all came together rather fluidly.

“I’ve owned and modified cars since I was a teenager,” he assures us. “My first car was a Mk3 Cortina at the age 14; it needed some work so me and a friend did it all ourselves, then I swapped it for my first motorbike. I’ve had all sorts of modified cars vans and so on, and one of the best builds I did was in the nineties – an Orion 1.6i Ghia painted pearlescent rose pink, with an RS Turbo engine and gearbox and a whole load of other mods.”

This stuff’s in Brian’s blood, and the car you see here has actually been in his possession for seven years or so, passing through various evolutions along the way. This was originally a Mk5 RS2000 forest/gravel rally car, and the thing that really convinced him that he wanted to buy it was the presence of a Quaife 5-speed dog ’box, plus the fact that the RS I4 engine was sporting some hot cams and fancy head work… all of which would ultimately prove to be irrelevant, but the heart wants what it wants and Brian was keenly on the righteous path.   

Plans for the Escort Mk6 RS2000 build

“My son, Marcus, had bought a Fiesta ST180 and put a Stage 3 upgrade on it, giving it 365 ponies under the bonnet,” he says, “so I thought: that’s what I want. With that thought I also wanted to build it as an Escort Maxi Kit Car – being a massive fan of the underrated Mk6 RS2000 it just made sense. I contacted a friend who is quite well known in motorsport fabrication, Scott McMinn at McMinn Motorsport, to chat about what I was going to do to the car. I took it to Scott’s place and we set about what we initially discussed, but then with his input the project grew arms and legs – like the front and rear Escort Cosworth Group A anti-roll bars, the Tilton 600-series floor-mounted pedal box, the list goes on.”

It’s clear from the incredibly high-end specification of this car that Brian is a man who insists on doing things properly, and with the influence of Scott’s years of experience, what began as a kernel of a good idea developed into an incredible modern interpretation of the classic Maxi Escort formula, utilising cutting-edge and up-to-the-minute technology to refine every individual element. And while all of this was going on, a further positive influence was about to enter the narrative.

Building the modified Ford Escort RS2000

“We soon ended up with tubular crossmember wishbones and a rear independent axle being fabricated,” Brian continues, “along with a new fully triangulated 8-point rollcage. I had initially decided to go for the ST180 engine and gearbox, but really I wanted a sequential transmission; I had contacted a few of the gearbox manufacturers but they couldn’t supply a ’box with the torque figures I quoted, so it seemed like I’d have to go with a 6-speed H-pattern OEM ’box with a Coolerworx shifter. But then one day, after fitting the Fiesta’s engine and gearbox – an easy job for Scott – Andrew Gallacher of AG Motorsport came in…”

This meeting of minds turned out to be a game-changing shift in the direction of the project. With Brian, Scott and Andrew putting their heads together, their collective knowledge and creativity immediately took things up a notch.

Upgrading to a Quaife Sequential Gearbox

“I spoke to Andrew about wanting him to rewire the car, and also about the possibility of a sequential gearbox,” says Brian. “He said to leave it with him, so I did. Scott and I carried on with the fabrication of the car until it was all done, then I took it home to strip it down one last time for a final inspection before prep and paint, all of which was carried out by myself. Then I was on Facebook one day and Andrew happened to tag me into a Quaife 10j 6-speed sequential he had just fitted into a Fiesta ST180, so I contacted him about it and got one ordered!”

The timing worked out perfectly, as the Escort was due to go to AG Motorsport anyway for the fitment of the AiM dash and PDM and the SCS Delta ECU, so Andrew was able to swap in the trans at the same time. And as you can see from the eye-watering spec list, as well as the astonishing fit-and-finish of the car, the Quaife 6-speed was the cherry on top of an already delicious cake.

Verdict

This modified Ford Escort RS200 is a true wolf in wolf’s clothing, big and brash and endlessly aggressive; it channels the spirit of the Max Power era along with the contemporary F2 rally heroics of the age, and trebuchets it firmly into 2024 with its thoughtful and intelligent approach to using the latest technological solutions. And yes, it has been built to be hard-driven, of course it has. “I intend to use it as a race and track car,” says Brian. “We’ve had a couple of snagging things to do, then it’ll be good to go.” And when it does go, we’d all better stand back. After all, motorsport mayhem is where Escorts have always thrived, and Brian and the lads have spawned a real animal here. 

Words: Daniel Bevis. Photos: Ade Brannan.

Want to see cars like this in person? Be sure to check out our Fast Car Events page for more information on what show is coming up next.

Modified Ford Escort Mk6 RS200 images

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It’s hardly surprising that a carbon-tubbed, Cosworth V12-powered hypercar with more than 1000bhp and Le Mans-esque aerodynamics has broken the production car lap record around the Silverstone GP. What is surprising, however, is by just how much it accomplished the feat, and where that lap time compares to genuine race cars. In fact, the last production car lap record around the Silverstone GP circuit ( a modified Porsche 911 GT2 RS) was a whole 10 seconds slower than the 1:56.42 time that the Valkyrie achieved…

If we take a look at the comparisons between the Aston Martin Valkyrie’s lap record and official race series records, we can see that this production car lapped Silverstone GP almost 2 seconds faster than the Lamborghini Huracan GT3 Evo. That lap was performed during the 2019 Silverstone International GT Open, and is categorised in GT3 racing. In fact, the 1:56 time puts it in line with the Renault Sport R.S. 01, and within a second of the Ferrari 488 GTE Evo. The one that sticks out to me is is the lap record for an LMP3 FIA Endurance Racer, which is just 1.3 seconds faster than the Valkyrie. Mind blowing. OK, it’s still some 30 seconds off an F1 car, but that’s still and incredible achievement.

What is the Aston Martin Valkyrie?

The Aston Martin Valkyrie is a car designed partly by Formula One legend Adrian Newey, which helps to explain why it looks the way it does. Utilising the Venturi effects, the car’s design allows it to generate a whopping 1800kg of downforce, essentially creating ground-effect. It was built to not only lap circuits like no other road car out there, but also one you could use on the road. I say could, because I can’t imagine the daily commute would be as enjoyable as driving flat out down hanger straight at 200mph.

It’s powered by a naturally-aspirated 6.5-litre V12 engine that revs all the way to 11,000rpm, producing 1000bhp. To enhance performance, Aston also fitted a 160hp electric motor making the combined power output 1,160bhp. The electric motor is powered by a tiny 1.3kWh Rimac battery which uses Kinetic Energy Recovery System (KERS) to recharge it. All 1,160hp is transferred to the rear wheels only via a 7-speed, single-clutch automated manual from Ricardo.

Want one? Well there were only 150 units built and each were priced at £3m when you took into account tax. Thankfully (I think, not sure when talking about cars this expensive…) the used car market hasn’t moved much, with a used Spider example up for sale at £3.3m…

And if you want to drive the Silverstone circuit, why not check out which events we’re hosting at Silverstone next! Head over to our Fast Car Events page for more info. 

The post Aston Martin Valkyrie Breaks Silverstone Lap Record appeared first on Fast Car.

Fast forward a few hours and I get another text from Buzz, with a reply to my earlier suggestion of driving the car: “Are you actually insured to drive it?”. Truth be told, while I definitely did want to drive the car, when the reality set in that I could well be taking it to TRAX, I had my reservations. Firstly, this is my friend’s car. I know (to an extent) just how much blood, sweat, and most importantly, money, has gone into building a 2500bhp car. Secondly, I’ve never driven a car with more than 2000bhp. In fact, I’ve not driven one with more than a 1000bhp. Not many people have… The fastest vehicles I’d driven prior were a 825bhp supercharged S550 Mustang from Clive Sutton, and a 800bhp R32 Skyline GT-R. So on the power front, I was quite literally in the kids leagues.

Driving the Twin Turbo Lamborghini Huracan

Back to how this opportunity came about, and whether I was insured to drive the vehicle. The short answer was yes, and just like that, Buzz put all his trust in me to take the Twin Turbo Huracan to the show. If anyone knows Buzz, you’ll know that he’s a larger than life character, but few have earned enough trust to hop behind the wheel, let alone take the car away for 24 hours…

It’s now the day before TRAX, I’ve driven to Buzz’s place in my Mrs’s 2012 Ford KA (yes, I really am trading in a KA for a 2500bhp Huracan, what on Earth is life…) and a slightly buzzed Buzz comes bounding out. Hugs (and kisses) out of the way, I hop into the cockpit and fire it up. At this point Buzz is shouting all manner of instructions at me. In the moment, I’m half listening half pinching myself that this is really happening. Brief over with, it’s time to make the journey to Silverstone, right when the light is starting to go.

First impressions

The next hour flew by, not because I was driving quickly, more on that shortly, but simply because it was so easy to drive. Once I’d negotiated out of town and onto the motorway, I started to settle in almost immediately. What I can’t quite believe is how stock-like the car feels. Of course that is until you hold onto a gear for just a touch longer and hear the turbos start to spool. It’s an addictive sound, you don’t even need to use full throttle, just build the boost and listen to it flutter. That’s what driving is all about. You can keep your batteries, I’ll take more of this!

Speaking of sound, this car is so obnoxiously loud. It’s funny because usually people hate ridiculously loud cars, but here, I, nor other roads users, could get enough. Van drivers will virtually drive into hedges just to let you by and get a glimpse of it in all its marvel. In short, there are no silencers, and the rear bumper has been removed, so there is no sound deadening. But f*** me does it sound incredible. It’s raw, and once you start to hear the V10 scream, just hold on tight.

Time-warp acceleration

If you’ve got 2500bhp ready to be unleashed under your right foot, you’re going to want to see what that feels like at least once aren’t you? Naturally, I’m the same, and I know that if I’d have given the keys back to Buzz without at least feeling what this car is capable of, even for just a few seconds, not only would I have been disappointed, but I know Buzz would have been too.

So, I put on my big boy pants, found a suitable stretch of tarmac, zero traffic, and put my foot down. Holy s***. Nothing could have prepared me for the g-force pushing me back into the seat. Suddenly you feel the front end become light for just a second as the power shoves the rear of the car into the ground. It doesn’t scramble for grip, it just hooks up and goes. Before I knew it I was travelling at speeds enough to send me to jail for a decent stretch. And that was roughly 4 seconds.

It’s a complete sensory overload, adrenaline floods through your body, a smile/slightly panicked look adorns your face and you’re gripping onto the wheel so tightly you worry you may actually pull it off. It’s like nothing I’ve felt before, almost like a plane right before takeoff on a runway.

Twin Turbo Lamborghini Huracan performance figures

To put the performance into perspective, let me just go through some of the official acceleration figures for this car, because without experiencing it, it’s hard to comprehend. These figures are GPS verified using a Dragy device.

This car, at Santa Pod, completed the ¼ mile in just 7.7 seconds, at a speed of 193.7mph. It doesn’t take a genius to work out that means 0-193mph takes 7.7 seconds. More staggeringly, the 0-60mph is over in 1.88seconds, while the 60-130mph sprint is over and done with in just 2.27 seconds. 0-130mph? That takes 4.15 seconds… That means that by the time a 2024 Porsche 911 Carrera goes from 0-62mph, this Huracan is travelling at over double the speed. It doesn’t stop there though, 100-150mph is over in a blink of an eye at 2 seconds flat. These are speeds that would trouble the very peaks of the hypercar industry. You can forget Bugatti, this is an area reserved only for the fastest Koenigseggs and the fearsome McMurtry.  And yes, this is still a road car, and it certainly doesn’t cost north of £1million either!

And for you drag racing nerds out there, the 60ft comes in at 1.49 seconds and completes the 1/8th in 5.25 seconds at 152.9mph.

What’s a twin turbo Lamborghini Huracan like in normal driving?

The one thing that struck me most about this 2500bhp Huracan is the fact that for all intense and purposes, it’s a regular road car. It’s a tool that takes you from A to B. And above everything, it has to be able to do that, otherwise there’s not much point to it… This car can do exactly that. When you’re driving regularly, it changes up and down automatically, the throttle is easy to control, the brakes don’t grab and bite, the gearbox isn’t clunky (parking can be tricky).

In fact, if you ignore the parachute pully inside the cockpit, you’d have no idea it had been modified so extensively.  And that’s where I have to take my hat off to not only Buzz, the owner, but everyone involved in the build. There are too many people involved in the build to name, but I know the hard work that GV Performance has put into maintaining the car, so a special shoutout to Gee. Not only have they managed to build Europe’s Quickest Lamborghini, but they’ve done so in a way that doesn’t compromise on it being driven in any scenario.

Returning the car

The only thing left to do was to hand the keys back to Buzz. This is always the hardest part of driving some of the cars I’ve experience. I know that there likely won’t ever be a time where I get to drive another V10-engined car, let alone one that can boast such ridiculous feats. It was a pleasure, and an honour to be entrusted with it, I just wish I could have spent another 24 hours with it. Before I leave you, here’s one thing I will say. No matter what anyone says, people treat you differently when you drive a Lamborghini. Suddenly traffic moves out of your way, women (and men…) smile longingly at you and walk around feeling 10ft tall. No wonder Buzz always seems like he’s hooked up to a caffeine drip…

Right, where’s my Ford KA?!

Love modified cars? Don’t forget to visit our Fast Car Events page for more info on what show we’ve got coming up next. 

The post 2500bhp Twin Turbo Lamborghini Huracan Driven appeared first on Fast Car.

If there’s something you can guarantee, it’s two buses arriving at the same time and Manhart tuning a BMW… By now you should have heard of German tuners Manhart, but if you haven’t, they’ve been modifying BMWs, and other cars, for decades now. And while the G87 M2 is still relatively new, that hasn’t stopped Manhart from creating a 738bhp powerhouse with a hint of nostalgia in that giant wing.

Tell me all about the Manhart MH2 700 II

Apart from that being a mouthful to read, the MH2 700 II is Manhart’s latest M2-based build, which can be purchased as a complete package or with individual parts. Essentially, it takes the extremely tunable S58 engine and cranks it up to 11 via a Power Control unit. Power is upped to 738bhp and 644lb ft of torque, and while there are no official performance figures to quote, we can be sure that the 0-62mph sprint will be significantly under the 4.0-second standard car. Elsewhere, customers have the option of a sports-catted downpipe and removal of the OPF filters, or opt for decat downpipes with sports catalytic convertors replacing the OPF.

Carbon fibre is the order of the day, with the front apron, splitter, bonnet/hood, side skirts and rear diffuser all featuring the lightweight stuff. The theme continues in the engine bay, where every hard plastic has been replaced with beautiful carbon fibre weave. And, you guessed it, the carbon fibre continues inside, with just about everything you see covered in it. Elsewhere inside you’ll find the removal of the rear seats with a clubsport-style rollcage installed.

On the chassis side of Manhart MH2 700 II, customers can opt for KW V3 coilovers as well as bigger brakes should they want to embark in track driving. In front of those brakes are Manhart’s Yido Series wheels finished in matte black 10.5×20 at the front and 11.5×21 at the rear.

If you love modified cars, be sure to check out our Fast Car Events page to find out more information on what show we have coming up next! 

The post Manhart MH2 700 II Revealed With 738bhp appeared first on Fast Car.

Washing your car and doing so regularly will get it clean, but not 100% clean. You’re always going to have some contamination left behind, be that fallout, sap, tar and/or other unwelcome things that stick to your paint and which washing alone won’t remove. This is where using a clay bar comes in, and it will remove all of these surface contaminants, leaving your paintwork super-smooth and ready for waxing or paint correction.

Firstly, though, let’s explore what a clay bar is and why you would use it when detailing your car.

What is a clay bar in relation to car detailing?

A clay bar is a super-sticky resin compound designed to collect all the bits of stuck-on dirt and contamination that washing alone won’t shift. Handle a piece of clay for any amount of time, and you will see just why it’s so effective at cleaning the surface of your paint, and that’s because it is insanely sticky to the touch, meaning anything it runs over sticks to it.

What are the benefits of using a clay bar on your car?

There are numerous benefits to using a clay bar on your car. First of all, it gets your paint far cleaner than washing alone can. Once the paintwork has been decontaminated with clay, you are left with the perfect blank canvas for whatever you want to do next. Because the paintwork is now so much cleaner, it will be easier to clean next time, and it will stay cleaner for longer, so that’s an immediate benefit. It will look much better, too. Claying is also an essential step before you carry out any paint correction as it deep-cleans the paint and ensures it is completely free of contaminants.

When you’re applying wax, you want the surface of your paint to be as clean as possible, and the reasons for this are twofold. First of all, applying wax involves contact with the paint and applying some pressure, and if your paintwork is not perfectly clean, there is always a chance you could pick up some dirt with your applicator and end up causing some damage to the clear coat. Secondly, you want the wax to bond to your paintwork as best as it can for maximum durability, and by giving the wax a perfectly clean surface, it will adhere to it that much better and last much longer.

What are the different types of clay bar grades for detailing?

You will find there is various hardness of clay available. Fine, softer clay is more gentle, making it ideal for use on less dirty cars. It’s also safer and, when used properly, won’t cause any damage to the clear lacquer, so it’s ideal for beginners. Medium and heavy clay bars are more aggressive and more effective at removing contaminants, especially more stubborn ones that fine clay won’t shift (like overspray, for example). However, due to their nature, these clays will almost always mar the lacquer and so should only be used before paint correction.

Now you know what claying is, it’s time to show you how to use a clay bar on your car!

How to use a clay bar on your car

1. Cut your clay bar to size and manipulate it

Once you have chosen your grade of clay, remove it from its wrapping or container and tear or cut off a piece. You want a reasonably-sized piece, but it depends on how large of an area you plan on claying. If you’re only going to be doing a small section before some paint correction, for example, then you only need a small piece, but if you plan on claying your entire car, then you’ll be wanting a much larger chunk.

Clay is quite hard, so once you’ve cut your desired piece to size, you want to manipulate it in your hands for a bit to soften it. Then you want to shape it into a disc or a pad, not too large because you want to be able to hold it comfortably, and not too thin, just a comfortable size that you can work with.

2. Apply lubricant liberally

When it comes to using a clay bar, probably the most important thing to remember is that there is no such thing as too much lubrication. You want to keep your clay bar and the surface of the paint as slippery as possible at all times, as this helps the clay to glide across the bodywork, picking up everything in its path without dragging on the paint. Before you start, make sure you liberally spray the panel and the clay bar with quick detailer and keep spraying the panel as you go. If in doubt, add more detailer – you can never over-lubricate and the slicker the surface, the easier the job.

3. Rub the clay bar over the bodywork in sections

The act claying is pretty simple; you just rub the clay bar over the surface. You don’t want to apply any pressure, let the clay do the work. As usual, when it comes to detailing, you want to work in sections – this will ensure that you do a more thorough job, that your quick detailer isn’t drying on the surface of your bodywork, and that your clay isn’t getting too dirty before you move on to the next section. Work methodically, you can rub quite quickly, just find a good rhythm, and you’ll be able to feel as each section gets progressively smoother beneath the clay. Once each section feels completely smooth and free of contamination, you can start work on the next section.

4. Fold the clay at regular intervals

At regular intervals during the claying process, you want to fold your clay bar over a couple of times to give yourself a clean surface to work with. You can’t physically clean a clay bar, so by folding it over you will be able to keep giving yourself a clean portion to use when working on your car.

5. Don’t throw away your clay bar after use (unless you’ve dropped it on the floor!)

After you’ve been using a piece of clay bar for a while, possibly on a couple of cars, it will become quite dirty, and that’s when it’s time to get yourself a fresh piece, but don’t throw the old one away. You can now move this piece on to other claying duties that don’t involve claying your car’s bodywork, like claying the wheels, for example. That’s the beauty of clay – you can use it anywhere, from paintwork to wheels, even your exhaust tips, as it’ll do a great job of helping to remove stubborn deposits. And one piece of clay can migrate from carrying out paint-cleansing duties, to then being dedicated to wheels, to being used for your exhaust tips before it’s time to get rid of it.

One very important thing to remember is: if you drop your clay bar, throw it away! Clay is so sticky that if you drop it, it will instantly pick up dirt and rocks, and there is no way to get rid of them. Once dropped, get rid of it and get a fresh piece.

6. Wipe off each section with a microfiber cloth

During the claying process, you can wipe each section dry with a clean, soft microfiber cloth after you’ve clayed it, which is the simplest and easiest option to get each panel clean. Or, if you’re especially committed you can re-wash the whole car afterwards to remove any residue left after the claying process. After claying, if you’re not carrying out paint correction, you want to make sure that you follow up with a coating of wax or sealant to give your freshly-cleaned paint some protection to keep it clean.

Now you’ve mastered how to use a clay bar on your car, have you checked out our other detailing guides?

• How To Pre Wash a Car
• How To Wash a Car
• Car Paint Correction Guide

Did you know that we host a number of performance car events throughout the year? Be sure to check out our Fast Car Events page for more info on what’s coming up next. 

The post How To Use a Clay Bar On Your Car appeared first on Fast Car.

The iconic Mk2 ‘Zonker’ is something of a cult creation on the water-cooled VW scene. An official prototype built by VW Sport, back in 1987 the car featured all-wheel drive and ABS way before its time. The three-door GTI was actually built on the assembly line at VW AG’s advanced Halle 54 production line in Wolfsburg. With its all-wheel drive, ABS and forced-induction (which we’ll get to soon) the car was effectively the forerunner to VWs Rallye Golf.

After being built, the Zonker was sent to VW Motorsports’s factory in Hanover for a high performance 16v engine, along with close-ratio five-speed ’box and even a catalytic converter for the car was soon to be destined to US shores.

When it landed Stateside, the real fun was just about to begin. Now, some names are synonymous with tuning cars. When you hear this particular name in question, those of a specific generation will certainly appreciate that behind it is a long-standing history of performance tuning and reliability.

Callaway Cars

That name is Callaway Cars, which was created by one Reeves Callaway (1947-2023). Callaway’s turbo and tuning kits have made their way into many different cars over the years since the late 70s. Most only know of the later Corvette cars, parts, and accessories, which were available in the global aftermarket world.

You might be wondering why we are speaking of a tuner that, basically, had his bread and butter in “American Muscle”. Well, Reeves had his hands in a couple of very well-respected and renowned VW projects and performance kits, too.

There are many “Callaway kitted” Mk1 GTIs and S2 Scirroccos still alive out there today, especially in North America. Most old-school and some new-school VW heads know of them. Probably most notably, Reeves had created a phenomenal 1983 Rabbit GTI demo. Well, it was until Callaway’s involvement with the Zonker project.

Callaway ups the power of the Mk2 Golf Zonker

On its arrival to the US, the Zonker was sent straight to Callaway’s Old Lyme, Connecticut facility, where it received the full works. A Garret turbocharger and custom inlet/intercooler fronted the upgrades to the engine which, once dyno’d, saw the car deliver a healthy 219bhp. When you consider that a little later, VWs flagship Rallye only produced 160bhp, you appreciate just how special the Zonker was at the time.

The car’s current owner

Fast forward to 2024 and the car is now in the hands of Tom Giordano, from Wynnewood, Pennsylvania. Tom grew up with a love for European cars. And he is no stranger to VWs, having owned many a 16 valve, a few Sciroccos, a few Mk1 Rabbits, and a Mk2 Jetta. With this car included, he has actually had no less than two Callaway cars. Admittedly, Tom likes to acquire rarities and “things from when I was a kid, that I could only have dreamed of owning at the time”. This being a one-of-one example, The Zonker definitely fits into the category of rarity!

Tom acquired the car back in 2011 (yes, over 12 years ago) and to this day, he is still shocked that he owns what is best described as an icon of the scene. How did he find it in the first place?

Buying the Zonker

Well, one day, Tom was scouring VW Vortex (as we all used to do from time to time) and came across a posting of the car being for sale. Deep inside he said to himself that he would love to buy it, “It’s the Superhero of Golfs. Why wouldn’t you pick the very best Golf ever made! Plus, being the only one, one of the rarest VWs in existence?” However, he actually passed the thread on to a friend who was actually going to visit the seller to buy other parts.

When the friend got there, you know exactly what happened. Yup, an offer was made, and the friend bought the car. Luckily for Tom, six months down the line, the friend found that the car “wasn’t for him” and offered it up. Tom made a deal and snapped up the Zonker straight away. He wasn’t going to miss out again and he’s owned it ever since!

When Tom finally got the car, he says: “It was beautiful! It still smelled like new and had very low miles!”. As with any car acquired second hand (or third or fourth), Tom started this journey by making sure it was sound.

Modifying the Mk2 Golf GTI Zonker

Straight away, he fitted a new exhaust manifold. Through the years, the turbo outlet flange had started to crack due to the heat created from the boosted motor. This, along with upgrading the front brake setup to the tried and true, Corrado G60 11” rotors, were the first of the maintenance changes. Tom went through the car and fixed, as he put it ;“All the small things that would leave you on side of the road”.

The biggest issue he discovered was that it didn’t like to run for long periods of time, finding that the car would run hot and the Callaway Micro Fueler (Callaway’s extra injector controller), would have the car running rich, by dumping too much fuel, eventually fouling out the plugs. This proved troublesome as it would leave Tom roadside having to remove the custom top mounted intercooler/intake manifold, as the plugs reside underneath it.

Transmission changes

In many attempts to resolve this, Tom decided to switch gears and pull out the old CIS-E system and retrofit a newer DIGIFANT-I (Digi1) set-up, sourced from a Corrado. This proved to be the proper resolution, along with preserving the original VW parts and management, keeping the OEM look and feel.

Tom was able to have his good friend Blair Garland from Tommy’s Automotive in West Chester, Pennsylvania, rebuild the transmission, which was a major task. Tom says that “this was a huge ask”, of his friend. The car was now drivable and most importantly, reliable, meaning roadside overhauls were a thing of the past. He could also now row through the gears with ease.

Bringing back the former glory of the Mk2 Golf Zonker

As the Mk2 Golf Zonker was now several years old from initially being put together, there were obvious signs of age and wear elsewhere. The front BBS spoiler was cracked, along with what he says was “a weird tone” on the driver’s side door. Tom knew that nothing less than bringing the car back to its original state would suffice. So, he worked with PPG to have the door and trunk jambs scanned to get as close as possible to the original and unmistakable yellow shade. The jambs would be the least faded from sun and elements. A perfect match was soon found, and the car had a “glass out” respray of Post Golf Yellow (the original colour of the car).

The paintwork, the repairing of the fibreglass front spoiler, reinstalling the BBS body kit, took almost a year to complete. Skip to a few years later, and Tom also cleaned up the engine bay to what you see here. He also installed a Digifant air filter box, to make it more OEM proper.

Chassis modifications on the Mk2 Golf Zonker

With the change to larger front brakes the OG wheels just wouldn’t fit. The wheel size had to be uprated from 14” to 15” to accommodate the Corrado G60 set-up, but thankfully the OG RZs have been swapped for the larger diameter of the same wheel. The addition of AP coilovers has the car sitting as you see it today, which is a subtle change but just makes the car look even better in our eyes.

The coilovers were sourced from his friend Marc Scheper at Bolt Action Euro in the Netherlands, when the OG VW Sport setup finally went soft. Tom says that the hardest part in bringing new life into the car was, “Sourcing parts for a one-of-a-kind car, especially when it’s closest sibling (the Golf Syncro) was never available or brought to the US market. In the future, Tom looks to freshen the engine bay further and move to an engine management system that allows for more drivability than it does now, but the car is what it is and will always be, The Zonker.

Tom has had lots of help over the years with the car and is proud to still be the owner. He openly states that the Mk2 Golf platform is his favourite and with this car in its current form, and to quote, “I feel the car is the most drivable GTI there is – more solid than the Mk1, and I know I’ll get some hate from that! I love how the all-wheel drive feels through a turn, and the turbo lag is classic 80’s! Plus, it’s yellow, what’s not to love about that?!”

Showcasing the Mk2 Golf GTI Zonker

If you see Tom at a show or venue, he is more than happy to tell The Zonker’s story. Over the years he’s told its tale many times to people who don’t exactly know or believe in its provenance and actual build parts. He says that many a time he’s endured, “people bending over to see if it really has rear axles, like the story was made up”.

Over the past 15 years, the car was seen in limited display. Of late though, with chassis exclusive car shows like Mk2 Mayday and others, the car has been out, out, and on display for all to see, getting the love it deserves. The car is a piece of VW history and it’s great to see it in its full glory.

He states that the people in the VW community, “have been very happy to see it. The reaction it gets at shows, is much different now to that it had a few years ago. I think people are more open and excited to see the car and hear its story, now.”

When asked if he would do it all again, Tom clearly says, “Yes! I have a beautifully preserved, one-of-a-kind, car to hand down to my kids!” Tom is now “Very slowly building an S1 Scirocco, with all kinds of the rarest of parts”, which we know will be a stunner! Applause to you Tom, for your accomplishments here keeping a legendary car up to snuff.

If you want to read more about the build, check out the Zonker thread here.

Words: Ted Dorset. Photos: Tony Watson.

Love modified cars? We host a number of performance car events throughout the year. Check out our Fast Car Events page for more info on what’s coming up next. 

The post Modified VW Mk2 Golf Zonker appeared first on Fast Car.

When it comes to drag racing, few places in the world can hold a candle to the speed Mecca that is Santa Pod. Nestled in the otherwise sleepy village of Podington, Northamptonshire, the iconic quarter-mile strip is known the world over as one of the fastest stretches of tarmac on the planet. Drag racing fans travel from all over the globe to witness the extraordinary feats of petrol– and nitro–fuelled fun as daredevils strap themselves into and onto some of the most extreme vehicles on the planet and hurtle towards the horizon at often world record-breaking speeds.

It takes a special kind of petrolhead to push the boundaries of the standing quarter-mile, one that’s not only willing to risk their lives for an adrenaline hit that lasts less than ten seconds, but is also prepared to invest their blood, sweat, tears and a whole bucketload of money into building their maniacal machines. Of course, as diehard modifying fans ourselves, we can easily understand the lure of tuning your car to go faster, handle better and generally be more fun, but for those at the upper echelons of drag racing, these cars aren’t just considerably quicker versions of your daily driver – they’ve metamorphosed into something much more extreme.

How the Mk5 Ford Escort has evolved over 19 years

Hailing from the sunny Mediterranean island of Malta, 38-year-old gypsum installation expert Jurgen Caruana is one such automotive extremist, who likes his cars to be similarly single-minded in the quest for ultimate speed. You see, what started out as a humble 1.4-litre LX-spec Mk5 Escort has evolved over his 19-years of ownership. Firstly with the addition of a 1.6-litre RS Turbo engine, before a Zetec bottom end and 8v head found their way under the bonnet. Both of these incarnations were merely quick street cars though, and were soon eclipsed as the draw of ever-diminishing quarter-mile times began to take over Jurgen’s every waking thought.

Soon the ability to drive the car on the public highway was all but a distant memory, as a fire-breathing fully forged 2.0-litre equipped with a gigantic metal snail became the car’s new powerplant, while the radial street-legal tyres made way for fat wrinkle-wall slicks. No longer could the Escort transport Jurgen and his family on trips to the supermarket, or even partake in a few laps on a track day. Now its only mission was to cover a sticky quarter-mile stretch of tarmac in the quickest time possible.

“For such a small island, there’s a really strong car scene in Malta,” explains Jurgen when we meet him and his extreme machine on a scorching summer’s day at Santa Pod’s Doorslammers event. “Us Maltese petrolheads love to modify our cars, and drag racing is a very popular motorsport, however most people focus their builds around Japanese machinery like Hondas and Toyotas. But for me, it has always been about Fords.”

From Malta to Santa Pod

This addiction to building ballistic Blue Ovals has led to Jurgen travelling almost 2000 miles over land and sea to test its mettle on the legendary quarter-mile strip here in Blighty. With the Escort on a trailer, that’s one epic journey which sees Jurgen and his band of equally speed-obsessed mates leave Malta on a ferry before traversing the west coast of Sardinia, the entire length of Italy, then northern France, before crossing the English Channel and hitting the UK. And if that’s not commitment to your cause, we really don’t know what is!

“There are drag strips in Malta, but nothing that compares to Santa Pod,” beams Jurgen, proud to be competing in his own car at the venue of his dreams. “So it was well worth the journey to come here to race.”

Tucked in a gazebo in Santa Pod’s pit area, Jurgen and the team busily prepare the car for its debut run up the strip. Tyre pressures are monitored and laptops are plugged in so the vital parameters of the engine’s FuelTech FT600 ECU can be checked and tweaked to ensure the best results off the line.

Ford Escort Drag Car Engine Modifications

With the front bumper removed, we get to eyeball that monstrous motor and drink in all the details. “The engine is based on a 2.0-litre Zetec from an ST170,” Jurgen explains. “It has been rebuilt with a fully forged bottom end, including pistons, rods and crankshaft, and has an additional aluminium girdle with billet main caps and a cement-filled block to improve block rigidity and strength.”

This belt-and-braces approach to the bottom end has wisely been extended to the head too, where strengthened Supertech valves with double valve springs are actuated by custom high-lift Cat Cams camshafts with adjustable vernier pulleys.

But while all this extra strength would be considered overkill in the ST170’s usual naturally-aspirated environment, it is absolutely essential to hold things together once you add the tsunami of boost that the Garrett G42-1200 turbo supplies. Capable of flowing enough air to produce a whopping 1200bhp, this brutal blower, mounted down low in the front bumper on a Zisco forward-facing exhaust manifold, is running a comparatively conservative 800bhp in Jurgen’s Escort and is cooled by a custom charge-cooler with bumper-mounted ice box.

Cooling the Ford Escort Drag Car

“When running high boost levels, adequate cooling of the intake charge is critical,” he says. “On a hot day like today at Santa Pod, it can make a big difference to the car’s performance. And in Malta, where the average ambient air temperature is much higher, it’s even more important if you want to maintain peak performance and reliability.”

But where the nearside of the front bumper is all about keeping cool, the offside is a veritable inferno, as this is where the turbo’s hot-side spits out the waste gases from the custom exhaust system and screamer pipe that exit just ahead of the front wheel.

“It’s pretty loud when you launch it,” Jurgen laughs. “But you only have to bear the noise for just over nine seconds and you’ve crossed the finish line.”

Of course, few people are going to be concerned with a noisy exhaust when they’re fighting to keep this beast in a straight line and out of the barriers for the next quarter-of-a-mile, but Jurgen has made a host of running gear modifications to help him do just that.

Ford Escort Drag Car Transmission & Chassis Modifications

“The power is transmitted to the tarmac via a Toyota MR2 5-speed gearbox with an SQS dog kit and sequential shifter,” he says. “Along with the engine, this shifter sits on a Zisco Race Fabrications custom front subframe with custom wishbones, and a rear axle that’s mounted further back to increase the wheelbase to add extra straight-line stability.”

GAZ adjustable coilovers are dialed-in to reduce rear squat and improve front end traction, while the wide 10×13” Keizer front wheels with M&H slick tyres do their best to contain the tortuous torque unleashed by Jurgen’s right foot. Unlike the front, traction is the enemy at the rear, so Jurgen has fitted a pair of ultra-skinny 4.5×15” wheels with drag radials to reduce frictional losses as well as improve aerodynamics.

Speaking of aero, as a drag car, the last thing Jurgen wants is too much downforce, as that will only slow him down. However, his Escort does have bodywork upgrades and they are no less functional. The front end is from an Escort Cosworth, as the wider front arches are needed to house the wide slick tyres, while at the rear a low-level spoiler helps reduce drag and keep the rear of the car running straight and true.

The eagle-eyed among you will have no doubt spotted the lightweight Plexiglass windows as well as the huge parachute bolted to the rear; this is a requirement of any car that is capable of posting in excess of 150mph in the quarter-mile, and is used only in an emergency, to slow the car as quickly as possible if all else fails.

Interior modifications

Inside, the Ford Escort drag car is also kitted out with worst case scenarios in mind, with a full drag specification rollcage, window nets and a single aluminium Kirkey bucket seat with Sparco harnesses. The rest of the interior is similarly function-over-form, being stripped to the essentials of speed such as the sequential shifter, lightweight carbon panels, an OBP pedal box and a FuelTech steering wheel, which is riddled with holes for an additional weight saving.

When the time finally comes for Jurgen to hit the strip, the team push the Mk5 into the queue and wait their turn patiently until it’s their time to line up at the start line. Firing the mighty engine into life, the angry exhaust note is ear-splitting, even on idle, and turns absolutely thunderous as Jurgen completes a tyre-warming burnout that spews plumes of acrid blue smoke from the front arches.

Launching at Santa Pod

Inching into stage, his eyes fixed on the Christmas tree lights at the centre of the track, the revs raise to a crescendo before the green light signifies for all hell to break loose.

Unfortunately, when the clutch is dropped, rather than the usual slingshot launch to the horizon that Jurgen and the team were expecting, the Escort stutters and bogs down before limping off the line.

Much head-scratching and studying of the datalogs later and Jurgen tries again. Once more, the build-up is fine, but the launch again proves tricky and the run is abandoned. After having successfully completed a 9.7 second pass in the car with its current setup at a track in Malta only weeks before, the launch issue is perplexing the team, and frustrating Jurgen.

“With everything in drag racing pushed to the very limits, it can only take a tiny issue to cause a problem,” he shrugs. “We know what the car is capable of, even at low boost, and were hoping to push into the eights here at Santa Pod, but the drag gods are just not smiling on us today.”

What’s next?

The team tries to get the Escort off the line cleanly multiple times over the course of the weekend, but nothing seems to work and Jurgen’s dream of a personal best pass at his dream track will have to be put on hold for another day. But they say you can’t keep a good man down, and Jurgen is no exception. He’s loved his time at Santa Pod and vows to come back to tame this iconic strip at next year’s event. Let’s just hope his ford Escort drag car has had enough of teasing him and will finally give up the pass he’s been hoping for.

Words & Photos: Dan Sherwood.

Love modified cars? Did you know that we host a number of performance car events throughout the year? Be sure to check out our Fast Car Events page for more information on what’s next.

The post 800bhp Ford Escort Drag Car appeared first on Fast Car.

This Bavarian beast has been setting hearts racing and leaving lesser motors in its dust for over three decades. So, grab a drink, settle in, and let’s dive into the history of BMW’s most iconic M Car…

The Birth of a Legend: BMW M3 E30 (1986-1991)

Picture this: It’s the mid-80s. Synth-pop’s blasting on the radio, everyone’s rocking questionable hairdos, and BMW’s cooking up something special in their Motorsport division. In 1986, they unleashed the original E30 M3 on an unsuspecting world, and boy, did it make a splash! This wasn’t just another 3 Series with a fancy badge. Oh no, this was a proper homologation special built to dominate Group A touring car racing. BMW’s engineers went to town on the standard E30, giving it a wider stance, boxy flared arches, and that iconic rear wing that looked like it could double as a picnic table. Under the bonnet lurked a high-revving 2.3-litre four-pot S14 engine, good for a screaming 200 bhp.

That might not sound like much today, but back then, it was enough to have this lightweight monster hitting 60 mph in just 6.7 seconds and topping out at 146 mph. Not too shabby for a car that still had to do the weekly shop! But BMW wasn’t done. They kept tweaking and fettling, giving us the Evolution and Sport Evolution models. By the time the final E30 M3 rolled off the production line in 1991, power had been bumped up to a whopping 238 bhp from a 2.5-litre engine. That’s proper old-school muscle, that is!

The Smooth Operator: BMW M3 E36 (1992-1999)

As the 90s rolled in, bringing with it grunge, Friends, and questionable fashion choices, BMW decided it was time for the M3 to grow up a bit. Enter the E36 M3 – smoother, more sophisticated, but still packing a proper punch. Gone was the raw, race-bred four-cylinder. In its place, we got a silky-smooth 3.0-litre straight-six, initially pumping out 286 bhp. This new M3 was less of a track day special and more of a high-performance grand tourer.

It could still hustle when you wanted it to, mind, hitting 60 mph in about 5.6 seconds. But the real party piece came in 1995 with the introduction of the 3.2-litre engine. Now we’re talking 321 bhp of pure Bavarian muscle! This M3 was also the first to offer BMW’s SMG automated manual gearbox. It might’ve been a bit jerky compared to today’s dual-clutch units, but back then, it was proper cutting-edge stuff.

The People’s Champion: BMW M3 E46 (2000-2006)

If the E36 was a bit too smooth for your liking, the E46 M3 came along in 2000 to rough things up a bit. This is the one that many reckon is the sweet spot in M3 history – the perfect blend of old-school analogue feel and modern performance. Under that bulging bonnet sat a 3.2-litre straight-six S54 engine, belting out 343 bhp. This thing revved to the moon and back, with a spine-tingling soundtrack to match.

It’d hit 60 mph in about 5 seconds flat and keep on pulling all the way to 155 mph. But it wasn’t just about straight-line speed. The E46 M3 handled like it was on rails, especially if you opted for the Competition Package with its beefed-up suspension and bigger brakes. And let’s not forget the CSL – a stripped-out, pumped-up version that’s now more desirable than a winning lottery ticket!

The V8 Bruiser: BMW M3 E90/E92/E93 (2007-2013)

As we rolled into the new millennium, BMW decided to go big or go home. The fourth-gen M3 landed with a bang in 2007, packing a 4.0-litre V8 under its hood. This was proper supercar territory, with 414 bhp on tap and a noise that could wake the dead. Available as a saloon, coupe, or convertible, this M3 was a proper jack-of-all-trades. It could do the school run on Monday and then embarrass supercars at the track on Sunday.

The 0-60 sprint was dispatched in just 4.6 seconds, and if you were brave enough to take off the electronic limiter, it’d top out at over 180 mph! But it wasn’t all about brute force. The E92 M3 introduced some clever tech, like the M Dynamic Mode that let you have a bit of slip without completely turning off the electronic nannies. Perfect for when you wanted to get a bit lairy without ending up in the hedge!

The Turbo Terror: BMW M3 F80 (2014-2018)

As we hit the mid-2010s, even BMW couldn’t resist the siren call of turbocharging. The F80 M3 landed in 2014, sporting a twin-turbo 3.0-litre straight-six. Purists might’ve moaned about the loss of natural aspiration, but you couldn’t argue with the numbers: 431 bhp and a 0-60 time of just 4.1 seconds. This generation saw the M3 name reserved solely for the four-door saloon, with the coupe and convertible versions rebranded as the M4.

It was lighter than its predecessor, thanks to clever use of carbon fibre, and it handled like a dream. The turbos meant it had buckets of low-down torque, making it an absolute weapon on the road.But it wasn’t without controversy. Some reckoned it was a bit too clinical, lacking the raw edge of earlier M3s. And let’s not even get started on that artificially enhanced engine note pumped through the speakers. Still, in terms of pure performance, this M3 was an absolute monster.

The Modern Marvel: BMW M3 G80 (2021-present)

And that brings us to the latest and greatest – the G80 M3. Launched in 2021, this thing’s got more tech than the Starship Enterprise and enough power to restart the Big Bang. We’re talking 503 bhp in Competition spec, 0-60 in 3.8 seconds, and enough electronic wizardry to make Harry Potter jealous. But let’s address the elephant in the room – that grille. It’s big. It’s bold. It’s… controversial. Some love it, some hate it, but you can’t deny it makes a statement. And hey, at least you can spot it coming a mile off! For the first time ever, you can now get your M3 with all-wheel drive. Purists might scoff, but when you’re trying to put down over 500 bhp, a bit of extra traction doesn’t go amiss.

Don’t worry though, you can still switch it to rear-wheel drive mode when you fancy getting sideways. And if that wasn’t enough, BMW’s only gone and made an M3 Touring! That’s right, you can now have your M3 as a proper estate car. Perfect for when you need to get the kids to school in a hurry, or just fancy taking the dog for a very, very fast walk.

Wrapping It Up

So, there you have it, folks – 35 years of M3 madness condensed into one high-octane history lesson. From its humble beginnings as a homologation special to the tech-laden powerhouse it is today, the M3 has always been at the pointy end of the performance car world. It’s been imitated, emulated, but never quite replicated. Whether you’re a fan of the raw, analogue feel of the early models or the face-melting performance of the latest versions, there’s a BMW M3 out there for everyone.

Which one’s your favourite? The classic E30? The sweet-spot E46? Or are you all about that modern G80 life? Whatever your poison, there’s no denying the M3’s place in the pantheon of performance car greats. Here’s to another 35 years of BMW’s ultimate driving machine! Now, if you’ll excuse us, we’re off to check down the back of the sofa for some spare change. We’ve got a BMW M3 to buy!

Love performance cars? Did you know that we host a number of modified car events throughout the year? Be sure to check out our Fast Car Events page for more info on what’s coming up next. 

The post Ultimate Guide To Every BMW M3 Generation appeared first on Fast Car.

Toyota one-off builds are something of a routine now for the annual SEMA event, check out last year’s FJ Brusier. Of course, 2024 is no different as Toyota once again delivers on out of the blue concept, this time to celebrate its rallying history, past and present. So, without further ado, say hello to the Toyota Rally Legacy Concept.

What is the Toyota Rally Legacy Concept?

While the outside resembles an ST205 Celica with the famous Castrol livery, it’s what’s underneath the bonnet that has got us all talking. You see, the base car for this concept is the Toyota GR86. That car is powered by a naturally-aspirated 2.4-litre turbocharged flat-four engine. While a fine sports car it is, underpowered, at times, can also be said of it. With the up in power from 224bhp to 300bhp and 273lb ft of torque, you have to wonder why Toyota didn’t opt to use the engine in the GR86 all along… Interestingly, there’s a new intercooler, a race ECU and a custom exhaust despite it making the same power as the standard GR Corolla. Oh, and it’s also a manual!

Underneath, Toyota has converted the GR86 chassis to feature all-wheel drive. As a result, the rear end is essentially a GR Corolla, with this concept receiving its differential, axles and gear ratios. Naturally, the modifications don’t end there, with the need for new control arms and other custom parts to make everything work.

Outside, as mentioned above, the concept has taken its design cues from the ST205 Celica GT Four. The Castrol livery is impossible to miss, as is the curved spoiler and those twin-exit pipes in the centre of the rear bumper. Inside, it’s rally car central, with a suitable roll cage, bucket seats, harnesses and all the gizmos you’d expect.

Will the concept become a production car?

Looking like this? Almost certainly not. In fact, there’s no word from Toyota that this means anything more than just an exercise in regonising its history while also showing what it can do. That being said, we can’t be the only ones curious about what a GR Yaris-engined coupé would feel like.

Love modified cars? Did you know that we host a number of performance car events throughout the year? Be sure to check out our Fast Car Events for more information on what’s coming up next! 

The post Toyota Rally Legacy Concept Revealed At SEMA appeared first on Fast Car.

The competition on the staged and closed roads of UK rallying in 2024 has been frenetic, with several championships providing nail-biting climaxes to crown a champion.

From the rejuvenated British Rally Championship through to the clubmen series, the pace has been fierce and now Motorsport News is on the hunt to crown its National Rally Driver of the Year, sponsored by Motul.

Our experts have hand-picked a shortlist of 10 drivers, who are featured below, and it is now over to you to have your say. We are asking our readers to register their vote by simply clicking on the photos below.

We have chosen from a wide array of successful drivers. We’ve included drivers who are not only champions, but those who have been outstanding in their classes.

The voting will be open for three weeks (deadline November 29^th, 2025), and the results will be published in Motorsport News on December 5.

The post National Rally Driver of the Year 2024: Motorsport News Awards appeared first on Fast Car.

Now the motor racing engines are being switched off for the season, it is a brilliant chance for us to look back on the UK sporting season and pick out Motorsport News’s fourth annual Racing Driver of the Year, sponsored by Motul.

From the door handle-to-door handle thrills of the British Touring Car Championship to the phalanx of rising stars who have been collecting trophies throughout Britian, there is a host of talent which has been on display.

Our experts have hand-picked a shortlist of 10 drivers, who are featured below, and it is now over to you to have your say. We are asking our readers to register their vote by simply clicking on the photos below.

The voting will be open for three weeks (deadline is November 29th, 2024), and the National Racing Driver of the Year results will be published in Motorsport News on December 5.

The post National Racing Driver of the Year 2024: Motorsport News Awards appeared first on Fast Car.

The launch of the ‘New’ R50 Mini in 2001, offered much for hot hatch enthusiasts. This included the sharp steering and playful chassis, but with just 120hp, this Mini had ‘warm’ rather than ‘hot’ performance. They shouldn’t have worried, as a faster version was always on the cards, and, sure enough, the performance headliner with one of the most iconic Classic Mini performance badges on the boot, Cooper S, was launched in March 2002 in the US, and June 2002 for the UK market.

Outside, BMW deliberately didn’t change Frank Stephenson’s attractive, 2000s redesign. The big giveaways were the letterbox vent on the bonnet, feeding air directly to the intercooler, and the Classic Mini-style center twin exhaust, with its two smaller Coke-can finishers. The only other style changes were the chunkier, more aggressive bumpers missing their chrome, plus different side skirts and a larger rear spoiler. Inside, the changes over an R50 Cooper were harder to spot, although there were welcome, more supportive standard sports seats.

Where the R53 Mini Cooper S gets most interesting is under the scooped bonnet. The addition of an Eaton supercharger and stronger Getrag six-speed manual gearbox to the 1.6-liter Tritec engine meant the Cooper S’s performance more than lived up to the pre-launch hype.

History Of The Mini Cooper S R53

In June 2022 (March 2002 for US market), the performance range-topper, the Mini Cooper S R53 was launched. It had 163hp, 0-62mph acceleration in 7.4 seconds and a top speed of 133mph.

The JCW tuning kit for the Mini Cooper S R53 was released in March 2003 and took power up to 200hp. Costing just over £3,000/$3,672, the JCW kit consisted of a revised supercharger pulley, a gas-flowed and ported cylinder head, uprated spark plugs, a freer flowing exhaust system and a remapped ECU. The result was a 136mph top speed and 0-62mph acceleration in just 6.8 seconds. This kit came from Cooper’s East Preston home of the fast Mini and was officially sanctioned, meaning the warranty remained intact. Plus, it could be fitted to new or nearly new models at John Cooper Works or, more conveniently, a local Mini dealer. Towards the end of first-generation Mini production, the JCW kit was offered as a factory-fit option.

R53 LCI

Late 2004, the Mini got its mid-life or LCI (Life Cycle Impulse in BMW language) facelift, and the Cooper S R53 received a power hike to 170bhp, with 0-62mph acceleration dropping to just 7.0 seconds. This power increase for the standard S also meant an increase to the JCW kit, which now boasted 210bhp thanks to 380 injectors and a different airbox. A sought-after limited-slip differential was also available as an option.

An auto version of the R53 arrived in 2005, this is a proper six-speed torque converter gearbox with steering-wheel-mounted paddles.

The first-generation New Mini’s final hurrah, was the limited edition, hardcore two-seater GP. The GP is 50kg lighter, has a unique body kit, uprated JCW brakes, unique four-spoke alloys, is finished in Thunder blue with a Pure Silver roof and was assembled by legendary Italian coach builder – Bertone. Priced at £22,000, it was sold out before it even hit dealers and is already a sought-after collector’s item.

Production of the R50 and R53 Minis eventually stopped in 2006, after 130,000 had been sold in the UK alone.

Mini Cooper S R53 model timeline

• March 2002: R53 Cooper S (165bhp) launched in the US.
• June 2002: R53 Cooper S (165bhp) launched in the UK.
• March 2003: Mini approved John Cooper Works (JCW) tuning kit offered for the R53 Cooper S.
• September 2004/April 2005: The R53 got its mid-life or LCI (Life Cycle Impulse in BMW language) facelift, it also got a power boost to 170bhp. JCW Cooper S tuning kit now has 210bhp. A limited-slip differential and proper six-speed automatic transmission were new options.
• July 2006 – limited edition, two-seat R53 GP released.

Differences between US and UK Minis

Apart from US spec front and rear wheel arch lights, there are no other bodywork changes between UK and US MINIs.

MC40 Monte Carlo Rallye Commemorative Edition launched in February 2004, and was limited to 1,000 individually numbered cars just for the US. Finished in Chili Red with a white roof, the MC40 was fitted with unique R90 17-inch split rim alloys finished in Anthracite, driving lamps, special red and black leather trim, and magnetic #37 door numbers.

Does the Mini Cooper S R53 have any engine issues? 

The fitment of the supercharger adds welcome charisma to the durable and generally reliable Tritec engine, but there are still some areas to be aware of. Firstly, is there enough oil in it? The addition of that supercharger means this 1.6 will tend to drink a little more than usual, as much as 250ml per 1,000 miles. So, make sure you pull the dipstick and check there’s plenty of the black stuff. Then, start the engine and listen for a low-down rumbling – if you can hear this, it could mean the engine has been run low on oil at some point.

Elsewhere, oil leaks from the sump and oil filter are another sign of engine trouble. On top of the low-down rumble, with the engine running, listen for rattles at the top of the engine, which could be the result of the hydraulic tappets or the timing chain tensioner.

Other engine concerns are just about keeping it cool. Overheating is a common issue with the Mini Cooper S R53, as the main cooling fan’s thermostat can fail, stopping it from cutting in and ultimately leading to cracked cylinder heads.

Mini R53 supercharger issues

The Cooper S’s Eaton M45 supercharger isn’t known to give trouble either, although check the condition of the drive belt, which can fail. Also, most R53 Cooper S’s have now covered over 100,000 miles, and if the supercharger hasn’t received a rebuild, it’s worth allowing for a rebuild from a specialist such as GT Tuning, when negotiating a price.

Suspension

Many Cooper S’s were fitted with standard run-flat tires, which make the ride hard – especially with the sports suspension. Thankfully, many owners will have removed them by now, but check the condition of the anti-roll bar links, bushes, and leaky shock absorbers.

Transmission

The standard six-speed manual transmission was supplied by Getrag and is not known for problems – although the gears aren’t always easy to select, which is characteristic of this gearbox. Clutches on the other hand do wear, especially in tuned models. A clutch change is also a big job on an R53.

Any electrical issues on the Mini Cooper S R53?

Thankfully, the R53 Cooper S doesn’t suffer with the same electrical issues as the R50. However, make sure you still check for blown stereo speakers, slow electric window motors and failing central locking. These are all easy fixes, with affordable and readily available second-hand parts.

Bodywork

The earliest cars are over 21 years old, but still make sure you check the overall condition of the paintwork. The more upright nose is vulnerable to stone chips, as is the front bumper; also check to see if it’s loose and for grounding damage. Check the sides for parking dents (dents in the rear quarters are particularly hard to fix). Many R53s have already been modified, so check you’re happy with the modifications made and the standard of work done.

Common interior problems on the Mini R53

Inside, expect some wear and scuffing to the sport seats, some of the plastics too are easily marked. There have also been cases of the roof lining turning into a tent as the original fabric gives up.

Remember, R53s are now 20+ years old, so the interior does feel dated. Many owners will have opted to upgrade the stereo system, so make sure it works and that it was installed correctly.

Wheels

Are the alloy wheels badly curbed? Excessive damage could affect the wheel alignment. If they’re bad, it might be worth factoring into the price some four-wheel laser alignment.

Be sure to also check the condition of the tyres, especially on cars that have curbed wheels.

How much should I pay for an Mini Cooper S R53?

• £500 – £1,000: Here is where you find the cheapest R53s, these will be project cars, so expect non-runners or cars with issues.
• £1,000 – £3,000: The best 2003 and pre-facelift 2004 models are in this price band. Watch for cheaper, later categorized cars.
• £3,000 – £5,000: This where the best condition, lowest mileage, early cars, are at dealers. It is also where you find higher mileage, later cars.
• £4,000 – £6,000: The latest, highest specification and lowest mileage examples are in this price band at dealers.
• £15,000 – £18,000: Fastest and rarest Cooper S GPs start at around £15,000, with 100,000 miles. You will pay more for lower mileage examples.

US Prices

• $3,000 – $5,000: Earliest 2002 Cooper Ss start at $3,000, but these have high miles, and for a couple of thousand bucks more, later 2003 cars, with a clean title and plenty of extras can be yours.
• $5,000 – $8,000: Later 2004 pre-facelift cars start at around $5,000, plus highest mileage LCI facelift cars.
• $9,000 – $12,000: Here’s where you’ll find the latest 2006 model year LCI facelift Cooper S with around 90,000 miles. $10,000 bucks will get you into the highest mileage, US. only, MC40 limited edition hatch.

I spotted one low mileage GP1, with just under 20,000 miles, priced at over $49,900!

Words: Martyn Collins (ex-editor of Modern Mini Magazine and author of New Mini).

Did you know that we host a number of performance car events throughout the year? Check out our Fast Car Events page for more information on what’s coming up next. 

The post Mini Cooper S R53 Buyer’s Guide & Most Common Problems appeared first on Fast Car.

What you’re looking at isn’t the lovechild of a weird Z3M couple. And while Brabus has almost certainly taken design cues from the originally-hated-but-now-adored Z3M Coupe, this right here is a complete custom built car presumably reserved for those with very deep pockets. At around £700k, the price tag is almost as staggering as the way this car looks. For me, this might well be car of the year. I’m sick to death of seeing boxed-up SUVs with less personality than a stone. Finally, someone has decided to shove two fingers up to convention and shown us what can be done presumably without budget constraints. I digress.

What is the Brabus Rocket GTS all about?

Sadly, Brabus hasn’t confirmed what the Rocket GTS is built from. Some have reported that it’s a modified Mercedes-AMG GT 63 S E Performance, while others have claimed it’s the SL 63 S E Performance. One thing for sure is that it shares the engine (and electric motor) with both of those cars, which meant it already came with 804bhp. But now, Brabus has turned up the wick to the tune of 1000hp and, wait for it, 1,342lb ft of torque!! That’s a lorry-pulling amount of torque… Thankfully it retains four-wheel drive and the 9-speed Mercedes DCT to make getting the power down far easier.

The increase in power has mostly come about thanks to the use of two new turbochargers. To support those bigger turbos, forged pistons and special con rods ensure the factory pistons don’t end up through the engine block… As you’d expect, a Brabus sports-cat downpipe and valved exhaust system complete the hardware changes.

All that power means 0-62mph is over with in a claimed 2.6 seconds, and 0-124mph in 9.5 seconds, while it’ll go on to an electronically-limited 197mph.

Brabus Rocket GTS Shooting Brake design

In order to create the carbon fibre body, Brabus has used state-of-the-art CAD and CFD technologies as well as wind tunnel optimisation. Brabus says that its design reduces front axle lift at high speeds while also providing superb stability at over 186mph. The design also guides more air into the radiators and brakes to improve cooling. And if you were wondering, that new rear end now measures 198.5cm wide…

As you’d expect, the wheels Brabus has chosen for the Rocket GTS are suitably outrageous. Measuring 21 inches at the front and a whopping 22 inches at the rear, the Rocket GTS needs 275/35 tyres at the front and, wait for it, 335/25 at the rear! That won’t be cheap when it comes round to replacing those…

Inside, Brabus has gone about including its usual touches including new stitching on the seats, more carbon fibre and of course Rocket GTS badging. Customers can go to town on options here in order to create more personalisation.

Love cars? Be sure to check out our Fast Car Events page to see what performance car events we’re hosting next! 

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There are few cars that can be described as a true legend within the Ford scene, but this modified Ford Sierra Sapphire Cosworth is most certainly one of them. Owned by the equally legendary Rod Tarry and built by tuning marvel Mark Shead of MA Developments, it was the first road-legal Cosworth to crack 200mph, and despite its subtle looks it has been at the very forefront of YB tuning for over two decades. What’s more, it still is in its new guise, having been recently rebuilt and recommissioned by Mark.

Modified Ford Sierra Sapphire Cosworth build journey

Rod’s story began in 1996 when he bought the rear-wheel drive Sierra Cosworth to use as a fast road car. A 400bhp conversion soon followed and Rod enjoyed it like that until the urge for more began to build, which is a theme that propelled him throughout.

A 500bhp build followed together with uprated brakes, a bigger and better gearbox and bullet-proof diff upgrade to ensure safety and reliability. But that’s when things got a lot more serious as Rod was spurred on when he discovered he owned the fastest Cosworth around, with a top speed of 183mph, and then decided he wanted to retain that crown. So in 2003 he commissioned Mark to build a 640bhp engine with 530lb.ft of torque, together with a shot of nitrous that would see around 720bhp available – a figure completely unheard of at the time.

It was enough to keep him on top and in 2004 the car became the first road-legal Cosworth on the planet to exceed 200mph. To push the record further, a larger GT40 turbo was fitted to find 680bhp and with a 100-shot of nitrous it saw the record raised to 206mph in 2005. Still hungry for more, the development of an 800bhp engine started in 2006 and took some time to complete, but in December 2008 the new unit made 838bhp and 666lb.ft, although no more records were attempted.

Striving for greatness

What was always remarkable about Rod and his modified Ford Sierra Sapphire Cosworth was his enthusiasm and passion to use the car, and despite being in his sixties at this point he was often a regular at car meets, magazine shootouts, as well as appearing on TV. Sadly, Rod passed away in 2018 at the age of 72, before this revision of the car saw completion. He remains sorely missed within the Ford community for pushing boundaries and actively using the Sierra just as it was intended, both on the road and airfield – but his legacy lives on, as the car’s final stage was completed by Mark, who pushed on with the project together with new owner, Carl Billings, and now it’s back better than ever.

“Rod’s original goal when he set out to rebuild it this time round was simple; he wanted to go faster,” Mark recalls. “There was no figure in mind but he wanted it to be better suited to the road, with more driveability too.”

Pushing the boundaries of YB tuning

The current build has taken around eight years to complete as it pushed the limits of YB tuning further than ever before. It revolves around an original 200 block that has been linered and includes a bespoke steel crankshaft and Mark’s own specification forged pistons together with steel rods to bring capacity out to 2150cc. A bottom end girdle helps keep the assembly intact, while a Titan dry sump setup ensures it’s all well-lubricated. The head gasket arrangement is custom; the bolts to clamp it are aero-grade bespoke items, and Mark says this is about as far as you can go with a YB gasket setup.

The head has been heavily fettled and fitted with Mark’s own specification cams to help boost the huge BorgWarner EFR9180 turbo that’s fed by a twin-scroll manifold to improve spool and response. It’s governed by a single 60mm external wastegate that vents back into the downpipe and 3.5” exhaust system, before being sent into the custom Spec-R intercooler. From there, it’s pushed through to the Jenvey Dynamics plenum, which feeds four individual throttle bodies; one for each cylinder, designed to improve low-down throttle response. Fuelling is controlled by an Emtron ECU and voltage amplifiers ensure the fuel pump pressure and coil packs don’t drop during sustained periods of full throttle.

Modified Ford Sierra Sapphire Cosworth power

The dry sump setup, improved electronics and ECU upgrade with motorsport levels of safety features to automatically shut the engine down if it sees oil or fuel pressure drop were also a welcome addition at this level. There are of course other tricks to the engine build and together it works brilliantly well, as Mark reveals: “There are lots of little bits in this build that help make it a much better package overall,” he explains. “And the Jenvey throttle body setup paid off as it helped it drive nicely lower down. The headline power figure is currently 758bhp and 604lb.ft at 2.6-bar of boost on pump fuel, although it previously made slightly more power with a bigger exhaust housing. But current owner Carl requested a smaller housing to improve response on the road, which it does by spooling 400rpm earlier.”

Chassis upgrades for the modified Ford Sierra Sapphire Cosworth

A testament to how well the car was built earlier on, the rear axle remains in place but the Tremec gearbox gave up during an early mapping session. It’s now been replaced by a Tremec TKO600, capable of taking the huge torque and the original clutch setup has also been brought up to date with a custom TTV Racing triple-plate unit. Elsewhere, the original Leda coilovers have been rebuilt and re-valved by Black Art Suspension and provide a significantly improved ride, whereas the AP Racing brakes that have been on the car for many years still work well.

Elsewhere, Rod was always very particular about what he wanted from the car; it was never going to be a stripped-back, bare-bones racer with a complex rollcage to navigate, although later in the build he did have a subtle rollcage made in the name of safety. Instead, the fast road car theme always remained, which is why the original leather trim is in place and there was never anything added that didn’t need to be.

Exterior mods

Outside, the car has been given a mild freshen-up with a return to amber indicators, the front bumper has been fitted with an RS500-style splitter, and there’s a Sapphire 4×4 rear light panel.

Carl is smitten with the car and has been working through the little bits, like replacing the solid mounts with rubber items to reduce vibrations, but Mark is still open to the idea of doing the 200mph+ it did before. “If Carl told me he would like to do top speed events again then that wouldn’t be a problem; I’ve done it before so wouldn’t mind doing it again,” reveals Mark.

The fact that this car still continues to impress is testament to Rod and Mark’s vision, and we’re glad Carl is picking up where they left off.

Words: Simon Holmes. Photos: Ade Brannan.

Love performance cars? Did you know we host a number of performance car events throughout the year? Be sure to check out our Fast Car Events page for more information on what’s coming up next.

The post Modified Sierra Sapphire Cosworth With 768bhp appeared first on Fast Car.

What defines a future classic? There’s no golden ticket to get onto collectors’ radars – interesting engineering, design or some media notoriety certainly helps – but there’s also no substitute for the influence of supply and demand. Rarity doesn’t guarantee desirability, but it is a stable foundation for any other factors to build on and the Golf is no stranger to models that tick that box.

Slackening of purse strings at Wolfsburg have given us machines like the Mk2 G60 Limited, Mk7 GTI Clubsport S and (if you consider the original planned production run) the Mk4 R32 is worthy of that list too. For some owners, rarity (and rising prices) are a reason to carefully preserve the factory spec with only occasional use. For others, there’s fun to be had enjoying what makes them unique.

Why modify a limited run car?

“People are 50/50 about it,” smiles Reinhard Rode, reflecting on turning a one-in-333 limited edition into a one-of-one track-ready project car. “Some people ask how I can modify something as rare as this, but others tell me it’s how these should have been from the factory, and that I’ve finished VWR’s work. The standard Golf R is good, but the 333 is the final boss – the ‘Endgegner’, as we say in Germany. I knew the car would be awesome if it was tuned.”

That ‘final boss’ status is as fitting for its place in his project history as it is its role in the Mk8 line-up. Reinhard was born into a Volkswagen family – the grandson of a truck driver at the factory, nephew of a life-long employee and with brothers and cousins employed by suppliers to the group. However, it’s his parents who can lay claim to having the biggest influence – both of them have worked for Volkswagen, and his Dad’s CV includes a stint within Volkswagen and Audi’s motorsport divisions during the 1970s and 1980s. Projects that would drip-feed knowledge into future GTIs and, more recently, the R line-up too.

Reinhard’s car history

However, the most obvious legacy of that work is closer to home. An 11-year-old Reinhard found model cars and old materials from his Dad’s motorsport career, started asking questions and quickly developed a curiosity for performance-focused engineering. By 15, he’d bought his first project car – a ’78 Mk1 GTI with a Folger wide-body kit, which he still owns. By his mid 20s, he’d picked up a side job working on other people’s cars.

And, by 30, that trail had led him to set up his own Volkswagen Group specialist garage, named Werk 2 in Southeast Germany, close to the Austrian border. It’s become a go-to for everything from routine maintenance to performance tuning and full restorations since the shutters opened in 2015, and an opportunity for Reinhard to immerse himself in that mechanical curiosity.

“We had a Mk8 Golf R before this one,” he continues. “It was among the first cars off the line back in February 2021, because I wanted to be one of the first people to modify one. That car was really useful for figuring out what is needed to get to the perfect Golf R spec, and it was hard to replace. I drove a lot of cars before choosing the next project, including an Audi RS3 and Cupra Formentor VZ5, but they’re both boring if you test them side by side with a completely tuned Mk8 R. The Golf feels like those trainers you love wearing every day.”

VW Golf R 333 edition launches

Thankfully, Volkswagen had some alternatives up its sleeve. The Golf R 333 edition launched in 2023, shortly before the Mk8’s mid-life refresh. Strictly limited to a numbered run of 333 vehicles and offered with the option of collecting them at a handover event at the Autostadt in Wolfsburg, it’s a rare machine compared to the most exclusive Golfs. Volkswagen built 400 examples of the Clubsport S, for example, and the R proved to be just as desirable – the entire production run sold out within eight minutes.

There’s more to it than badges and graphics. At launch, the 333 was the most powerful factory Golf to date, sharing its powertrain with the 20 Year edition, and was specced with track days in mind. Volkswagen upped power to 333hp (a 13hp increase versus the standard Mk8 R), added an Akrapovič titanium exhaust and Nürburgring-focused drive mode, and equipped it with Michelin semi-slicks too. It’s a proven spec sheet; the 20 Year edition lapped the Nordschleife four seconds faster than the standard Golf R, and two seconds faster than the GTI Clubsport S – despite having two extra doors, back seats and a four-wheel drive system to haul around.

However, it wasn’t the performance upgrades that caught Reinhard’s eye. “All of my fun cars have been yellow – the Mk1 GTI, Mk2 ‘PostGolf’ and TT RS – so I was dreaming of getting a yellow Mk8 R, but Volkswagen only offered black, white and blue. Then my guy at Volkswagen told me there was a limited edition coming, just for me. The rarity makes it special and there’s a personal thing for me too. My first licence plate was RO-DO 333, so that number has an extra meaning in my life.”

Mk8 Golf R 333 Build number 3

Builds don’t come much earlier than this. Highlighted by the numbered plaque on the dashboard, you’re looking at the third off the line, and easily the first one to deviate from factory spec. The ScheinwarferFabrik (HeadlightFactory) tinted headlights match the black accents Volkswagen used as a contrast to the Lime Yellow paintwork, while the steering wheel offers similar colour co-ordination inside. It extends the carbon fibre dashboard inserts to sections of the rim and adds blue paddles to tie in with the OE stitching. The 333’s Nappa leather sports seats and 480-watt Harman-Kardon audio needed no further upgrades – so they haven’t been touched.

Generous factory spec is just as well, because the option list was as limited as the production run. Volkswagen stopped at offering customers a choice of road or track tyres, but boldly marketed the performance as being more than enough to keep customers satisfied. In fairness, 62mph in 4.6 seconds from standstill and an electronically limited 168mph would have put it among supercars back when the Mk4 R32 launched in 2002. However, Reinhard could see room for improvement.

“Because we had 40,000km [24,000 miles] of experience with the Mk8 R, this car was built to be more performance-focused,” he continues. “My plan was to make this the most modified 333 in the world but keep it looking like it came from the factory this way. Werk 2 means ‘Factory 2’ in German – we tune cars as much as we can, and improve them in every way, but visually we’ve only changed the details.”

Performance upgrades for the modified VW Golf R Mk8 333

Naturally, a lot of the hard work was channelled into the Golf’s powertrain. Reinhard added a full Revo Performance Pack, including a larger bore carbon fibre inlet, larger intercooler with uprated boost pipework and custom ECU software. On the outlet side, the HJS downpipe features a street legal catalytic converter, while the Akrapovič hardware has made way for a 90mm DTH Reaper exhaust system with a party trick. Its bypass valve allows some extra noise to be dialled in when he feels like it, then wound back down to avoid tinnitus during road trips.

That injection of additional power required upgrades elsewhere, too. There’s an extra radiator and uprated oil cooler tucked away out of sight in the carbon fibre-dripped bay, and the transmission isn’t factory spec either. Software changes are a tougher task on post-2022 Golf R DSG ‘boxes, as they can’t be flashed – a bump in the road requiring a new TVS Engineering mechatronics software with management to match. Optimised shift points aside, the upshot of that hard work is a launch control system, and sharper responses to manual gear changes.

Otherwise, the Golf doesn’t give much away. The front wings are subtly flared items from Muecke, perfectly following the original shutlines but reducing the risk of scrubbing while cornering aggressively, while all of the important hardware has been updated underneath.

Chassis modifications

KW Clubsport V4 coilovers, thicker H&R anti-roll bars and Racingline control arms offer a visually impactful reduction in ride height and – more importantly – plenty of adjustability for road and track use. Subtle changes to the bodywork are finished off with a set of Maxton side skirts, and a splitter to press the front tyres a little more firmly into the tarmac at speed. Oh yeah, and ceramic paint protection to keep the yellow vivid on road and track.

With 466hp and 600Nm (or almost twice the output of the Mk4 R32) Reinhard has been just as selective with what’s tucked under the arches. The Sparco Assetto Gara wheels measure an extra half an inch wider than the factory Estorils, but equipped with a stud conversion for easier trackside swapovers and are adorned with ‘333’ branded centre caps – both are details Volkswagen missed. They’ve been wrapped in Bridgestone track tyres, fitted with a pressure monitoring system for peace of mind and offer plenty of air flow over the RS4 brakes that are now caged in behind the spokes.

“The big brake kit was ‘stolen’ from my wife’s B8 Passat,” he laughs. “I wanted the best performance from factory brakes that would fit under 19-inch wheels and the 10-pot, 420mm setup from a B9 RS4 is perfect for that. It isn’t quite plug-and-play, I had to build spacers between the hub and disc to make them fit, but they work well.”

This modified VW Golf R Mk8 is no trailer queen!

He’s had plenty of opportunity to find out first hand. Not content with re-working a low-volume rarity, Reinhard has spent the months since tasking that carefully planned spec with some long-haul road trips. The Golf crossed Germany, France and the UK to visit Caffeine & Machine, dropping in on Edition 38 Reloaded and even manging a few laps at Silverstone’s National Circuit during Gassed on Track. That’s almost 3,000km (1,800 miles) in four days, fault free and under its own steam. Not a bad spread of talents for a single car.

“The best place to enjoy the Golf is in the corners and going up and down the Alps close to where we are – it can drift out of every roundabout exit if you switch ESC off,” he tells us. “Everything works together perfectly. It’s calm and reliable for long road trips and can daily drive it and get over 40mpg, or I can go to a track day and show off what a ‘little Golf’ can do before calmly driving it home again.”

What’s next for the modified VW Golf R Mk8?

Of course, the ‘Endgenger’ still has more to offer. Having explored the potential of mostly bolt-on upgrades, Reinhard is – as you might expect – still curious about what the platform can deliver. The wishlist, so far, includes a TTE hybrid turbo and forged engine to break 555hp and 666Nm torque, and he admits he’d be tempted by five-pot Audi’s RS engine swap once he’s reached the limits of four cylinders. He clearly isn’t worried about making the purists break out in a cold sweat.

However, if it’s scarcity you’re looking for, you can’t get much rarer than a vividly hued Golf R with the thick side of 600hp on tap. Given that the Mk9 seems increasingly likely to swap internal combustion for battery power, the run-out of hot Mk8s could well be the last of a breed that includes some of the rarest models ever to wear the Volkswagen badge. This one is a hint of what might have been if Wolfsburg’s purse strings loosened a little further – a full-bore evolution of the everyday performance car concept that began with the Mk1 GTI almost 50 years ago. And if that doesn’t define a future classic, we’re not sure what will.

Words: Alex Grant. Photos: Ade Brannan.

Love modified cars? We host a number of performance events throughout the year. Be sure to visit our Fast Car Events page for more information on what’s coming up next.

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If you’re looking for the best Black Friday deals for your car, then you’ve come to the right place. Here, we’re putting together some of the best automotive deals this Black Friday 2024 event to ensure you’re getting the best value for money. Typically, Black Friday events are associated with clothing, electronics and other household items, but that’s not to say there aren’t some mega savings on products for your car this November 29th. If you want to capitalize on them, be sure to hurry – today is your last chance to do so!

Best Automotive Black Friday Deals 2024

We’ll be keeping our eyes peeled for the very best deals this Black Friday for you, and will continually update this page as and when we hear of them. So if you’re in need of detailing equipment, in-car tech like dash cams, stereos and speakers or your car maintenance equipment, you’re in the right place. We’ll also be looking out for the best deals when it comes to car modifications. Those more expensive items like suspension and big brake kits are also on offer during this Black Friday period, and we’ll be listing them here for you. Don’t worry, we only recommend products we know to be good.

What is Black Friday and when is it?

Black Friday is a retail event where retailers offer time-limited savings on certain products. It’s origins lay in the 1960s in the US where shoppers filled Philadelphia’s streets following thanksgiving. This led the Police to describe the day as Black Friday due to the chaos it created. Today, however, it’s a date in November that represents an opportunity for retailers to sell more products at the start of the Christmas shopping period. It’s also no longer restricted to the high street, now you can shop the best deals online, too. It’s important to note here that retailers often label products as having a high discount rate, but have been know to be cheaper during other times of the year.

The annual shopping event Black Friday will take place from November 29th in 2024. That being said, you’ll often find deals starting to appear earlier than November 29th, and the end date, December 2nd, is in line with the start of Cyber Monday, another retail event but this time specifically targeting electrical products.

How to get the best Black Friday deals

If you want to make sure you’re getting the saving quoted, then you need to do your research. Websites like CamelCamelCamel (Amazon price tracker) are great for tracking the history of product prices to ensure it wasn’t cheaper at another point. Be diligent, as always, online, ensure you trust the website you’re using. Don’t be sucked in by huge savings, if it’s too good to be true, it usually is. That’s not to say that huge savings can’t be found, in the past we’ve nabbed products with up to 50% off!

What Is Cyber Monday?

Cyber Monday follows the annual Black Friday event, and like Black Friday, is a sales event however this time is usually more specific to electrical items. Think of it like an extended Black Friday event, and the last big annual sale event before Christmas. This year, it takes place on December 2nd. Here, we’ll be looking for the best in-car tech on sale for your car.

The post Best Black Friday Deals 2024 appeared first on Fast Car.

The eagle-eyed amongst you will have noticed that the biggest change is the removal of the letter “i”. Following in the footsteps of its hatchback brother, the M135, BMW has removed the letter from the badge. But that’s hardly exciting now is it? No. In fact, BMW has gone to great lengths to improve on the BMW M235, so much so that it’s stepping into M2 territory.

What’s new about the updated BMW M235 xDrive?

The biggest change comes in the gearbox department. In order to allow for faster, more responsive, more efficient and smoother shifts, BMW has opted to ditch the eight-speed ZF auto in favour of the 7-speed DCT.

On the chassis side of things, the updated BMW M235 benefits from new damper tech (whatever that means in practice), as well more structural rigidity between the chassis itself and the body. This in turn will provide more stability in cornering by reducing body roll. Performance is the order of the day, as BMW hopes the new M235 will be more dynamic than ever. Both the front and rear axles benefit from new wheel bearings and anti-roll bar mounts. At the front, there’s now a locking differential and you also get M Adaptive Suspension as standard.

Sadly, there isn’t any more power from the 300hp, 2.0-litre turbocharged four-pot (no six-cylinders anymore!).

Inside, BMW has given the M235 a proper M car refresh, aligning it closer with the top-end M cars by bringing in the 10.7-inch display over the 10.25-inch. Said bigger screen also comes fitted with the new iDrive 9 system, unlocking new tech features and the ability to test future tech updates. There are also new sports seats in the front, as well as more lighting and fewer buttons in the cabin to give it a more premium feel.

As always, there are a plethora of options for customers to choose from, both on the exterior and interior.

How much does the updated BMW M235 xDrive cost?

Prices for the updated BMW M235 start from £44,435 with deliveries expected in the spring of 2025. As with most BMWs, depreciation is a kicker, particularly with the performance models. My advice? Have a nosey at some of the deals on pre-facelift cars, you’ll be surprised to see almost new cars for under £35k…

Love performance cars? Don’t forget that we host a number of events across the year! Be sure to check out our Fast Car Events page for more information on what’s coming up next.

The post Updated BMW M235 Revealed With DCT & 300hp appeared first on Fast Car.

BMW’s relaunch of the Mini brand has to be the perfect example of how to replace a motoring icon. Yet, after five years and 1,000,000 R50 and R53 Minis sold, 2006 was time for the second-generation range. And boy did Mini get it right as today the R56 is one of the best used cars you can buy.

What stayed the same was the Mini’s mixture of retro-inspired looks, keen driving experience and wide selection of personalization. But to address some of the criticisms of the first-generation Mini hatch, quality was improved with a bolder, all-new interior that was less likely to rattle.

Even bigger changes took place under the Mini’s clamshell bonnet. A tie-up with Peugeot/Citroen (PSA) saw the Chrysler-supplied petrol and Toyota D-4D diesel replaced with sophisticated and efficient 1.4- and 1.6-liter Prince engines, with the Cooper S and John Cooper Works (JCW) versions now being turbocharged rather than supercharged.  All models had six-speed manual or optional automatic transmissions.

The diesel engine was originally supplied by PSA too, in 1.6-liter form, then later coming from BMW in 1.6 and 2.0-liter forms.

It was developed further, with spin-off models including the quirky R55 Clubman estate, the sporty R58 Coupe and R59 Roadster, and even the commercial Clubvan, based on the R55 Clubman. The R56 hatch was eventually retired in 2013 and replaced by the current F56 hatch.

R56 Mini history

In January 2010, Mini made significant changes to the Prince petrol engines, the R56 Mini Cooper received a power hike to 120bhp, while peak torque remained the same at 118lb.ft. The Cooper S shared all these new engine features, but added a twin-scroll turbocharger, direct petrol injection and fully variable valve control. The latter was BMW’s proven Valvetronic system, which adjusts valve lift and opening times in direct relationship to the driver’s command on the throttle pedal.

The result was 9bhp more peak power at 181bhp while peak torque was 184lb ft, delivered from as low as 1600rpm through to 5000rpm. With the clever overboost function, peak torque jumped to 192lb ft for short periods.

August 2010 brought significant changes, with the LCI (Life Cycle Impulse) facelift. Redesigned front and rear bumpers, new rear lights with LEDs, fresh colors and alloys arrived, while inside received revised steering wheels and center console, with new controls for the stereo and air-conditioning. There were also improvements to the information and entertainment systems.

Second-generation R56 Mini most common problems and how to cure them

It is 18 years since the earliest R56 models hit the roads, so let us identify the key faults to help keep yours in top condition. We’ll also offer some advice on how to cure them, and prevent them from happening in the future to ensure the long term reliability of your R56 Mini Cooper S.

Carbon deposits coke up the backs of the valves and require specialist treatment

Coking of inlet valves

On second-generation Mini models, the head is likely to coke up, due to build-up of carbon around the valves and intake ports. This is the result of the R56 Mini using direct injection for performance and economy. The only way to solve this is to have an engine decoked, where crushed walnut shell is blasted at the inlet manifold and the tops of the valves. Watch for the engine warning light on the speedo, plus poor acceleration and sluggish performance on the test drive.

Coil Packs

Another failure that should be obvious on the test drive is failing coil pack(s). There are four of these in the Mini’s engine that are regulated by the ECU to create a better spark and thus give better combustion and performance. You’ll be able to spot when they’re failing as the engine will feel down on power and misfire. The coil packs are located under a cover on the top of the engine; a set of four should cost around $120 / £100 and are a straightforward DIY job to replace – but, of course, specialists can do this for you too.

High-Pressure Fuel Pump

If you’re looking at a Cooper S, you need to check that the high-pressure fuel pump isn’t failing. A big giveaway on the test drive is if the engine surges while you’re driving. This is usually followed by poor starting and rough running afterwards, with an engine warning light on the dashboard. The only solution is a replacement high-pressure fuel pump, which costs around £600 at a specialist.

Bypass Valve

It’s also worth checking the condition of the bypass valve on the test drive of any Cooper S and JCW. Made of plastic, inside the valve there is a delicate diaphragm that can become pinched or holed. This results in laggy acceleration, which if left will eventually cause the engine to go into limp-home mode, with an engine warning light showing on the dashboard.

R56 Mini Death Rattle

Another more serious fault that affects N14 Cooper S and JCW engines is the well-documented problem with the timing chain and chain tensioner. Called the ‘death rattle’ thanks to the loud clatter, this is most prominent when started from cold. Most of the affected Mini’s should have had this problem rectified by now. If not attended to, they become noisier and will break, destroying the top end of the engine. The only solution involves changing the major timing components, which can be done at a specialist.

Suspension

Front wishbones and rear anti-roll bar links can fail, leading to clonking suspension. You should also check the condition of the bushes and shock absorbers. The shock absorbers themselves are easy enough to replace and are not costly. More recently, check the condition of the trick coilover adjustable shocks on the fastest GPs; the subject of many warranty claims, they are known to fail and knock.

Oil Leaks

Like the first-generation R53 Mini, you must check there’s plenty of oil in a second-gen car before starting. The N14 and N18 engines in the Cooper S and JCW, in particular, like a drink – as much as a liter of oil for every 1000 miles. More of an issue with older cars, popular failure points for leaking oil are the rocker cover, crank seals, sump, turbo oil feed, front and rear main bearing seals, solenoids and cylinder heads. Head gasket failure isn’t unheard of. The only obvious solution is to have any leaks repaired.

Thermostat Housing

Another common engine problem on second-generation Minis is the thermostat housing, located on the left-hand side of the engine. A common cause of leaks, its plastic construction and close proximity to the exhaust manifold leads to cracks in the housing and leaks. If the leaks aren’t obvious, another giveaway is a low coolant level that needs constant top-ups. A genuine thermostat housing costs around $150 / £120, but decent-quality replacements start at around $90 / £70, with labor on top.

R56 Mini Transmission

The use of stronger German-made Getrag manual transmissions means manual transmission issues are nowhere near as common as with the first-generation cars. But the gearshifts can become sloppy, with the lever not sitting centrally when in neutral. This is the result of a worn cup in the linkage, which we’re told is a simple and easy fix. Other than that, clutches can wear out quite quickly. On the test drive, see if it slips when you accelerate in a high gear.

There’s also the less popular six-speed automatic transmission manufactured by Aisin, which can suffer from problems with changing gears and downshifts.

Electrics

Improved electrics mean problems with the R56 Mini hatch are rare, but they can arise if the earthing strap fails, so check it carefully. Also, look for stereo speakers that don’t work, poorly electric window motors, failing central locking, and broken dash MP3 sockets.

Air conditioning is a popular option, so it’s rare to find a Mini it’s not fitted to. Make sure it’s working on the test drive; if it isn’t, the evaporator might have failed. This is a costly repair at over £500, with the first sign being white dust blowing through the vents. The tilt/slide sunroof is another popular option, so make sure it slides smoothly as it’s easily jammed and repairs could be costly.

On Convertible and Roadster models, check the electric hood goes up and down as it should, as electrical failures can be costly to diagnose and repair.

A start-stop system was fitted to all Mini models from 2007 and this has been known to fail, causing the car to stall at junctions and then not want to restart – or, more seriously, stop working altogether and leaving an error message on the dashboard. This can be costly and difficult to diagnose.

R56 Mini Bodywork, interior and wheels

Unlike the first-generation R53, rust and lacquer peel doesn’t appear to have affected the R56 Mini hatch. Any rust issues could be the result of poor paint repairs. But check the front edge of the bonnet and bumper for stone-chip damage. It is also worth checking for parking damage on the doors and rear quarters.

The Clubman, Convertible, Roadster and Coupe have more compromised rear visibility, although the majority have rear parking sensors. Still, look for dents and scratches to the bumpers and bodywork, though.

The windscreen on second-generation models might be smaller thanks to the taller body, but they’re still quite upright in design and as such are susceptible to stone chips and cracks.

Inside, the dashboard is more stylish but it also suffers from rattles and squeaks, especially on early cars. Look for wear on the interior trim and seat bolsters. There are plenty of used second-generation Minis on sale, so there’s no need to buy one with a tatty interior.

Check for curbing damage on the alloy wheels; Cooper and JCW models have the biggest rims and are more susceptible. Wheel refurbs are affordable at specialists, but the costs soon add up if more than one wheel needs work. Excessive damage could also be a clue to suspension damage.

Buying the best R56 MINI

When you’re on the hunt for an R56 MINI, it’s easy to get swept up by the excitement. But remember—hidden issues can turn your dream car into a nightmare. This is where the Carly App and Carly code reader step in, acting as your personal detective.

With Carly, you’re not just relying on a visual inspection or the seller’s word. You can dive deep into the car’s history, check for hidden faults, and even spot signs of mileage tampering, which is unfortunately quite common in the used car market. Carly’s OBD-II scanner lets you scan the car’s ECUs and modules to cross-check mileage across different systems—because tampering with one display doesn’t fool the car’s brain. Carly’s free Car History Checker even allows you to pull up vital details on the vehicle’s past, from mileage history to any outstanding finance or write-offs. No more wondering if the low mileage is too good to be true!

To really understand how essential this is, check out this guide on car fault codes, and make sure you’re aware of mileage tampering. Carly’s got your back—no nasty surprises! Want to learn more? Unlock hidden car secrets with Carly’s free car history checker.

R56 Mini model timeline

• November 2006 – R56 Cooper (118bhp) and 171bhp Cooper S hatchback models launched in the UK.
• November 2007 – Cooper (118bhp), Cooper D diesel (108bhp) and 171bhp Cooper S versions of the quirky Clubman estate launched.
• Spring 2008 – Performance range-topper, the John Cooper Works (JCW) launched with 208bhp. JCW adds bespoke sports transmission, suspension and Brembo front brake calipers, with prices starting at £20,995.
• March 2009 – Cooper (120bhp), Cooper S (181bhp) and 208bhp John Cooper Works (JCW) second-generation Convertible models launched.
• December 2009 – Finally brought a Clubman version of the John Cooper Works (JCW) range-topper. Power is up to 208bhp, with a top speed of 148mph.
• April 2011 – The fastest R56 diesel, the Cooper SD, is launched. It’s powered by a 2.0-litre turbo engine that comes courtesy of BMW. Key numbers are the 141bhp and 255lb.ft torque, giving an 8.0-second 0-to-60mph acceleration time, yet still returning a combined consumption figure of 65.7mpg. Cooper SD hatch, Clubman Convertible models are available.
• April 2012 – R58 Cooper (120bhp), Cooper S (181bhp), 141bhp Cooper SD and 208bhp JCW two-seater Roadster models launched.
• February 2013 – One (98bhp), Cooper (120bhp) and 112bhp Cooper D Clubvan models launched. Clubvan is basically a Mini Clubman without the rear seats, plus sealed rear windows.
• February 2013 – The most extreme development of the R56 JCW hatch, another GP two-seater is launched after its reveal at Mini United in 2012. Power for the N18 engine is up to 215bhp thanks to an ECU tweak. Acceleration to 62mph now takes 6.3 seconds, just two-tenths faster, and the top speed is the same as the JCW GP at 150mph. Plus it has trick adjustable coilover suspension.
• April 2013 – R58 Cooper (120bhp), Cooper S (181bhp), Cooper SD (141bhp) and 208bhp JCW two-seater hard-top Coupe models launched.

US vs UK spec R56 Minis

Apart from US spec front and rear wheel arch lights, there are no other bodywork changes between UK and US. Minis. Bigger differences are the choice of Mini models available. Do not expect to find the entry-level One, as only Cooper, Cooper S and John Cooper Works models have ever been available in the U.S.

Diesel is another that the US market didn’t get. As a result, there are no One D, Cooper D, or Cooper SD models.

The quirky Clubman estate might have proved popular in US, but the Americans were denied the short-lived Clubman-based van, the Clubvan. There are, however, a couple of US-only limited edition R56 models, such as the ultra-rare ‘Laurel Sport’ and ‘Rally Edition’ Clubman Cooper S.

R56 Mini Prices

• Sub- £2,000: Earliest 2006 1.6 Coopers can be found for under £1000, even at dealers. Early Cooper S proces start at around £1,500, but closer to £2000 buys a better spec example with lower mileage.
• £2,000 – £5,000: Here’s where you’ll find the lowest mileage and best condition 2008 and 2009 cars. High mileage facelift 2011-on models and early JCWs also fall into this bracket
• £5,000 – £10,000: For this budget, you get the lowest mileage, late 11 to 13 plate Cooper S cars with the best specification, and later model, lower mileage JCWs. Top-spec GP2s start at £10,000, rising to over £15,000 for the nicest examples.

And in the US?

• $4,000 – $9,000: Earliest 2007 Coopers start at $4,000, but these have high miles, and for a couple of thousand bucks more, the faster Cooper S with a clean title and plenty of extras can be yours. Later base spec Coopers are also here.
• $9,000 – $12,000: Here’s where you’ll find the best spec, lowest mileage Cooper and Cooper S LCI facelift cars with around 80,000 miles. Plus, the earliest John Cooper Works hatches.
• $13,000 – $20,000 plus: For this budget, you get into the highest mileage GPs, plus late 2011 to 2013 plate registration Cooper S models with the best specification, some still at Mini dealers.

We spotted one low mileage GP2, with just under 7,000 miles, priced at over $34,000!

If you’re now ready to take on your own project, have a read of our R56 Mini tuning guide. Alternatively, read what we’ve got to say about the R55 Clubman if you need something a little bit more practical.

Words: Martyn Collins. (Martyn was the editor for Modern Mini Magazine and is also author of the book New Mini)

The post R56 Mini Buyer’s Guide & Most Common Problems appeared first on Fast Car.

For those that don’t know much about the Alpine A110, that asking price in the title seems astronomical. After all, the new A110 R Ultime is still powered by the same 1.8-litre turbocharged four-pot you found in the Renault Megane RS. In fact, I can’t sit here and convince you that the asking price is fair either, but that’s not my job, and I’m sure that all 110 examples (rather fitting) will find homes almost immediately. So what is the Alpine A110 R Ultime? Is it any different to a regular Alpine A110 or the other A110 iterations? Let’s find out.

What is the Alpine A110 R Ultime all about?

Put simply, this here is the last petrol-powered Alpine A110. After this, Alpine will switch the powertrain to electric; boo! The A110 in standard form is one of the best sports cars on sale today. At its more regular price of around £60k, it’s a proper sports car that goes about its business in the best way possible, letting the drive do the talking. On paper its hardly a showstopper, but read about its near-perfect weight distribution, its front-end grip levels and its energetic nature and you can start to piece together why so many love it. In fact, I drove one four or so years ago now and was blown away with how well it performed as a road car, you can read my A110 review here. Admittedly, I’ve not driven the other iterations since then, but with the building blocks so strong, I can only imagine each version gets better and better.

So what’s so different about the Ultime? For starters, it’s got more power than ever. This was made possible thanks to a new turbocharger, the use of high-octane fuel and an Akrapvoic exhaust as standard. Power now sits at 350bhp and 310lb ft of torque, which is some 50hp (and 59lb ft) more than any other A110. In previous models, this increase torque level wasn’t possible due to the limitations of the dual-clutch transmission used. In the Ultime, however, Alpine uses a new DW6 gearbox, which is capable of withstanding more torque. The result of the extra power and light weight means 0-62mph is over with in just 3.8 seconds.

There’s more than just a power hike though, surely?

The biggest changes come in the chassis department. The A110 comes equipped with adjustable dampers from one of the best suspension brands out there, Ohlins. Michelin Cup 2 tyres surround forged wheels as opposed to the carbon items found on the A110 R Le Mans. Behind those are AP racing brake discs with more track-focused pads and unique ducting. On the exterior you’ll note the racier look, with aerodynamic rear ducts and canards. That, combined with the wing and other components equate to an extra 160kg of downforce compared to other R editions.

Personalisation is the order of the day, with Alpine suggesting there are upwards of 50 different paint and interior combinations possible depending on the trim level you opt for! That sounds expensive.

Alpine A110 R Ultime Price

Now comes the kicker. All this starts at £222,000. And no matter which way you look at it, that’s a whole lot of cash. And remember, given the number of options available, that number could jump drastically. The images you see here are of the 1 of 15 Le Bleu edition, which costs around £275,000. But as I mentioned at the beginning, whether or not I think the price is justified is irrelevant. For those that can afford to pay that much, this may seem like an ideal investment opportunity, or they’re simply appreciating what will no doubt be a fantastic driver’s car.

Love performance cars? Did you know that we hosted a number of performance car events throughout the year? Be sure to check out our Fast Car Events page for more info.

The post Alpine A110 R Ultime Revealed: Prices Start From £220k appeared first on Fast Car.

Despite poor sales, electric cars are popping up left, right and centre. It’s no secret that the shift to fully electric has well and truly begun as we head towards environmental regulations restricting the sale of internal-combustion-engined vehicles. While that day will be a sad one for us enthusiasts, at least some manufacturers are trying to build fun electric cars, and that’s where this new JCW Mini slots in.

If there’s one thing I’ve learned from driving around in an electric Mini for the past year or so as a daily driver it’s that it can be fun. The zippy, small-car performance is handy around town and does just enough in the corners to keep you somewhat entertained. An electric car will never be as exciting as a petrol-powered hot hatch, but it ain’t all that bad, trust me.

If you prefer your Minis petrol-powered, check out our R56 Mini Cooper S guide!

So what’s the new JCW electric Mini all about?

Truth be told, Mini hasn’t gone into great detail about chassis changes, however, they have mentioned that the JCW electric Mini comes with 258hp, as opposed to the standard EV’s 218hp. You will need to have the car set in John Cooper Works mode, though, to allow for the extra horsepower. In other drive modes, power is reduced to around 230. That power figure is backed up boy a helpful 251lb ft of torque, which does wonders when you wanted to nip out intro traffic, or on roundabouts etc.

In terms of performance, 0-62mph is dispatched in 5.9 seconds, and it’ll go on to a top speed of 124mph. Enough to get you behind bars, but in today’s world, still off the benchmark. That equates to roughly 0.6 seconds faster from  0-62mph than the regular SE electric Mini, and 18mph more at the top end.

On the outside, there are a few touches that help distinguish it from a regular SE EV, but it’s subtler than what we’ve seen before from JCW. The most noticeable change is the spoiler, which is trademark JCW in the BMW era. The aerokit adds in some more aggression, although the front apron is available as an option on the regular SE…

Inside, it’s essentially the same as the regular car. The biggest changes are the sportier seats and the different textures and colours on the dashboard. The central 24cm screen remains the same, although you’ll get new drive modes over the SE model, including the famous Go Kart mode.

What about range and price?

The JCW electric Mini comes with the same 54.2kWh battery that features in the regular SE model. As a result, the charging capacity is also 95kW, which means you can charge from 10-80% in around 30 minutes. In terms of range, the WLTP figure is 251 miles. I’ve come to learn that for regular drivers, that usually equates to 25 fewer miles than the quoted figure, sometimes more.

Prices start at £38,420 for the electric Mini JCW and will go head to head with the Alpine A290.

Love performance cars? Be sure to check out our Fast Car events page for more information on what car events we have coming up! 

The post New Electric Mini JCW Unveiled appeared first on Fast Car.

Doing Things In The Wrong Order 

The first on our list of the worst car tuning mistakes is doing things in the wrong order, which can be divided into two categories: ones that look bad, and ones that will hurt your wallet. Fitting bigger wheels without first lowering the suspension looks ridiculous – often worse than standard. And buying skinny wheels then fitting your wide body kit is both stupid looking and expensive to sort. Engine tuning is where doing stuff in the wrong order can really hurt you though, and this can range from doubling your already expensive labor costs, to buying an expensive part then deciding you want more power than it is capable of. Plan upgrades carefully.

Silly Mistakes When Putting The Car Back Together

You could have made all the best choices possible when tuning your car, but you are still at the mercy of the stupidity of whoever has re-assembled the car, which is where car tuning mistakes can come in. When doing something, especially with the anticipation of trying out your new parts, it’s all too easy for something to go wrong. From huge fuel and oil leaks, to driving down the road without your wheel nuts done up, it’s all easily done and can be pretty terminal, so double and triple check everything once you have finished tuning!

Wrong Brake Pad Compound

Most aftermarket brake pad manufacturers sell various compound pads ranging from fast road to full race use. And just like most car parts, going for the most hardcore choice is rarely the best plan. Heavy cars and hard used track cars can justify full race pads as they need to cope with the heat that would destroy normal fast road pads, but for your average tuned road car is best off with fast road pads as more hardcore pads do next to nothing until they are hot, something that may never happen on the majority of road drives.

Looking for the best? Check out our guide to the best brake pads and rotors. 

Stripping Your Car Too Much

Lightening your car is a great way of increasing performance for very little money. But doing it then remembering you need to take the missus shopping and the kids to school is not a wise move, which is why it’s on our list of car tuning mistakes. Removing the heater/blower setup seems a good idea in the summer, but come winter it’s a living nightmare, and if your car is a daily, the extra noise created by stripping will piss you off in no time. On a weekend warrior or track car, rip out as much as you like, but on a normal road car, don’t go too far or you may regret it. Especially when it comes to reselling, so keep all those stripped off parts somewhere safe!

Looking to make your car lighter? Check out our car weight reduction guide. 

Passing The Weak Point Around

Spending a fortune fixing a weak point on your car usually just sends the problem elsewhere, so be careful. A weak clutch might just be masking a weak gearbox, which could be hiding a weak diff, which could be hiding weak driveshafts, and so on. Do some research, as especially with 4WD cars it can be a slippery and expensive slope…

Trending Car Parts

After asking our Facebook audience about some of the best advice they could give someone who is modifying a car for the first time, it was to avoid buying cheap, rubbish parts as you’ll end up buying twice anyway; which is why it sits firmly in our list of the worst car tuning mistakes to make. Tacky parts are everywhere and many people don’t realize how stupid they look. Most tacky “mods” were cool for a few weeks, but those few weeks were usually a decade or so ago. But somehow these things still sell well. It’s bad enough when fitted to a rubbish car, but some good cars are ruined by Lambo-style doors, chrome spinners, and a skull-headed mermaid airbrushed on the bonnet. If an upgrade doesn’t enhance the performance or the look of a car, it’s probably best avoided.

Huge Wheel Spacers

While never as good a solution as having wheels with the correct offset in the first place, decent quality bolt-on spacers are perfectly safe and acceptable as long as they aren’t too big. But big slip-on spacers, especially on a car that has wheel bolts rather than nuts. Aside from needing longer wheel bolts to keep things safe, it becomes a pain when fitting and removing wheels as it’s bloody hard to line the bolt holes up. When there is no real money to be saved by doing it this way, why do it? So don’t even think about it, okay?

More Power But No Control

You can have all the power in the world, but unless you can use it, it’s pointless, this is where lots of people fall down. 500bhp cars with open diffs and skinny tires that spin the wheels in every gear; cars with big power but such abysmal brakes and suspension they are slow on all but the longest straightest roads – the list goes on and on. As your power increases, you will need better grip, handling, and stopping to match if you want to be truly quick and not catch death. Having more power doesn’t result in being faster all the time, if you can’t use it, then what’s the point other than having a figure to boast about down the pub with your mates.

Race Graphics With a Full Interior

The decision to have graphics on a stripped out racer is all yours. However, one thing that is universally rubbish is a normal road car with a full interior with race graphics. The main culprits are Subaru drivers, often in base model estates, covered in full WRC graphics, but the effect is seen everywhere, from Mondeo BTCC replicas to cars covered in awful ‘drift style’ graphics. Unless your car is a caged-up race monster, don’t make it look like one from the outside.

Matching Your Clothing/Lifestyle With Your Car

If covering your lightly tuned road car with rally graphics wasn’t bad enough, dressing like your car takes it to a whole new level of bad. Subaru and Ford owners seem to be the main culprits, but it crosses the whole tuning spectrum. A whole family decked out in Subaru rally gear, including caps, jackets and umbrella while walking their dog called Scooby Doo is not a good look. As much as we love cars, dressing like one is taking it way too far for us, which is why we’ve included it on our list of the worst car tuning mistakes to make.

Poor Wheel Size And Offset

Nothing makes or breaks a car’s look more than wheels being the wrong size or offset, and it can do a good job of ruining the performance too. Wheels sitting too far in the arches kill the looks, while it’s amazing how a really ordinary car can look fantastic with the wheels fitting just right. Oversize wheels is a trend that has thankfully died out in the UK. Big wheels on a small car not only look pants but increases unsprung weight and slows acceleration. If you are unsure what size to run, look at race versions of your car. Generally small cars run 15s, medium cars run 17s, and larger cars run 18s, you won’t see many GT cars rocking 22s at LeMans… Heck, even F1 cars run 18s!

Need some advice? Check out our alloy wheels guide. If you want some wheel inspiration, be sure to visit our guide to the best aftermarket wheels. 

Being Obsessed With Peak BHP Figures

“Target: 1000bhp” is a common thing you see when people are starting the epic build of their new project car. But most of the time they want these numbers for internet bragging rights, not because it’s any use on the road. It’s all too easy to think you need 1000bhp when you are surrounded by big power cars in magazines and on the internet, but in the real world, how much do you need? On the road you can pretty much be assured that a car with 400bhp per ton will rarely come across anything that can keep up; that’s enough to waste the vast majority of supercars and bikes. To put 1000bhp to the ground in the lower gears needs a slick-shod full race car; so, tell us again, why do you need a 1000bhp road car? Now go and sit in a dark room…

Incorrect Fueling/Ignition/Mapping

We say this all the time, but the main killer of engines is things blowing due to detonation, and that is generally because the fueling or ignition is wrong, either because the parts cannot cope, or it hasn’t been mapped correctly. You can have the strongest parts in the world but if the fueling and ignition isn’t sorted its life will still be short. It’s one of the major car tuning mistakes you can make. Be sure to check out our guides on ECU remapping as well as air/fuel ratio to get a better understanding of why this is so important.

Drunken eBay Purchases

Something that seems a good idea after a white wine spritzer and a twelve pack of Stella is not always a good plan the next day. This doesn’t just apply to bedding your friend’s mother; you can make huge tuning mistakes too. Drunken eBay bidding is your main culprit, from buying seized up and pretty crappy engines to whole cars. When it’s possible to bid more than your yearly wage in one drunken click, bad stuff can happen. It might actually make financial sense to invent and fit a breathalyzer to your phone or computer!

Ignoring The Restriction

Engines are only as powerful as the most restrictive part, but people often forget this. You can have an engine capable of 1000bhp, but if the turbo is rated to 350bhp, all you will have is 350bhp. It’s not just turbos either, you can have an F1-spec bottom end on your car, but if the other parts cannot produce that power you wont get anywhere. It doesn’t matter if you’re Usain Bolt, if you let your slow mate run the last leg of a relay race, all your other hard work will be wasted.

Tuning The Wrong Car

The saying “you can’t polish a turd” is a myth, as you can make anything good with enough work. But it’ll cost a hell of a lot more to get a low-spec of a car performing well, than it would if you started with something with more potential in the first place. There are many sub-£5k cars that you could spend £10k on and have the performance to out-accelerate supercars all day long. But if you decide to base your project on a Ssangyong Musso your life won’t be so easy…

Ruining Aerodynamics

You might think your enormous rear wing or bonnet scoop looks good, or you may think going spoilerless and subtle is the way forward, but both ways could seriously mess up your performance at speed. Massive spoilers and scoops can add huge amounts of aerodynamic drag, noticeably slowing acceleration knocking significant amounts off the top speed. Conversely, most performance cars have rear spoilers and front splitters for good reason, and without them the car can be dangerously unstable.

If you want to know more about aero and how it affects your car, our aerodynamics guide has you covered. 

Big Power But Open Differential

This has been touched upon elsewhere, but is so important it’s worth mentioning in its own right. The myth of FWD being useless with any more than about 200bhp comes from many running open diff’s and so on, as big power cars generally are pretty useless without them. It’s not just restricted to front drivers either; tuned RWD and 4WD cars suffer just as badly. Trust us here, the difference is huge. Massive. BIG!

Over The Top Components

This is the exact opposite of people ignoring a huge restriction, but even more common and can ruins a car even more significantly. A restriction just means the car is less powerful than it should be; it would still drive nicely. But when you fit OTT parts like wild cams and huge turbos it can make the car drive like poo. Crazy cams and giant turbos might get you high peak power figures, but a poor powerband will make the car slower overall, so be careful…

Poor Power Band

Again, this is something that has been touched upon already, but it’s so important it deserves its own section. Getting power is easy – even a trained monkey could bolt on the biggest and strongest parts and double or even triple its power. But if it drives like crap with no power till high rpms it will actually be slower than it would be with less power but more drivability. It takes real tuning knowledge to make a car powerful AND drivable, but the effort is more than worth it; even at well over 200bhp per liter a car can be very drivable, if tuned correctly.

Getting Too Trigger Happy With The Boost/Nitrous…

Power is addictive, and when huge amounts of extra power is merely the push of a button away, it’s incredibly tempting. But unless the car is set up to handle the extra boost or nitrous, this will end in expensive engine rebuilding tears before too long. Contrary to popular myth, it’s very rarely the extra boost or the extra power that kills engines; it’s the fact the fueling and ignition hasn’t been modified to match, ending in head gasket blowing and piston melting.

Lots Of Tailpipes

If an exhaust is a single pipe to the back, it only needs a single tailpipe, simple as that. But sometimes even standard cars split to two, or even four tailpipes at the back for visual reasons. Whether you like that look or not is up to you, but adding lots of tailpipes to totally inappropriate cars is a great way of making perfectly good car look cack. There’s not a set rule to this, but overall, if your tailpipe is more than an inch bigger than your exhaust diameter, or you have more tailpipes than exhaust pipes under the car, then you need to take a step back and have a word with yourself. Tailpipes are like limbs: if you have more than four people will look at you funny.

Silly Tuning Gimmicks

Trust is a terrible thing. It makes you believe people when they tell you a piece of junk will make your car faster when it does precisely nothing. Preying on the trust and lack of knowledge of people is bad, but it happens unfortunately, which is why we’ve included it on our list of the worst car tuning mistakes to make. Electric superchargers, fuel magnetizers, and super spark plugs, and so much more, they are everywhere, and (most) do nothing but make your wallet lighter.

Incorrect Suspension Geometry

Your fully adjustable arms, big money coilovers, and road legal slicks won’t do a thing for your grip and handling if the geometry is all over the place. A few degrees either way can turn a car from an ill-handling pile of dogger to a front running car, not to mention help tire wear, so it’s well worth shelling out for a pro to do your geometry. Go on then, what are you waiting for?

Incorrect Tire Pressures

Tire pressures really do make a huge difference to handling. On the road the difference is big, but on track people really take things to the extreme. Some run less than half the pressure most road cars run, often due to the huge pressure increases that happens naturally as the tire heats up while on track. If you’re serious about your performance, do some testing to see what settings you prefer.

Over The Top Transmission And Clutch

Fitting a drag racing sequential air-shifted gearbox to your car may seem a great idea at the time, but having no downshift capability and only able to shift at full throttle isn’t ideal for the daily commute. Even on a less extreme level, don’t let the number of tuned cars you see in magazines and on the internet with dog ’boxes and triple plate clutches make you think they are nice to drive on the road, but they are complete bastards! They are fine on the open road and track, but in stop start slow traffic you will want to get out and walk within ten minutes.

Cheap Carbon Fiber Parts

Rounding of our list of the top 27 worst car tuning mistakes to make, we have the use of cheap, not-so-carbon-fiber parts. Yeah yeah, we know, carbon is super-light and amazing. Well, it’s not that light when backed with fiberglass for extra strength like a lot of cheap carbon is. In fact it may be just as heavy as the metal original! Some cars have lightweight alloy bonnets and boots as standard too, so think twice before you decide to replace them trying to save weight.

The post The Worst Car Tuning Mistakes You Can Make appeared first on Fast Car.

The Ford engine back catalogue is filled with countless awesome motors capable of producing some serious power with not a whole lot of effort. The Cosworth engines are, without a doubt, the most highly regarded, in particular the legendary YB (which might as well stand for ‘Yeah Boost!’), and Ford’s own recent turbo offerings are capable of delivering some serious power themselves. So, if you’re hunting for horsepower for your Ford, you don’t have to go far from home. Tell that to Farooq Siddique, then…

Y’see, when Farooq wanted a serious powerplant for his Mk1 Focus project, he set his sights on the other side of the world, and now, nestling beneath the bonnet of this build, you will find none other than a Toyota 2JZ. Legendary though it may be, we can sense the tightening grip of fingers on paper as many of you furrow your brows in disapproval, but Farooq’s Focus delivers the goods, and it’s an awesome build that you can’t help but be impressed by.

Farooq’s car history

Just who is this man who brazenly brings together east and west in a ferocious fusion of power? Well, funnily enough, by day he works as a risk management consultant, so he should be well aware of the risks involved when swapping a Japanese motor into a Ford where the Blue Oval fandom is concerned. But then again, there’s a reason you’re reading about a Focus, and that’s because Farooq is himself a dyed-in-the-wool Ford fan.

“I’ve been into Fords since I was about 12, when we moved house and I saw my neighbour’s Series 1 Escort RS Turbo, and fell in love with it,” he grins, and he’s had a few Fords to his name. His first was an XR2i, a fine choice, and he’s also had a Fiesta 1.1 Popular converted to Fiesta turbo,  but this Focus is simply on another level.

Why a 2JZ swap in the Mk1 Focus?

“I wanted to build something a bit special and different, and the Focus shell is a good base for lots of different conversions. Plus, I had always liked the shape of the Focus, and they were getting rare,” reasons Farooq, so he went shopping. “The shell was found in good condition, sitting in someone’s garden, and was planned to be used for a project, but the person didn’t have time to start so they put it up for sale,” he explains. Immaculate shell in hand, the project could begin, but what exactly was Farooq cooking up?

“The original plan was to convert it to Cosworth 4×4, however, the prices of the engines started to shoot right up, and after doing some more research, I realised you need to spend lots of money to get big power as the engines are limited as stock,” he explains. “My friend purchased a Lexus GS300, which had an NA 2JZ – it was rear-wheel-drive, and I loved it. I then realised the 2JZ-GTE was a much better engine, and not badly priced,” and the rest is history.

2JZ engine mods

That engine is, without a doubt, the star of the show here, and it dominates the build. And as for the spec – oh boy, is this a serious piece of kit. The 3.0-litre straight-six 2JZ had its tall block fully stripped down and a host of fresh accessories fitted before it was treated to a custom exhaust manifold to accept the twin-scroll BorgWarner S362 SXE turbo. This has been mated to a Turbosmart 38mm external wastegate, and there’s a custom SMM 3” turbo-back exhaust system that delivers maximum flow, along with an awesome soundtrack.

A Bosch 044 motorsport fuel pump feeds Fuel Injector Clinic 775cc injectors via a Whifbitz fuel rail, while intake cooling is taken care of by a fat Mishimoto intercooler up front. The whole lot is overseen by an Ecumaster Black ECU with mapping by Dynatune, and the end result is over 625bhp at the crank and 598lb.ft of torque, which is a vast amount of both. That would be a lot in any car, but in a Mk1 Focus it’s totally wild, and this machine really is an absolute beast.

That much power needs a beefy ’box to get it to the ground safely, and Farooq is running a BMW GS6 53DZ six-speed manual, equipped with an Adamat custom adaptor kit rated to 1200Nm with a twin-plate clutch system. There’s a rear GS300 diff, which has been stripped and rebuilt, a CB helical racing LSD, and a custom propshaft.

2JZ Mk1 Focus chassis mods

Naturally, with so much power on tap, a seriously sorted chassis was the order of the day, and here Farooq has fitted HSD coilovers which deliver superb handling along with a purposeful drop. These are backed up by custom polybushes, camber-adjustable Hardrace front upper arms and rear lower arms, while the front and rear anti-roll bars have been polybushed, all of which combine to create one seriously sharp chassis setup. And, naturally, with over 600bhp to play with, you need stopping power that can match all that go – so this Focus has been fitted with Lexus LS400 front brakes and GS300 rears, along with a hydraulic handbrake.

Sitting over those brakes and filling the arches are a set of 18” Bola wheels with some very aggressive custom offsets that give this Focus a really mean stance. “I wanted some nice big wheels to fill the arches, and because of the Lexus running gear, the hubs allowed me to do this,” explains Farooq. “I wanted something that contrasted the Audi Ibis White paintwork, and these wheels were perfect. I’ve always been a fan of Bola wheels,” he adds, and it’s easy to see why, as these ones work so well here and suit the Focus perfectly.

Exterior modifications on the 2JZ Mk1 Focus

While this Focus definitely has presence, it doesn’t get all up in your face, and that’s just the way Farooq intended it. “I wanted to keep the car looking subtle from the outside, so I did a few mods such as Rieger bumper extensions with an additional Rieger splitter added. My favourite mod was the rear WRC spoiler with Mitsubishi Evo fins moulded into it,” he says with a smile. And then you’ve got the colour itself; “I always loved the Audi Ibis White colour, so the full car was painted. This was done by a friend at L & J Bodyshop; it was a full glass-out respray inside and out, and the shell was shot-blasted, then dipped and treated to Ford White primer before painting.”

The rest of the styling is all very subdued but combines to make all the difference. This Focus wears a Collection Edition front and rear bumper and sideskirts, a set of bonnet latches, and gloss black trims; it’s been de-badged and de-wipered at the rear. It also has custom front wings to accommodate the wider track, and custom-modified rear arches, along with a selection of other goodies. The monochrome exterior looks great, and everything that Farooq has done works together beautifully.

Interior modifications

Finally, we come to the interior, and there’s a seriously tasty selection of mods in here. “I wanted to keep it simple, so it’s got two OMP seats, and a false floor at the back was fitted with a sound system. I also wanted to keep the gloss black theme going from the outside into the inside,” he explains.

“My favourite mod inside was the flocked dash as the original Focus dash is a horrible grey plastic,” Farooq adds with a laugh, and the flocked finish makes the interior feel so much nicer. He’s also added an LDperformance DASH display with additional gauges, a black roof lining, and a snap-off steering wheel. The seats are paired with red OMP harnesses mounted to the custom SMM rear rollcage, and the finishing touches are the custom carpets and custom blue LEDs in the dash.

2J2 Mk1 Focus verdict

“It took four years to complete, on and off, with kids, weddings, house and jobs getting in the way, so I had to juggle everything,” says Farooq as we take in the build. Whichever way you cut it, this is an awesome machine, with monster power wrapped up in a subtle package, and that 2JZ is the star of the show.

“The big BorgWarner turbo is my favourite modification on the whole car – it spools up quickly and sounds amazing, especially the turbo flutter,” he grins, and you simply can’t go wrong with some serious boost. Impressive as this build is, Farooq does have one other rather major mod on his mind at the moment: “I’m looking to possibly change the gearbox to a seven-speed BMW DCT as there’s a company in the UK now selling the complete conversion kit,” he muses, and that would take this Focus is the next level. “But, apart from that, the plan is just to enjoy the car,” he adds, and the smile which accompanies that tells us he definitely does.

While we’re sure there are plenty of you reading this who would prefer that Farooq had kept things purely Ford under the bonnet, no-one can argue that the 2JZ is a monster of an engine, and here it’s resulted in one monster of a Focus.

Photos Ade Brannan

Love modified cars? Did you know we host a number of performance car shows across the year? Be sure to check out our Fast Car events page to see what’s coming up next. 

The post 2JZ Mk1 Focus With 625bhp appeared first on Fast Car.

We all like a little money off our car products. Don’t let the cost of living dampen your car spirits, Amazon Prime Day deals are upon us for a short time between October 8-9 2024. So, naturally, we’ve picked out some of the best automotive deals.

From engine oils, in-car entertainment, detailing products, and tools, there are plenty of savings to be had. I’ve gone through the deals to find the best ones for you, filtering out the poor products and focusing only on products that I know to be good from first hand experience, or it’s from a respectable brand. If I wouldn’t buy it, I wouldn’t expect you to, nor would I recommend it. As a result, you can be sure that you aren’t being sucked into purchasing something you don’t want.

Best Amazon Prime Day Deals UK

• Draper Tools – up to 77% off
• Meguiar’s Detailing Products – Up to 54% off
• Liqui Moly Products – Up to 24% off
• Castrol Engine Oils – Up to 56% off
• Autoglym Detailing Products – Up to 54% off
• CTEK Battery Chargers & Products – up to 38% off
• TopDon Jump Starters & OBD2 Scanners – up to 40% off
• RedTiger Dash Cams – up to 38% off
• GoPro Cameras – up to 33% off

More UK deals

• Armor All Detailing Products – Up to 39% off
• Ancel OBD2 Scanners & Products – up to 35% off
• Bosch Cordless Outdoor Pressure Washer – 40% off
• Nilfisk Pressure Washers & Vacuums – 16% off
• Karcher Pressure Washers & Other Products – up to 47% off
• WORX Tools & Products – up to 49% off

What is Amazon Prime Day?

We’ve become accustomed to Black Friday and Cyber Monday over recent years in the UK, and Amazon Prime Day is essentially an extension of that. It’s exclusive to Prime members, and allows users to purchase items at a sale rate.

The best Amazon Prime Day deals are located in the Spotlights Deals section, these feature items that are heavily reduced over the RRP. Alongside this, Lightning Deals are short, time-limited deals that usually include a big saving, too. Be sure to check these areas on Amazon.

Amazon Prime Day takes place on 8th-9th October, lasting just 48 hours.

How to get the best deals on Amazon Prime Day

When confronted with lots of little red savings icons, it’s easy to get carried away. But what you don’t want to end up doing is wasting money, rather than saving it. As a result, it’s always best to prioritize products from brands that you know and trust, or that at least have solid reviews.

It’s also worth using a price aggregator like CamelCamelCamel. This website tracks Amazon prices to ensure that you really are getting the savings that the deals claim.

In the US? Check out the best Amazon Prime US Deals!

The post Amazon Prime Day UK: Best Motoring Deals appeared first on Fast Car.

While Japfest Silverstone 2024 is over, the show must go on! New for 2024, we’re launching Classic Japfest, a car show dedicated to what is arguably the golden era of Japanese cars. And what better place to launch a new event than at the famous Goodwood Motor Circuit? A new venue for Fast Car Entertainment. The show takes place on October 6th and is part of a double-header for FCE as we host the German Car Festival on October 5th at Goodwood.

So what can you expect from the Classic Japfest 2024 show? Read on to find out.

What’s on at Classic Japfest 2024?

eBay Garage at Classic Japfest

Building on the huge success of Japfest Silverstone earlier in the year, Classic Japfest is excited to announce the return of eBay as Headline Partner for the latest event in the Japfest series.

Once again, eBay will bring the eBay Garage, this time to the iconic Goodwood Motor Circuit, where it will be offering a range of exciting activations. Attendees can look forward to interactive games with chances to win exclusive eBay merchandise, along with the opportunity to explore the great features and products eBay has to offer.

Don’t miss out on the action – Head over to the eBay Garage and immerse yourself in the world of vehicle parts and accessories.

Car Club Displays & Awards

Much like Japfest Silverstone, car clubs will form the main feature of the event. Members of car clubs can display their vehicle as part of a club stand for show goers to ogle over, with club tickets available to purchase on the Classic Japfest website. Awards will be up for grabs for our clubs, and these include Best Car Club, Best Regional Car Club, Best One Make Car Club and Club Hero. Display cars must be 20 years or older (2004>).

If you aren’t part of a car club but still want to display your vehicle at the show, then you can still purchase a ticket and be part of our special display.

BOOK CLUB TICKETS HERE!

Retail Village

Aside from the car clubs, a bustling retail village will satisfy your need for new products, car parts, apparel and other merchandise. This is a great opportunity to speak directly to the people at the brands you know and love. You’ll have the opportunity to ask for help or advice on modifications or how to use a product and you may even pick yourself up a bargain!

Tillet Simulator Experience

We’re proud to announce our partnership with Tillet Racing Seats as the team behind the world class racing seats are taking over the Simulator Suite at Goodwood. The suite features four cutting-edge Exsim VR5 Motion Simulators, alloying you to feel every turn, acceleration and braking zone as if you were on track.

Show goers will have the opportunity to take part in 20 minute sessions, taking on the Goodwood circuit. You can book your session via the Classic Japfest event page. Advanced bookings cost £20 per 20-minute session.

Classic Japfest Icons

If you’ve got something unique, you can apply to take centre stage at Classic Japfest 2024 as part of the Icons Display. This is a hand-picked competition where applicants can apply to become part of the display. At the event, our judges will pick a top three, with the winner taking home the trophy and title.

Apply to be a part of the Icons Display here.

Fast Car Display

Of course, it wouldn’t be a Fast Car Entertainment show without our own display now would it? We’ll be organising a display of past and future feature cars to showcase the best of classic Japanese car culture. Perhaps there may even be a Gran Turismo-type theme…

Keep your eyes peeled Classic Japfest website for updates on show features as well as answers to FAQs and general show advice.

BOOK PUBLIC TICKETS HERE!

The post Classic Japfest 2024: What You Can Expect appeared first on Fast Car.

Dropping a big engine into a small car has always been a great way to increase performance. From fitting the 1.6 CVH turbo into an XR2i to a Cosworth YB into a Mk1 Escort, countless conversions have taken place over the past 40-odd years. Which makes perfect sense: if you start with something larger and more powerful, then, generally speaking, it’s easier to make the car faster – especially if it’s turbo’d and you hit it with the tuning stick.

So, if someone suggested fitting a smaller engine to increase performance, you’d question their sanity, especially if it came from something two-wheeled… And Japanese.

But there’s more than one way to get your performance thrills, as Will Cairncross’s fizzing bike-engined Fiesta demonstrates.

How the bike-engined Fiesta plan came about

Will admits, “As with all my projects this was completely unplanned. Two years ago, my dad decided to build a Dutton Reef amphibious kit car, which uses a Mk7 Fiesta Zetec S as a donor and uses pretty much all of the Fiesta: interior, engine, suspension, the lot.

“There was a stripped shell in my workshop on a dolly. I’d been eyeing it up for weeks; my mind was ticking away every time I saw it.”

The motivation to go for it came when Will’s mate popped in: “Robin is a dab hand when it comes to building bikes, trikes, cars and pretty much anything else. He casually remarked we should build a bike-engined track car, and that was all the persuasion I needed.”

By the end of that week, Will had already ordered the S2000 bodykit from a company in Poland. It was on.

Will says, “The brains behind the build was Robin; he’s built so many things, it simply couldn’t have happened without him. While I can do most things relating to the build, I just simply wouldn’t have had the confidence and trust in myself to do it.”

Why use a bike engine on a Mk7 Fiesta?

But why a motorbike engine? “The main reason was to keep the weight down. The whole engine and gearbox setup we used only weighs 68kg. This build is all about the power-to-weight ratio,” Will explains.

He continues, “The price helps too. We were able to buy the complete engine, gearbox, and everything needed to run it for just a couple of grand.”

With the 180bhp Suzuki GSXR 1000cc engine being so small, physically dropping it into the Fiesta’s engine bay was a piece of cake – there’s plenty of room. The Suzuki engine is tiny compared with the typical Zetec or EcoBoost you’re expecting to find, so you get a great view of everything else, including the Gaz Gold suspension setup.

Will explains, “It sits in a fabricated cradle that bolts to the one-off subframe. It wasn’t particularly difficult to get it all to fit, but it’s all custom fabrication so was time-consuming to get right.”

“The cradle proved to be a Godsend not long ago when the engine blew up: we were  able to swap the engine in just four hours.”

Tuning the bike-engined Fiesta

The engine has been treated to a few upgrades to maximise performance, including a Dyno Dynamics Power Commander 5 and Auto Tune. Hardware upgrades include OBP header tank and oil catch can, a Facet Red Top Works fuel pump and a high-flow alloy radiator. But there’s more to come, as Will has already got his eye on a TTS Performance supercharger kit too.

Putting that power to the ground, Will made use of the GSXR’s gearbox, which is integral to the engine. This means the Fiesta already has a six-speed sequential gearbox built-in, and it sends power to an Elite Racing Transmissions MX200 rear end via a custom propshaft. All very clever stuff.

But it gets even cleverer. “The MX200 diff unit not only has a limited-slip differential, it also has a reverse gear too. That means the car has a little party trick: it has six forward gears, plus six reverse speeds too.”

Will’s not finished there. “I’m going to fit a new Healtech gear indicator to mount to the dash, as it’s the first sequential-gearbox car I’ve had, and I quickly lost track of what gear I was in at Pembrey the other week.”

Exterior modifications on the bike-engined Fiesta

When it came to the exterior, Will wanted something that would suit the aggressive track focus of the Fiesta: “It was always going to take on the look of a rally car; in my view there are no better-looking cars than those from the WRC, from almost any era. Initially I was hoping for an R5 kit but the cost difference between that and the S2000 seemed too much to justify, so that was that.

“On the upside I do actually prefer the look of the front end of the S2000 cars.”

It certainly looks the part, finished in Frozen White, but that wasn’t the original plan.

Will says, “It was always going to have a full livery wrap, either a nod to a real car or something bespoke to promote my business.

“But once the car was painted and the matt black details started going on I swayed right around to leave it in the clean Frozen White.” With carbon headlight blanks and a set of tasty OZ WRC wheels, it looks ready to attack a special stage – or in this case, Castle Combe race circuit.

Interior modifications

Inside, there are no concessions to comfort or style. Everything has been fitted to save weight and make it as safe as possible. An OMP multi-point roll cage has been welded into place and provides ample protection, as well as adding rigidity to the shell.

It took some work, though, as Will explains, “I never want to get involved in painting the inside of a fully-caged car again. I’m not sure my back has fully recovered, even now.”

Having started off with a bare shell there was no need to remove anything, so Robin and Will could get on with the job in hand, adding only the bits they needed – including carbon fibre seats, TRS Magnum harnesses, and OMP Targa 330mm steering wheel.

Behind the wheel sits an AIM Solo 2 GPS speedometer and lap timer, fitted into a custom carbon housing. Beneath the wheel there’s an OBP pedal box – a work of art in itself. Open the tailgate and there’s a neat box, which contains the fuel cell – again, all really well thought-out and perfectly executed.

Bike-engined Fiesta Mk7 verdict

So what’s it like to drive this 790kg, 180bhp Fiesta in anger?  Well, with a power-to-weight ratio of around 230bhp-per-tonne, it’s about the same as the S2000 rally car this car shares its bodykit with.

Will says, “The driving sensation is massively heightened by the rawness of the car. The lack of driver aids, the noise, the heat in the cabin, the rattles and bangs make it feel super exciting. Certainly, the closest thing to a race or rally car I’ll ever be behind the wheel of.

“It won’t be the fastest top-speed car at the track, but it gets there quick and can carry it through the corners, which makes for fun.”

But that’s not the end of the story. As we mentioned earlier, Will has plans to fit a supercharger kit to the GSXR motor, which will give this Fiesta something like 350bhp-per-tonne – and that’s like a full-blown WRC Fiesta. We can’t wait to see (and hear) when the ‘charger is finally fitted.

“Anyway, I get to pay Robin back now by fitting the bodykit and painting his build – yep, there is another one of these on the go.”

Words and photos: Davy Lewis

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In today’s crossover-obsessed world, it’s easy to forget just how ubiquitous coupes were 30 years ago, not to mention how good buyers had it at the time. Back in the early 90s, most manufacturers offered a more style-focused alternative to their usual family-movers, usually with a couple of extra cylinders or forced induction thrown into the mix, and Audi was no different. The S2 Coupe was a leftfield option, but, with 230hp, four-wheel drive and a 154mph top speed, it’s aged well in the performance stakes – and Charlie Williams’ has aged better still.

“I’ve never felt this way about a project,” he tells us, smiling. “These early 90s cars are a great balance between feeling old school, while still being reliable and fun to drive. It’s making 374bhp and 402lb/ft, so it’s quicker than most things on the road, but it’s got that classic turbo lag where you get nothing until about 3,500rpm then you hear it spooling and the power wallops you in one go. It always puts a smile on my face.”

Charlie’s car history

The last few years could have shaped up very differently if he’d followed Plan A. A self-confessed Audi fan, Charlie grew up around German cars and took only a brief detour into French metal before following in his parents’ footsteps. He’s had a broad enough selection of Ingolstadt’s products in the meantime to know when he’s onto a good thing. The S2 keeps his daily-driven A6 company, and filled the gap left by his previous project – a low-slung 50 (think Mk1 Polo) which hadn’t quite hit the mark as an ownership experience.

“The turning point was going up to Birmingham to look at another 70s car, an Audi 100 Coupe S,” he continues. “The 50 was pretty but it was a dog to drive, and the Coupe was the same, so I started looking for something newer. In my mind, I was looking at something from the Mk3 Golf era, but it had to be an Audi. There was this guy called Rich Colvill with a red S2 on Inspiri wheels, and I remember thinking that was the coolest thing ever. So I did a rough search on eBay on the way home from Birmingham, and this one came up in Brighton the next day.”

Buying the Audi S2

Timing wise, he couldn’t have been luckier. The previous owner had bought it to keep himself entertained while his two Porsche 964s were off the road for paint, and it was priced comfortably below the market value. He’d rejected three cash offers above the asking price by the time Charlie (who’d got in first) arrived to take it for a test drive, and it was too good a deal to pass up. Within 48 hours of deciding against a 1970s project car, Charlie was heading back to Kent with something much newer – and much faster too.

He tells us: “It was completely standard and in good shape, but it turned out it had a few big boost leaks so it was down on power. I didn’t realise until I took it to VRS in Northampton for a remap a couple of weeks after I’d bought it – I was used to 60bhp in the 50, so it felt really nippy to me. They went through everything, swapped out all of the perished hoses and got it running nicely. That was good enough, for a while.”

Chassis modifications on the Audi S2

Of course, reviving the straight-line performance highlighted a few decades of bagginess in the chassis. Instead of pushing further, Will at VRS advised a full under-body overhaul to restore the Coupe’s factory agility, and Charlie admits getting carried away. Everything underneath has been re-painted fitted with new bolts, all of the bushes and driveshafts are new, and the Coolerworx short shifter helps give the six-speed close-ratio ‘box some 2020s precision.

“This is the first car I’ve really done the right way,” he continues. “I’d already put BC Racing coilovers on it by the time it went back to VRS, but it came back feeling like a new car – really tight, responsive and well planted too. I bought the BCs because I was on a budget, but they’ve really exploded since and that popularity is well deserved. They aren’t crashy, the adjustability is good and it’s great to drive. They’ve been amazing.”

Will wasn’t done with it yet. Audi spent the late 80s and early 90s pushing the limits of its turbocharged inline-five, setting records at Pikes Peak, knocking American V8s down a peg or two with the 90 quattro IMSA GTO, and laying the foundations of today’s performance line-up. The S2 Coupe was the first S-badged Audi, while the S2 Avant was the basis of the RS2 – the first RS model. Not a bad place to start if you’re looking for more power.

Audi performance upgrades for the modified S2

Most of the upgrades have an Audi part number. The turbo, manifold and injectors are bolt-on parts lifted from the RS2, while the individual coil packs are from a later TFSI engine – and are cheaper as a set than the S2’s are individually. They’re paired with a Wagner Tuning front-mount intercooler and custom exhaust system built by Dave Phillipson at Overkill Performance, which has a party piece. At the flick of a switch, the S2 bypasses two loops through a large backbox and signals its arrival with an unsilenced five-cylinder howl.

“I grew up in the Halfords era so I always wanted a loud, quick car but it never really happened – I had to scratch that itch,” Charlie laughs. “The trouble is, I live on a street where the average age is about 60 so I had to be able to quieten this thing down. If you open it up while it’s on boost it’s the most disgustingly rowdy thing ever, but the backbox completely knocks the sound down.”

Exterior changes on the modified Audi S2

He’d been luckier with the bodywork. The modified Audi S2 had survived a quarter century of wet British weather without any rot, but lacquer peel and masking lines on the rear panels were telltale signs of below-par paintwork at some point. It couldn’t go untouched.

Naturally, this was an opportunity to think about other additions, and there are more of them than you might notice at first. The grille and Porsche-like teardrop mirrors are from an RS2, the front lip is from an Audi 80 Quattro Competition (a rare homologation special saloon for Germany’s Super Tourenwagen Cup series) while subtle colour-coding helps modernise the coupe’s styling without losing its 90s charm. Audi didn’t scream about the S2’s Cosworth-baiting performance – and that’s still the case here. At least on the outside.

“The stock seats are quite high, and I’m six-foot-four. I fitted Recaro Pole Positions first, as the interior was black leather, and swapped out the ugly four-spoke airbag steering wheel for the earlier three-spoke one wrapped in alcantara with a white centreline to match the dials. Then German eBay happened,” shrugs Charlie, opening the driver’s side door.

Recaro seats for the interior

“I was on holiday with family, looking through German small ads, and I found two sets of Recaro A8s in Germany for a good price. These had been in a show car, so they were already trimmed in a grey suede-type fabric with deep purple shells. I got back from holiday on Wednesday and drove out to get them on Friday. It ended up costing £300 in Covid tests for me and my mate to spend 12 hours in Germany.”

These weren’t the easy win they appeared to be. Their previous owner had embossed Porsche ‘Turbo’ script into one of the panels and, despite the best efforts of Lee at L Drake Auto Trim, it was impossible to match. Unwilling to compromise, the job snowballed into a full rebuild with larger shoulder bolsters, alcantara trim and retro Recaro badges to finish them off, while Charlie painted the shells a more OEM-style satin black. They’re matched to the door cards and rear bench, while black alcantara has replaced the sagging headliner and aged boot trims. It’s modern, but sympathetically so.

“Lee specialises in E-Types and DB5s – proper coachwork interiors with scratch-made door panels and that sort of thing – and he’s done an absolutely beautiful job,” he continues. “Because he’s local we go to shows together, and he’s noticed there’s a crease in the driver’s seat where I sit. He’s told me to bring it back so they can be steamed out for this year. It’s nice to see someone take care of their work like that afterwards as well.”

Finer details

Interior work included filling in some gaps that appeared with recent additions. The Coolerworx shifter had left an open hole down to one of the heat shields under the car – almost enough to warm the cabin without using the heaters. Fed up of stuffing microfibres into the void, Charlie found someone on the S2 forum to make a thick plate for the centre console to block it out. It’s a neat solution – the shifter is slotted through a CV joint on the other side, and the visible part is trimmed to match the seats.

Modified Audi S2 wheels

The finishing touch was (as is often the case) a tricky element to get right. With a track-ready style in mind, the S2 spent a while shod with a tough-looking set of Rotiform SIX aftermarket wheels, matched to the track-ready Pole Position seats it had at the time, but Charlie couldn’t find the right size tyre to get the stance right. The O-Z Futuras were imported from Rimart in Poland as 17s and had their first outing wrapped in semi-slicks, but he still wasn’t convinced by the fitment.

Version two is a one-off. Fully rebuilt by Elie at Voodoo Motorsport, the wheels measure up at 18×8.5 inches using an SSR step up kit, with brushed and clear-coated lips for simple cleaning at shows and grey centres as a nod to the interior. Michelin Pilot Sport 4s and four-pot Porsche brakes – something else this car has in common with the RS2 – not only look the part, but they’re working hard with almost 400hp on tap.

“So often, when you step up a set of wheels, the centre looks very small and you get this salad bowl effect, which I didn’t want. I wanted to face-mount the wheel so the centres looked bigger, and that was a challenge because the Futuras are flat-backed – so the locator that goes between the lip and barrel is on the front,” he explains.

“Elie over-drilled seven of the bolts and pushed a dowel in to lock the face with the lip, then you bolt through that. The dowel is smaller than the head of the bolt so you can’t see it. Nobody has done it before, but they’ve been perfect.”

What’s next for the modified Audi S2?

But has the car as a whole reached that point? With a wedding on the horizon, you could forgive plans being on hold, but there’s still room to build on good foundations. Charlie already has a set of Rotiform VCEs waiting in the wings, once he’s figured out a chunkier tyre setup, and he’s weighing up air ride so he can raise it a little for driving. None of that is going to get in the way of enjoying it as Audi intended, though.

“It’s still quite subtle, but I’m not into loud cars so it won’t change much. I’ll probably change the turbo at some point, so that it responds a bit quicker and it’s more driveable, but that’ll mean new exhaust manifolds, modifications to the exhaust and a standalone, and I’ll have to open the block to put rods in. That’s a big job, so it can wait a while,” he says.

“Anyway, I don’t want to do things too quickly, or I’ll get bored of the power. I’d rather take my time and get more life out of the car, but I’m adamant that it isn’t going anywhere – I made absolutely the right choice.”

Verdict

In an early-90s market saturated with coupes, so did whoever specced this leftfield option 30 years ago. Understated visually but aggressive when provoked, the S2 Coupe’s appeal hasn’t softened in the meantime – and Charlie’s done a flawless job of bringing it up to 2020s spec. Just like that first owner, we’d say he’s got it pretty good.

Words: Alex Grant. Photos: Joe Austin.

Love German cars? Don’t miss our German Car Festival event this October 5^th! Head over to the event website for tickets.

The post Modified Audi S2 Goes OEM+ appeared first on Fast Car.

Reducing weight is crucial for enhancing car performance and is the cheapest of all car modifications. By shedding excess weight, you can improve speed, acceleration, and overall agility. Removing any unnecessary weight improves handling and cornering capabilities, too. But the benefits don’t end there. Removing heavy interior components also improves fuel efficiency.

Every pound or kilo matters when it comes to improving overall performance. It doesn’t matter if you’re driving the latest BMW sports saloon, or a regular Ford family station wagon, reducing the weight WILL improve its performance. Just how much weight you can lose depends on how far you want to go. Space-framing the entire chassis and replacing the whole body with carbon fiber panels will certainly result in a lightweight car, but an even lighter bank balance!

But what if we told you there was a way you could improve the performance of your car by reducing its weight without costing you a single cent?! In fact, multiple ways. And many of those are totally reversible, so you can return the car to stock when you wanted to sell it too. Of course, we’re talking about stripping the interior of your car for weight reduction.

Power to weight ratio – why do I want to make my car lighter?

Power to weight ratios are everything in the pursuit of ultimate performance. They’re the reason you don’t see many race cars with 15-subs in the boot, and why a nuclear-powered oil tanker with 60,000bhp will lose off the line by my granny on her mobility scooter.

When you’re looking at weight vs power, think about this: If you’ve got a car that weighs 2000kg with 200bhp, that’s a ratio of 2000:200 or 10:1. This also means every single horsepower has to push along 10kg. If you can save 200kg in mass, the ratio becomes 9:1 – a 10-percent increase in acceleration and real-world power.

In braking terms, a small, light car has less mass to slow down and will often be able to out-brake a much larger cruiser with significantly bigger brakes. Handling improves because there’s less weight for the suspension and tires to control. And, if you’re clever, you can also influence balance, tweaking oversteer and understeer according to where you take the weight from. With less weight your car will be more reliable due to less stress on components, you’ll enhance that magical driver ‘feel’ and you’ll get more MPG too.

1) Remove unnecessary weight from the interior of your car

The easiest, not to mention cheapest, way of achieving car weight reduction is the most obvious – stripping out all the old guff that you don’t need. The thing to think about is how far you want to go, especially if you want to keep your car usable on the road.

Obviously the most hardcore dieting regimes, chiefly the ones where you’re looking to ditch all the trim, cut away excess metal and scrape away any sound deadening, will always yield the most impressive gains. On plenty of cars just removing the carpet can save a good few kilos for starters.

Of course, no one’s forcing you to go mad, something as simple as clearing out all the old tools and rubbish knocking around your boot can save more weight than you might think. It’s also worth knowing that the full-size spare steelies on some of the more retro Jap motors can weigh up to 15kg, while a can of Tyreweld weighs next to nothing. There’s two reasons why new cars don’t come with full-size spares nowadays – performance and economy.

Weight loss: From a few kg to a lot!

2) Bucket Seats 

Standard seats weigh an absolute ton especially those big electric, heated jobs you get in the luxury VIP cruisers. In fact, many car modifiers in the US and Japan strip their seats of all the electric motors and fit manual sliders in a bid to shed a few pounds.

The average car seat can weigh 16-25kg so the best solution will always be fitting some lightweight aftermarket buckets. These are available in both reinforced fiberglass and posh composites like Kevlar and carbon fiber. Some aftermarket seats can weigh as little as 4kg and, even with the added subframes, that’s a significant drop in weight – especially if you only need the one.

When you’re making your choice don’t forget to consider that leather generally weighs more than cloth too, just try to pick up a cow sometime…

Weight loss: up to 25KG per seat
Start looking: cobra-seats.com

3) Lighter Alloy Wheels 

Steel wheels, along with the larger sized alloys, can weigh anything up to 20kg a corner with the tires on, and that’s what’s scientifically know as ‘a lot’. Even an average set of 18-inch alloys can weigh over 12kg a corner. So, do your research and be careful of what aftermarket alloys you choose. The design, construction and materials used can have a huge impact on the overall weight. Problems are always compounded with wheels too, because when they’re rotating, this magnifies the effect of the mass. Some experts say that this can be up to 10-times the original weight and, again, that’s quite a bit of heft pulling your car around.

Obviously, budget is always a consideration here, but forged rims, along with rotary forged (flow formed) wheels will always be the ultimate in lightness over more common cast wheels. OK actually, the ultimate would be full-on carbon fiber wheels, but who’s got the cash lying around to pay 4-grand-plus per corner? We’ll just have to wait for those six little numbers to come in!

Weight loss: up to 45kg (4 wheels)
Start Looking: Best Aftermarket Alloy Wheels in 2023

4) Plastic or poly windows for your car 

Due to its complex chemical makeup, glass is a particularly heavy material – handy for seeing through when you’re driving, but heavy none the less. In fact, the glass in an average hatchback can come in at up to 50kg, and that’s why race cars use polycarbonate windows which weigh up to 60-percent less, are super-strong and are pretty much shatter proof. It’s not common with the Jap stuff of course, but in the wider motoring world, a few production cars run polycarbonate here and there. It’s not just the performance specials either, the first to do this was the Smart Fourtwo, and that was way back in 1998.

Anyway, the switch to polycarbonate windows also helps lower the center of gravity for a bonus improvement in handling, they’re also relatively cheap compared to many performance mods out there.

Everything from replacement windscreens to quarter lights are on the market and with side windows you can often specify race-car style vents and sliders. And, while you’re at it, take a look at your sunroof – you won’t believe how weighty the glass and mechanism can be there, luckily plenty of these are replaceable too.

Weight loss: up to 25kg
Start looking: acwmotorsportplastics.co.uk

5) Chassis Upgrades – Suspension, Brakes and more

You know in The Fast and The Furious when they’re designing that orange Toyota Supra Mk4 and saying using aftermarket suspension can save 10-pounds (4.5kg) a corner? Well they were right. In fact, with the advancements in technology, the savings nowadays can be significantly more, in some cases over 10kg can be saved just by switching to a set of coilovers.

It doesn’t stop at shocks and springs either, there are loads of other chassis parts that can shave off a few kgs, sometimes a whole lot more. Lightweight adjustable control arms are also a popular choice, especially those super-hardcore alloy jobs you find on many a Honda, simply because they also do a great job of helping you set up your chassis geometry.

When it comes to your brakes, you may think that big brake conversions will always weigh a whole lot more than standard, but plenty of times that’s just not the case. Nowadays plenty of the top end items will offer quite the saving. Multi-pot alloy brake calipers and discs with alloy bells can weigh a lot less than standard cast iron jobs, and obviously, they’ll work much more effectively too. Check out our guide to the best brake pads and rotors for more advice.

Weight loss: up to 40kg
Start Looking: Best Suspension Brands in 2023. 

6) Lighter Car Body Panels 

Lightweight panels, particularly fiberglass replacements, have been a car weight reduction staple for decades now. In the more hardcore fraternities, it’s pretty common to totally replace front ends, or even the whole body, swapping out all the steel panels over a custom-fabricated, lightweight, tubular chassis.

Of course, we also now have the wonders that are carbon fiber and Kevlar, and everything from bonnets and tailgates, to front wings, bumpers and even complete floorpans are on offer. The best thing is that prices are coming down all the time too.

That said, always be aware of what you’re buying and, if possible, check the weight first. Some cheaper parts have reinforced steel structures or seriously thick fiberglass underneath, and that can actually be heavier than the standard part altogether. Be especially mindful of this on cars like Subarus which often come with lightweight aluminum bonnets in the first place.

Weight loss: anything up to a ton, maybe more!
Start Looking: tarmacsportz.co.uk

7) Lightweight Exhausts and more 

When it comes to standard parts, most are made to a budget, so there’s plenty of areas where shaving off a few grams here and there can add up. Take your standard exhaust manifold, it’s most likely cast iron. A stainless steel tubular replacement will not only save a few kilos, but will improve the gas flow for more power too.

It can be a modification as small as a lightweight pulley set or racing steering wheel. Then again, it could be as bonkers as a carbon propshaft, aluminum diff or lightweight gearbox housing – it all makes a difference. We’ve even heard of people emptying their washer bottles and keeping their fuel to a minimum on a track day. It may sound crazy but it makes sense – 3 liters of washer water weighs 3kg while 40-litres of petrol nearly 30kg.

Of course, if you’re looking for the ultimate in lightweight bolt-on performance you could bag yourself a full-on titanium exhaust. Titanium is comparable to steel in strength but has less than half the overall weight. It also looks pretty damn tasty too!

Weight loss: 200grams to 20kg
Start looking: scorpoion-exhausts.co.uk

8) Get the right electricals

Obviously, most of us aren’t looking to go that far on a road car, but there are plenty of other easier options. Take your car battery for example. Normal lead-acid items are really, really heavy, but these can easily be replaced with more lightweight units, perhaps even a super-compact racing item if you’re not running too many electrical systems.

Then there’s the audio. If you like to hear your music properly, I’ve always been an advocate of a sound system with a dedicated woofer. But, it’s always worth thinking about the gear you’re fitting – do you really need that 18-inch woofer and 4000Watt amp outside of an SPL competition?

Some manufacturers have made a massive impact with lightweight audio over the past few years, and nowadays you can get some serious performance and exceptional sound quality out of tiny subs and even tinier amplifiers. Of course there’s also the age-old option of ripping out the standard system altogether, or fitting a compact Bluetooth receiver instead of a head unit. It all works.

Start looking: jlaudio.co.uk

9) Step away from the fast food!

Let’s just say that one of the heaviest things in your motor is you. In other words, it’s no use trying to shave 20g off the wiring harness and immediately reaching for that second cheeseburger – take this from a rather portly, salad-dodger who knows!

If you already look like you’ve been on the cover of Men’s Fitness then well done you, but the rest of us will probably admit we could all do with being a little fitter. So, maybe getting your lap times down a bit could be your motivation to dodge a future heart attack? Then again, maybe life’s just too short for eating steamed cabbage anyway!

10) Don’t Add Weight With Other Modifications 

Be mindful of what you’re putting back in your car – there’s pros and cons for almost everything. A roll-cage, for instance, can add a significant amount of weight but it can also save your life in a smash. Then again, with the rigidity and safety a cage provides, it’s possible to remove a whole lot more metal from the car – along with things like side impact bars.

Think of it like this, cages always look great, but racecars have to have them because of the safety regulations – some drivers would happily do without them just to get the performance edge. I know it’s a random one, but in 1952, NASCAR driver Tim Flock was disqualified from a race for having a cage made from painted wood – how’s that for a serious set of spuds, eh?

As with any other modification, it’s all about balance, so make sure you thoroughly (excuse the pun) weigh-up your options before you start pulling stuff apart.

Stripping Parts from Your Car Safely

When stripping parts from your car, it’s essential to prioritize safety – especially if dealing with the explosives in airbags and so on. Start by disconnecting the battery to avoid any electrical hazards. Use appropriate tools and techniques to ensure you don’t damage the car or its components. It’s a good idea to label and store the removed parts correctly for future use or resale. Above all else, if you’re unsure about the process, consult professional advice or tutorials to guide you through safe removal of the part.

The post Car Weight Reduction Guide: Make Your Car Lighter appeared first on Fast Car.

VAD Porsche 911 LS7

As far as modified Porsches go, this might be one of the coolest builds we’ve seen in a while. Based on a 997 Carrera 4S, VAD managed to get hold of the last genuine GT3 R race kit kit Porsche used in racing and bolted it on. If that’s not enough, the team decided it needed more power, so went ahead and installed a supercharged LS7 motor. Of course it’s had a vast amount of custom work done to make it all fit, but the result is exquisite. You won’t want to miss seeing this in person, but to get a teaser of what it’s all about, check out our video with VAD and the 911 here.

Dave’s Mercedes-AMG GTS

As if this car wasn’t lairy enough, the owner has now decided to wrap the car with a new black and green livery. So if you couldn’t spot the car from the enormous wing, you can now from the livery. I joke. This thing is incredible. With a Carbonerre wide bodykit, power upgrades, a meaty soundtrack and of course, air ride, it’s a unique build that you don’t see very often.

Alex’s Mercedes 190E

Is this is not the coolest Mercedes 190E you’ve seen? As if it wasn’t gorgeous enough, under the bonnet is a top-mounted turbocharged M111 engine. So not only does it look like a murdered-out DTM racer, but it’s got the grunt, and the chassis, to act like one too. Keep an eye out for our video with this 190E very soon!

Meguiar’s Golf Mk2

If you’ve not heard of Meguiar’s then you must have been living under a rock… The detailing giants have been building some of the UK’s best modified cars over the years, and we’re proud to have documented many of those builds in print back in the mag days, and of course online and on YouTube. Tom, the man behind some of those builds, is no stranger to pushing the boundaries (check his turbocharged Volvo Amazon out here…) but with this Mk2 Golf, he decided to fuse different automotive cultures together.

Not only is it inherently VW-scene-worthy, I mean it’s bagged and has pretty wheels and a race car theme, but you’re looking at a Rocket Bunny body kit. The wing? That’s a shortened replica of Lancia Delta Integrale wing. One might even calling it a melting pot of automotive goodness. All we know is you can see it at the German Car Festival this October 5th.

Golf R engined Caddy

If you attended Gravity, then you may have spotted this little gem on our stand. And if you didn’t, well firstly come along to the German Car Festival and you will (cough cough)! Secondly, the judges at the show awarded Dan’s Golf R-engined Caddy best paint at the show. The attention to detail on this van beggars belief. We’ll be shooting a video with the car soon, so keep your eyes peeled!

While display passes have sold out for this year’s German Car Festival, you can still purchase club passenger tickets, as well as advanced public tickets to the show. Don’t miss out on the action, visit the event website here to get your tickets, or head over to our event preview page here for more info on what’s on.

The post Best Modified Cars On Display At German Car Festival 2024 appeared first on Fast Car.

Inspired by Ford’s all-wheel-drive WRC Fiesta, Terry Hough had a vision to build a fully kitted-out replica ripe for a rally stage. But during the build his rallying plans were ditched and the project took a different direction – resulting in a 420bhp Mitsubishi Evo-powered stock-looking road-going Mk7 Fiesta. Needless to say, it creates quite a stir…

We first saw Terry’s crazy Fiesta at a very busy Oval Owners’ club meet; as it cruised into the car park at a sedate pace, people barely paid any attention to the TDCi-badged Mk7 – and that’s the whole point of this car. As sleepers go, this Fiesta must be one of the most discreet and unsuspecting examples we’ve ever seen.

But once the bonnet was opened, a crowd quickly formed. And, of course, his exit that day wasn’t quite so pedestrian – as the innocent-looking Fiesta fired off into the distance, a few wry smiles appeared.

Terry’s car history

Terry has always been a fan of fast cars, and for the last 20 years there’s been no shortage of them in his possession.  He says, “I’ve always liked my Fords, and had all sorts from XR2s and XR2is right up to an Escort Cosworth and a Sierra RS500 Cosworth. I also built a 300bhp Corsa GSi with a C20LET engine.”

Currently, a 700bhp Evo 8 MR and an RWD Sapphire Cosworth reside in the garage along with his Fiesta.

As we know, it’s not wise to unleash the full potential of such powerful machines on our roads. So, Terry, who happens to be quite talented behind the wheel, decided to take up rallying. He says, “I drove a Sapphire Cosworth and a Mitsubishi Evo 7, and both were great fun on stage rallies.”  It was around this time that Terry was offered an accident-damaged Evo and spotted a niche in the market.  He says, “At first the owner was planning to repair it, but it wouldn’t have been cost-effective. I offered to buy the car instead and broke it for parts.”

Having made a tidy profit, more damaged Evos arrived, and the parts continued to sell – at a time before investors took an interest in such cars and prices were still affordable.

Plan to build an Evo-powered Mk7 Fiesta

Seemingly content with his brace of rapid cars from two different marques and a lucrative side-business selling parts, it was while watching the WRC that Terry came up with an ambitious plan.

He recalls, “I was impressed by the new ford Fiesta WRC and had the idea to build something similar myself using an Evo-based platform. The difference was, it would have to be done on a much tighter budget.”

Armed with an array of Evo parts in his unit and knowing a donor Fiesta wouldn’t be too hard to obtain, a plan was hatched to marry up the Ford’s bodyshell with the Mitsubishi running gear.

Terry remembers, “As I was on a limited budget, I had no intentions of splashing out on a brand-new ST or anything like that. I managed to source a lightly-damaged Fiesta Zetec S TDCi, which I soon repaired.”

As the project progressed, Terry’s initial plans changed, though it wasn’t necessarily a bad thing.

He continues, “I priced up a Fiesta WRC bodykit and roll cage and they were out of reach. Coupled with the ever-changing rules in rallying, which meant I might never be able to compete in the car, even if I did build it, I had to look at an alternative plan of attack.”

Terry’s solution was to continue his ambitious project, but with a focus towards track days, hill climbs and upsetting owners of far more exotic cars on the road.

Evo VI RS donor car

When it came to choosing the Mitsubishi running gear, Terry’s wealth of experience meant he could select the best on offer from the vast Evo stable.

“I bought a complete Evo IV RS, as I knew certain parts were stronger and able to cope easily with big power upgrades. I didn’t fancy the idea of replacing major components every month,” he explains.

Just like any other project of this scale, careful measuring was necessary to ensure the Fiesta shell could be positioned correctly around the Evo’s chassis and running gear. The Evo IV’s narrower dimensions compared to its successors meant the driveshafts, suspension and arms would fit neatly under the Fiesta’s arches.

Meanwhile, the floor, inner wings and front and rear turrets all required time-consuming adaptation and fabrication to fit the Mk7’s measurements to ensure the exterior remained unsuspectingly standard.

Terry explains, “I had to unpick and cut down the Evo floorpan and turrets so I could use the Evo’s suspension setup. All of the spot welds on both cars had to be drilled out individually, which took ages.”

Custom fabrication on the Evo-powered Mk7 Fiesta

Although some of the Evo’s chassis could be carried over to the Fiesta, Terry fabricated the current front slam panel and boot floor. “I wanted to use the Evo’s radiator and intercooler, which required a custom panel to be made,” he explains.

Meanwhile, the smaller dimensions of the Fiesta boot required a custom floor into which the diff and suspension turrets could be mounted. The coilover suspension and AP six-pot front and four-pot rear disc brakes all originate from the Mitsubishi Evo stable and, combined with those relatively discreet but attractive 17in Speedline alloys, you’d be hard-pressed to notice any major differences from a standard Fiesta. As we said, the amount of fabrication work involved under the skin to achieve this is unreal.

Using the donor Evo RS meant the bulletproof front and rear diffs and close-ratio five-speed gearbox were able to handle the power of pretty much any engine Terry chose.

He smiles, “I opted for an Evo IX MIVEC engine with a Turbo Technics 5209 turbo upgrade. The ECU has since been remapped and runs 360bhp in standard form but is switchable up to 420bhp on high boost.”

Handily, the remainder of the Evo IX’s ancillaries, including the cooling system, could all be rehoused in the Fiesta’s shell, while there’s now a Walbro fuel pump in place along with a custom stainless 3.5in exhaust system.

Terry adds, “The hardest part while installing the engine was sorting the wiring loom. I had to cut and shorten the Evo’s loom and splice it into the Fiesta’s to ensure everything worked – that all proved to be a painstaking task.”

Evo-powered Mk7 Fiesta Interior

One aspect you may have expected Terry to change was the interior – fitting bucket seats would have been a walk in the park compared to the rest of the build. Yet, open the door and almost the entire interior remains just as Ford intended, right down to the standard Zetec S upholstery.

“I had to adapt the Evo clocks to fit inside the Fiesta’s binnacle and also fitted a boost gauge in the driver’s-side air vent,” Terry points out. “I’d put so much effort into keeping the exterior standard, I felt I had to do the same when it came to the interior.”

The whole project took just 18 months to complete, and when you consider how much work was involved, that’s incredible.

Evo-powered Mk7 Fiesta passenger ride

We were lucky enough to be treated to a passenger ride in this bonkers Fiesta on the day of our shoot and although we expected this car to be rapid, we were still in for a shock. Maybe it’s the standard interior and especially those familiar Zetec S spec seats that added to the wild and certainly memorable experience, but once Terry planted the throttle, the car that had been previously half-a-mile-or-so ahead was now right in front of us within the blink of an eye.

Coupled with the Evo’s 4×4 system and AP Racing brakes, it handles well too: roundabouts and bends are dispatched in deceptively quick succession, even in the wet. We’d go as far as saying this is one of the quickest road-legal Fiestas we’ve come across, and with a 0-to-60mph sprint in just 3.5 seconds, that’s hardly surprising.

Verdict

Terry happily admits he changes his cars regularly, but he says this Fiesta will be staying with him for a long time yet. There are plans to extract even more power once the engine is forged, and with supporting upgrades added, this Fiesta should see an impressive 600bhp. There’s talk of entering more hillclimbs and track days too.

Yet this car comes into its own on the road where the grin factor is massive, and the majority of the public are clueless as to what lurks under the skin.

Terry says, “Even people who’ve noticed the 4×4 system are expecting to see a Cosworth engine, not a Mitsubishi conversion.”

This may not be a car for the purists, but if you happen to be an open-minded fan of a usable well-built sleeper, Terry’s ambitious creation surely ticks all the boxes.

Words & Photos: Jon Cass.

If you love fast Fords then you won’t want to miss our blockbuster Ford Fest event at Mallory Park this September 22^nd! Head to the event website here to get in on the action!

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When it comes to cheap speed, there is no single BMW that even comes close to the E90/E92 335i. Which is especially true once you dip into some tuning. BMW’s first foray into turbocharged petrol cars was a revelation when it was launched way back in 2006. It’s basically the German Supra powered by Munich’s 2JZ, the N54.

With 306bhp and 295lb ft of torque straight out of the box, it was an incredibly rapid machine from factory. Once the tuners unlocked the potential within that remarkable engine, all hell broke loose. The N54 became the stuff of legend on the BMW tuning scene. Its successor, the N55, is less of an out-and-out powerhouse but it too has some serious modding potential. Whichever version of the BMW E92 335i you end up choosing, you’re going to have a lot of fun.

BMW E92 335i engine tuning

Whether you have the twin turbo N54 or single turbo N55 engine the gains that can be had are huge. First off, you’ll want either a remap or a tuning box, and there are plenty of options for both. This should release a further 60-80bhp. A good intake kit is also worth a look, although gains on its own won’t be huge. When you’re running more serious mods it comes into its own.

The charge pipe on both engines is flimsy and can break even when running stock boost. Once you crank up the power, you’re going to need to strap something studier to your engine. We’d recommend looking at the Renesis pipe from SSDD complete with uprated blow-off valve. Or the VRSF item for your N55. When you up the boost the stock blow-off valves can leak, so it’s always worth upgrading them.

Exhaust tuning

Downpipes would be next on our shopping list. You can either pick up more expensive high-flow catalytic convertors. Or de-catted ones, which are cheaper and will give you slightly more power. The choice is yours and even with a primary de-cat you’ll still pass the MOT on emissions.

With all these mods on board, we’d also want to add an upgraded intercooler. Checkout someone like Mishimoto, this will help keep intake temperatures down. The stock system is fine and you won’t really see much in the way of gains. The one thing you will gain is more noise and both the N54 and N55 sound great with an aftermarket exhaust.

Turbochargers

At this point, you’re going to have somewhere in the region of 400bhp+ on an N55 and 420hp+ on an N54, which is a good amount and your E92 335i will be feeling very quick. You can have more power, but things get seriously expensive from this point on as you’re going to have to upgrade your turbos.

Suspension tuning

If you’re on a budget then a set of lowering springs would be our first port of call on the suspension side of things. They’ll give you a much-needed drop and will sharpen up the handling. But with anything over around 70k miles on the clock, the stock dampers are going to be feeling tired. As a result, we’d either choose a spring and damper combo, like the Bilstein B12 kit, or opt for some coilovers. For the money, you really can’t beat BC Racing’s RAs.

If you’re serious about sharper handling then a set of thicker anti-roll bars are worth investing in too. We’d also definitely consider looking at some poly bushes because the stock bushes are likely to be pretty worn. They’ll make a huge difference to how the car feels and drives.

Fancy something a little different? There’s been significant improvements in air suspension systems over the years. No longer are the days of ultimate lows and completely compromising handling. Now, you can have both worlds. In fact, some air suspension systems are more than capable of performing on track. So don’t rule out the option of air suspension. If you want to learn more about how they work, be sure to check out our guide to air suspension.

BMW E92 335i brakes

For brakes, we would start off with the classic triple combo of braided lines, rotors and pads. Any discs from a good performance brake company will be fine, whether they’re drilled or dimpled or grooved, it all helps with cooling.

Brake pad choice is often down to personal preference, but we’ve always been happy with EBC Yellowstuff pads. They offer good performance without too much dust. Want something with a little more bite and resistance to heat? Check out Ferodo DS2500 pads. Great for track work but still perfect for road use, too.

For hoses you can try HEL or Goodridge, both are good and you can’t go wrong with either one. If you end up running big power then you might well want a big brake kit, and here you can’t beat K-Sport for value for money. There are a whole host of options out there, including from the big players including Wilwood, AP Racing and more.

Interior

Inside, if you’ve got an auto or Dual Clutch Transmission with the weird push-pull paddles, you can retrofit the M3 DCT paddles. If you’ve got the early iDrive you can upgrade to the later CIC setup, there are plenty of companies out there that offer a retrofit service. You can also install the E9x M3 seats if you want something that looks a bit more special and offers more support.

We’d also be tempted by a vent gauge to keep an eye on our engine vitals, with the one from P3 Gauges an excellent choice. You could also stick an M Performance electronic steering wheel in there with the digital display. Although these are not cheap and you’ll pay around £600 for a used one.

BMW E92 335i styling

If you’ve got an M Sport then you don’t need much because it’s a good-looking car. If you have an SE, we’d go for an M Sport-style kit from MStyle. We’d delete any chrome, so black grilles are a must, maybe a splitter up front, diffuser, maybe a bigger spoiler as well. We also love carbon so we’d definitely have a few of those finished in the good stuff.

Beyond that, some carbon mirror caps, side blades and maybe an M3-style bonnet or a CSL-look boot lid. On E92s and E93s you can’t carry out the LCI headlight swap, but you can get some custom headlights from someone like KYCS. You could also get some brighter, white LED bulbs for the angel eyes. It’s much easier at the rear where all the LCI rear lights will fit pre-facelift cars. Though you’ll need adapters to make sure the car is happy with the LEDs.

BMW E92 335i tuning verdict

With prices at rock bottom and tuning potential that’s through the roof, the E92 335i is, without doubt, the ultimate BMW performance bargain. Even with the potential problems that you’ll face with the engines, there’s honestly nothing that would put us off buying one of these (check out our buyer’s guide on how to get a good one). If you want to go fast without spending a fortune, this is the best used BMW you can possibly buy and it requires no thought or deliberation.

Photos: Patrik Karlsson, Viktor Benyi, Christos Markou, Zayne Smith.

Love modified BMWs? We’ve got the show for you. We’re hosting our German Car Festival event this October 5th at Goodwood Motor Circuit. Don’t miss out on the action! 

The post BMW E92 335i Tuning Guide appeared first on Fast Car.

Dean Hyndman is a true trailblazer of the Fast Ford scene. His way is not to follow the established path, or fall in line with the commonly accepted ‘right thing to do’, but to carve his own route. Now, on paper, it seems as if he’s starting from a disadvantage – his project, as you can see, is a Mk6 Fiesta, and it was always the aim to build it as a drag car for the strip. Inauspicious? No, not a bit of it. Sure, the Mk6 may be ubiquitous on the Ford modding scene, but that doesn’t mean there’s no room for originality. It hasn’t all been done yet, not by a long shot. And the fact that this platform is nobody’s go-to when the term ‘drag racing’ is mentioned hasn’t slowed Dean down at all.

So why choose a Mk6 Fiesta for a drag car in the first place? “Well, they’re cheap,” Dean laughs. “It makes a cracking base for drag racing, and you can pick them up for peanuts.” He’s not kidding. The car you see here was a £150 bargain found on Facebook Marketplace – and while the realms and definitions of ‘cheap’ have been somewhat stretched as the high-performance spec has developed, there’s no arguing that saving the money at the acquisition stage has allowed further investment to be channelled into the area of motive power. Because this thing is fast. Really bloody fast. In fact, this is the fastest Mk6 Fiesta in Europe, and that’s something Dean’s able to prove with maths and cold hard evidence.

Dean’s car history

It’s fair to say that Dean has a certain amount of form in this area, of course. He didn’t just fancy building a drag car simply to see what happens – this stuff is his life’s passion. Over the years he’s owned more Fords than you can shake the proverbial stick at, everything from a Mk1 Fiesta to a 500bhp Cossie, and it’s on the quarter-mile that he really feels most at home. Regulars at the strip may well be familiar with Dean’s previous drag build, a Mk3 Fiesta that ran elevens thanks to its hardcore Zetec turbo setup, making it the fastest Mk3 in the UK at the time.

The Mk6 Fiesta drag car you see here was built to replace that car, and to step Dean’s achievements and goals up to the next echelon of performance. “This Mk6 was built to run 10-second quarter-miles,” he says, matter-of-factly. “It’s snowballed from there, really – after many engines and years of development, the new goal is to run 8s. It’s been a crazy four years to get the car to this stage!”

Mk6 Fiesta drag car engine

The current setup uses an ST170 engine as its base, although there’s not a lot left stock with this motor; it’s running JE pistons, Pro-Race I-beam rods, M12 ARP head bolts, and a custom ported cylinder head from A.L. Developments.

The turbo is a massive Enhanced Turbo Superstorm 960 dual ceramic ball-bearing unit, and there’s a custom turbo cam kit, along with bespoke Crazycage Fabrications inlet and exhaust manifold and a Fueltech FT550 ECU, which was mapped by Gordon at Street Racers. The upshot is in the ballpark of 800bhp, which is pretty nuts, and that leads to some insane numbers on the strip. .

At the back end of 2023, the Mk6 Fiesta drag car clocked a 9.5-second run at 155mph. It’s quick enough to make this the record-holding Mk6 over the quarter-mile, and to put it into the top-five FWD Fords overall, but this isn’t enough for Dean. He wanted eights, and he’s going to get eights.

Making the Mk6 Fiesta drag car lighter

As you’d imagine, the car’s specification has to be one of pure function in order to achieve this. Every individual element has to be honed and refined, every part assessed for necessity as well as for whether it’s the most efficient or lightweight version it can be. Look through the wafer-thin plexiglass windows and you’ll see a cabin of pure purpose, shorn of all besides that which it needs to get from Point A to Point B a quarter-of-a-mile away with no messing about. So there’s no standing on ceremony: one of the headlights has been gutted to accommodate the tank that intrudes from below, because the tank is more important.

The brakes haven’t been upgraded, because there’s a parachute. There’s a Volkswagen gearbox simply because that’s the best tool for the job – an 02Q with Monster Performance 1-4 dog gears, plus a Quaife differential to stop Dean’s wrists from snapping. It’s a serious bit of kit. And despite the relatively unassuming exterior, ‘serious’ is a vibe bystanders pick up on straight away.

Verdict

“People just can’t believe how fast it is – and the sheer noise of it,” Dean laughs. And naturally the last laugh has to be his: he’s developing this car to run eight-second quarters, that’s its sole function in life… and with a purpose that clear and unalloyed, you can be damn sure that this supremely focused trailblazer is going to make it happen. Just wait and see.

Photos: Ade Brannan

Love fast Fords? Then don’t forget, we’re hosting Ford Fest this September 22^nd at Mallory Park! Visit the Ford Fest event preview page for more info.

The post This 800bhp Mk6 Fiesta Drag Car Is The Fastest In Europe! appeared first on Fast Car.

As one of the best-known hot hatch heroes, there’s a whole smorgasbord of Honda Civic Type R EP3 tuning products, but which ones should you choose? To guide you through the minefield and ensure you come out with the best possible result, we’ve broken the car into its component parts to give you specific advice on how to maximize each area when tuning your car.

We’ll show you which parts you’ll want to upgrade – as well as which ones work fine from the factory – to let you know the essential areas to spend your cash to get the very best from what is an extremely capable car.

Honda Civic Type R EP3 History

As the first official Civic Type R to come to UK shores, Honda decided to build its new hot hatch close to its latest target market. So, in 2001, the car’s production began in… Swindon in the UK. Still, the lack of perceived JDM mystique didn’t do the EP3’s sales figures any harm, as it went on to become one of the best-selling hot hatches of all time.

Boasting a headline grabbing 100bhp per litre from its screaming 2.0-litre VTEC engine, plus a slick-shifting six speed ‘box and an agile chassis to exploit all that high-revving power, the model quickly established itself as the benchmark hot hatch for a whole generation of performance car enthusiasts, and has become one of the most popular rides to modify and tune.

Over the years, just about every tuning method you can think of has been successfully applied to the Honda Civic Type R EP3, from throttle bodied 9000rpm track monsters, to turbocharged 1000bhp drag queens, so the world really is your oyster when it comes to building your dream EP3 Civic Type R, the only hard part is deciding which route you’re going to choose!

Honda Civic Type R EP3 Tuning Guide

Below, you’ll find we’ve focused on each area of the car, highlighting which areas you should consider upgrading, when you should do them and crucialy why. We’ll identify the weak areas on the car, and which areas are brilliant from factory. To skip to a specific area of tuning, be sure to use the jump links below.

• Engine Tuning
• Transmission Tuning
• Suspension Tuning
• Brake Tuning
• Wheels & Tyres
• Styling Upgrades

Engine Tuning

Coming out of the factory with 197bhp, the K20 VTEC motor is one of the truly legendary Japanese powerplants. Equipped with dual-profile camshafts featuring the trick VTEC system, it offers drivers a unique Jeckyl and Hyde driving experience where below 5,800rpm it uses a low rpm profile that is relatively docile and economical but, breach that magic crossover point, and it switches to the high rpm performance profile where all hell breaks loose!

Some people love this dual personality. Others hate it. Nevertheless, it’s an attribute that certainly makes for an exciting drive, if you can live with the relative lack of low down grunt or simply enjoy revving the engine hard to extract the best performance.

The other issue with the Type R’s K20 engine being a highly-strung naturally aspirated motor is that power gains are not as easy to come by as a factory turbocharged car. This isn’t because the engine doesn’t take well to tuning, far from it, but with forced induction always being the place where big gains are found on any engine, you need to add the cost of converting the N/A engine to turbo or supercharged power into account if you are hoping for much over 300bhp.

Intake Tuning

As with any engine, extracting more performance means getting your motor breathing right, and with the K20, that means replacing the stock airbox with an induction kit. You can get small gains with a freer-flowing aftermarket drop-in filter, but ultimately you will need a complete induction kit to release the maximum performance. There are many options of induction kit on the market at wildly varying price points. As a rule of thumb though, especially with tuning parts, you do often get what you pay for, so do your research and don’t just go for the cheapest option.

We’d recommend either an Injen cold air intake for around £300 (which locates the filter down in the cool air behind the front bumper) or a Tegiwa carbon air box for £425 (which mounts near the stock location but uses a skuttle-mounted scoop to draw in cold air from the bonnet). If money is no object, a £830 Gruppe M ram air system (which is also a skuttle scoop design) is regarded as the best of the best. Expect to see a small improvement in response and power but a very noticeable gain in induction noise, especially when VTEC kicks in!

As well as an uprated induction kit, a larger diameter 70mm throttle body (from around £200) and matching uprated inlet manifold will also improve intake speed and volume, but can be quite costly. A popular and well-regarded inlet option is to run either an RBC or RRC inlet (priced from around £500), which are both OEM Honda parts, but have improved flow characteristics over the EP3’s UK-spec PRB item. However, they will need mild modifications to fit; something that many companies can do for you before purchase.

Exhaust Tuning

So now you’ve got more air coming into the engine, you need to get it out again and for that you need a freer-flowing exhaust system. The naturally aspirated K20 motor is especially receptive to exhaust tuning, but only by replacing the whole system including the manifold. The range of systems available are huge, as is the variation in price, so again it pays to do your research and not necessarily go for the cheapest one.

When it comes to the manifold, there are two basic designs – either 4-1 or 4-2-1. The 4-1 design offers more top-end gains and the 4-2-1 offers more mid-range performance. Prices range from around £350 for the Japspeed item, to over £1200 for the Toda Racing kit.

But whichever you choose, you’ll want to pair it with a 2.5in, or preferably 3in, exhaust system with either sports cat (around £500), or de-cat. Again, prices vary from around £550 for an off the shelf cat-back  2.5in system from the likes of Cobra Sport or Milltek, to over £600 for a fully bespoke custom 3in system from a company like Solid Fabrications. We’ve heard of gains of over 20bhp and 20lb ft from a full exhaust system, and it will complement future engine upgrades too.

Remapping

Once you have fitted your bolt-on modifications to the inlet and exhaust system you’ll need to have a suitable remap of the ECU to ensure safe running, and to extract the maximum potential from the setup. The most common way of doing this is with a Hondata ECU, a direct replacement for the standard unit, but far more suited to tuning. These start with the basic K100, which is available supplied and calibrated from around £750 to the more advanced KPro 4 coming in around £950. Once fitted, they can be custom remapped to suit any engine spec, even big bhp forced induction setups, and with the inlet and exhaust mods, should see around 240bhp, as well as good gains in midrange performance too and a lower VTEC engagement point, getting you onto that spicy cam profile sooner.

Further NA upgrades

Building on this spec, the next step would be to work on the head, although this will depend on how far you want to take naturally aspirated tuning. If around 250bhp is your end goal then a set of Skunk2 drop in cams (around £730) is an easy upgrade that will only need remapping to get to this level. However, beyond this, things get a lot more serious and expensive.

If sticking with the naturally aspirated route, further gains will come from either building the 2.0-litre into a high-compression screamer, or swapping the bottom end for a more torquey 2.4-litre unit from the K24 and retaining the K20 head – known as a Frankenstein build. Bang per buck, a Frank-build is your best bet as, not only will it likely work out a cheaper route to 270-280bhp, but it will also be more driveable with better low down and mid-range torque, and will also be less stressed and more reliable.

Forced induction

As ever, when it comes to big power, it’s hard to beat forced induction, and supercharging and turbocharging are both tried and tested options for the K20. Turbocharging gives the best overall power at the expense of throttle response. Alternatively, there are two different types of supercharger you could opt for. A positive displacement supercharger gives instant boost but is slightly limited on power, whereas a centrifugal supercharger is a happy medium between that and a turbo.

The general consensus is; although much more is possible, around 350bhp is the safe limit for long term reliability on stock internals, but this is easily gained on even the most basic of bolt-on supercharger and turbo conversions on the market from the likes of TTS Performance, CPL Racing, and TDI North. At around this level, the Jackson Racing supercharger is generally the most popular, simply as it gives the maximum drivability and fun, thanks to its ability to give full boost instantly.

If you want to go further, and if you feel capable of rebuilding the engine with forged internals, there is almost no limit. TTS sell Rotrex supercharger kits capable of in excess of 500bhp, and there are various turbo conversions available that push out in excess of 700bhp. In fact, it’s testament to how good the K20 engine is, that stock size head ports and the standard crankshaft can both handle well over 900bhp when turbocharged. Of course, this kind of power is only really any good in a drag car, but if you want it, it’s possible…

Honda Civic Type R Transmission Tuning & Upgrades

When it comes to the EP3’s transmission, its best to budget in replacement parts. While the motor is certainly capable of more power, the transmission isn’t, with the clutch being a particular weak area when upping power. Here’s what you need to consider when tuning.

Clutch upgrades

The EP3 stock six-speed transmission will cope with all but the highest power levels, but the stock clutch certainly won’t.

As most of these cars are getting on a bit now, even those with mild mods can see the clutch start to slip if its still on its original item, so it’s a good idea to budget for an upgraded clutch if you are planning upping the power. A typical Stage 2 kit from the likes of Action Clutch will cost around £540 will handle as much torque as you’re ever likely to see from naturally aspirated tuning, but supercharged and turbocharged cars might need to look to something with added bite such as a Stage 3 or 4 unit.

While you’re at it, it’s worthwhile upgrading the flywheel to a lightweight 3.2kg chromoly unit at the same time, as it only costs around £240 and perfectly fits the K20’s rev-happy nature.

Driveshafts

Honda driveshafts are sturdy units, but even these can break or wear out over time, especially with forced induction equipped cars pushing over twice the OEM power through them or under heavy track abuse. Upgrades for sub-250bhp cars are available for around £120 per side, but a pair of units capable of up to 500bhp will set you back around £700.

Gearsets

As we’ve already the mentioned, the EP3 has a great gearbox as standard, but you can still improve it. By swapping out the cogs for a close ratio set (from the likes of Spoon or MFactory), your Type R will accelerate quicker, although at the expense of a lower top speed. These are available from around £400, but installation will require a pricey gearbox rebuild. Although if money is no object, then Quaife’s QKE8J five-speed sequential gearbox will make your EP3 Civic Type R feel like a touring car when banging through the gears.

Differentials

Honda fitted the UK-spec EP3 Type R with a conventional open differential from the factory (the JDM models have a LSD as standard), so one of the best ways to improve the overall driving experience, even on a standard EP3, is to swap that for a limited-slip type differential.

Aggressive plate-type LSDs are available for racing applications, but most owners who predominantly drive their cars on the road prefer the torque-biasing types such as Quaife’s ATB, or the MFactory helical LSD. Prices range from around £600 to £750, plus fitting, but are a worthy upgrade and make a lot of sense when the gearbox is out for a clutch replacement/upgrade; adding one will transform the way your EP3 Type R handles.

Honda Civic Type R EP3 Suspension Tuning

The EP3 has excellent suspension out of the box, producing an agile handling hatch that’s fun and playful. If you push it to the limit though, you’ll eventually overwhelm it, which is where uprated parts can help you out.

Springs and dampers

A set of uprated lowering springs is your cheapest options and will not only lower the ride height of your CTR, making it look better, but it will also lower the centre of gravity and stiffen the suspension too. This reduces roll and improves grip in the corners. Beyond this, a set of adjustable coilovers from the likes of BC Racing, Meister R or Bilstein are available from around £800 and will give you even more control, both over the ride height and the level of damping, allowing you to tailor the car’s handling to your own preference. Many quality kits also come with camber adjustable top mounts to help dial in the perfect alignment too.

Bushes

Most OEM cars come fitted with rubber bushes from the factory. These are cheap and replaceable, and are likely to have worn out by now, so swapping them for a firmer polyurethane upgrade makes a lot of sense. Not only do you get a genuine performance benefit of the stiffer bush and less unwanted flex in the suspension system, but they’ll never need replacing again in the future.

A full suspension bush kit from the likes of SuperPro or Polybush costs around £350, but you can upgrade individual areas one at a time, with prices ranging from £60 for front wishbone bushes.

Anti-roll bars

Anti-roll bars do exactly what they say on the tin – resist your car’s propensity to body roll. By fitting stiffer items you can increase their effect. For the EP3, you have two main options: the JDM spec ARBs are actually a big improvement, so these are a popular fit, and at around £100 each they are good value for money too. If you are looking to go a little more hardcore, Progress and Tanabe also make even stiffer versions for a little more money.

Geometry

Any performance car will benefit from a proper alignment of its suspension geometry and the EP3 Civic Type R is no different. But don’t just add it on at your local tyre fitters when you have your new tyres fitted, as their equipment is not really set up to get the best out of your modified ride. Your best bet is to go to a specialist who has the best equipment and knowledge to dial in custom camber, toe and caster settings to give you the handling you want from your car. To get the kind of camber you will want for a fast road or track setup, you will need some camber bolts from the likes of Eibach (£20). If you want the ultimate setup, get them to corner weight the car with you sat in the driver’s seat too.

Check out our wheel alignment guide for more geometry advice. Be sure to also check out our guide to the best suspension for the Honda Civic Type R. 

Honda Civic Type R EP3 Brake Tuning

The EP3 has decent enough brakes for stopping the standard 197bhp, but the factory 300mm discs, and sliding calipers with their raised ‘Type R’ lettering just don’t quite cut it when the power and therefore the speeds increase. Therefore, the first upgrade for most owners is a simple case of fitting some performance pads and discs from the likes of EBC.

But for those who use their Type R on track, or just want some more pose factor for the show ground, binning the single-piston sliders in favour of some big four or six-pots is the way to go. YellowSpeed’s big brake kit is a tried and tested option. It’ll cost you around £1500, but for the money you get 330mm discs and six-pot calipers. Alternatives include EBC’s new Apollo Balanced BBK, offering four-pot power with the added bonus of uprated pads for the rear too. If that doesn’t suffice, K-Sport, CompBrake, and Tarox all make EP3 brake kits for varying budgets.

Performance Wheels & Tires for the Honda Civic Type R EP3

The standard tires are normally 205/45/17s, and an upgrade to a 215 or 225 wide tire, often along with a profile drop to 40, gives a little more grip without needing to do any major arch work. With a high performance or track tire, you will get the bonus of a stiffer sidewall and a softer, stickier compound too. The CTR’s standard 17in alloy wheels are actually quite light, so there is no enormous need to change them. But, if you wish – especially when going for a 225 wide tire – you could fit 8x17s quite easily, as long as you stick to no lower than a ET35 offset. One thing to make sure of is that the replacement wheels are as light as you can realistically afford; heavy wheels will dampen all the good work you have done with your suspension upgrades.

Check out our best Honda Civic Type R wheels guide for some EP3 wheel inspiration. 

Honda Civic Type R Interior Modifications

The EP3 has a unique interior with cool red carpets and a funky dash-mounted gearshifter with a cool alloy gearknob, but the seats are not the best, especially when it comes to lateral loads when cornering hard. Luckily, replacements are aplenty with everything from flashy carbon-backed recliners to full-on BTCC-style wrap around buckets available from the likes of Recaro, Cobra and Corbeau.

But don’t forget to look within the Honda stable for alternatives too, as the Recaros from the DC5 are a popular option too, with even the awesome standard seats from the FK2 able to fit with a little modification to the rails. Other than that, you’ll be pretty much set with a nice retrim of the stock steering wheel or a racing replacement. Though, you could always rip it all out and go for a full race-spec roll cage of course…

Honda Civic Type R EP3 Styling Upgrades

There’s a big movement for people wanting their EP3 Type Rs to look as stock as possible, with only the most minor of styling tweaks, however, if you’re not one of them, feel free to go wild! Everything from subtle lip kits and spoilers to full-on wide arch kits and vented bonnets is available off the shelf, while you can rarely go wrong with swapping out metal parts and panels for lightweight carbon-fibre alternatives.

If you love Japanese cars then we’ve got the performance car shows for you. Be sure to check out our brand new Classic Japfest event, which is taking place at Goodwood circuit on October 6th. Brought to you by the same organisers of Japfest, it’s set to be a fantastic event filled with nostalgic Japanese icons. 

The post Honda Civic Type R EP3 Tuning Guide appeared first on Fast Car.

If anyone decided they wanted a stab at drifting, then owning a detailing company is a good way to go about it. Think about it, once they’ve transitioned from corner to corner, where do you think all that rubber ends up? OK, drift cars aren’t supposed to be show cars, but how good does a clean drift car look? Built properly, not a zip tie in sight, bliss. But what happens if the owner of the detailing company, James, also loves modified cars, with a catalogue of builds that could fill its own bookazine? Well, you get this, a 1000bhp+ 2JZ BMW E36 drift car with every part you could ever dream of. This isn’t just a drift build. It’s the complete package.

Tell me about the Auto Finesse 2JZ BMW E36 drift car

We’ve mentioned the headline 2JZ-GTE engine swap, but not acknowledging the outrageous bodykit would be plain rude. For those in the know, you’ll recognise this from a certain “The Kyza” on Instagram. And if you didn’t know, The Kyza produces wild car designs who just so happened to go on to launch his own company that produces kits, Live To Offend. The LTO bodykit not only makes the E36 far wider, it does so with almost OEM-like precision. This isn’t a rivet job, those rear panels are smooth, and look as if they should have been there from factory. It’s only really from the rear that you start to realise just how aggressive this E36 is. The Auto Finesse livery helps to accentuate the body’s clean lines while also being bold enough to make it heard.

As you would expect for a drift car, underneath is a fully custom setup in order to increase steering angle, as well as provide enough grip in order to be able to control slides. A lot of people don’t know that drift cars are actually very grippy. The more grip the cars have, the more speed and precision the driver can exploit. A car that is entirely slippy isn’t a fast car, nor is it one that is easily controllable. Drifting is controlled sliding, not out of control. And to keep the speed under check, EBC brakes help control slides and avoid sticky situations…

Interior changes

Of course, inside is a fully stripped interior, with roll cage, Recaro buckets and the all important hydraulic handbrake to sideways. It’s a slidey boi after all. Behind the steering wheel is what appears to be an iPad Mini, that displays the speedo, temperatures, boost pressure etc. James wanted to get rid of all the rubbish inside the car and replace it with carbon pieces that needed to be there. If it doesn’t serve a purpose, it was removed. This helps to create a super clean interior, that is clutter free and does exactly what you need it to do at all times.

Where can I see it drifting?

James isn’t shy of driving it either, snapping up an opportunity to join the Drift Kings sessions at Ford Fair 2024. We’re hoping James will again be treating the crowds to some sideways action at Trax this September 1st!

The post 1000bhp+ 2JZ BMW E36 Drift Car By Auto Finesse appeared first on Fast Car.

Quite a lot of what you’re seeing here can probably be traced back to the fact that Ben Sher’s first ever Ford was a Racing Puma. As introductions to a marque go, that’s a pretty darned forthright way to jump in with both feet. The Racing Puma was essentially a caricature of the regular production Puma, adding in cartoonishly wide wings and arches that made it look like an everyday example had been overinflated with some manner of industrial air pump, while the drivetrain and interior were colourfully refracted through a motorsport filter. And that, essentially, is what Ben’s done to this Fiesta. The potential was there, the basic profile was good, he just felt a strong compulsion to amp it up a bit.

Ben’s car history

“My first car was an EP3 Honda Civic Type R, which really got me hooked onto fast cars,” he explains. “But coming from a family of Ford lovers, there was only one way this was going to go! I went on to own Racing Puma no.427, which I bought for £3,000 back in the day, and I wish I’d held on to it as they’ve really shot up in value. After that I bought a Mk6 Fiesta ST150 to run around in, until the bottom end went, and the next Ford was a Mk2 Focus ST facelift running a solid 360bhp – I loved the five-pot and the fact it was bright orange, I regret selling it still to this day.”

Ben had good reason to move it on though, as what followed was rather impressive: a Fiesta RS Turbo shell kitted out with an ST170 engine on danST throttle bodies. That was built as a track car, although he found that he wasn’t able to get as much track time as he’d ideally like, so the Fiesta was moved on and replaced by a Hyundai i30 N as a daily, plus something a little bit frisky on the side. And that frisky thing is what you’re looking at here – a Mk6 Fiesta with the crazy dial turned up to eleven.

Building a modified Fiesta Mk6 for the track and show

It takes a certain type of commitment to start a build knowing that it has to fulfil two purposes: from the very outset, this Fiesta was intended to be both a show car and a track car; as such, it had to offer hilarious performance from a comprehensively upgraded drivetrain and chassis, while also being painstakingly crafted and maintained to a show-winning finish. Sounds like a lot, doesn’t it? But apparently the concept of ‘a lot’ doesn’t register with Ben as being anything to be concerned about. He just gritted his teeth and got stuck in.

Buying an EcoBoost swapped Mk6 Fiesta

“I chose to build a Mk6 simply because I love them and I’d enjoyed owning a standard one before,” he explains. “I saw this one on eBay one night last November and thought: I need to have it. It had the ST180 engine in it, but was otherwise running basically standard with a set of Team Dynamics wheels. I had a plan for it from the start, and having my own garage business made all the work easier as all the tools are there, and having multiple ramps means I could work on it after hours more easily. I had the car a week and then it got stripped to bits!

“Another reason I wanted a Mk6 Fiesta was that I’d seen the JWRC kit on one years ago and always wanted one,” he continues. “So as soon as I had the money to buy a good Mk6 it was the plan straight away – I just didn’t realise how far it would go, I just kept on going until I got it right.”

What is JWRC?

That’s certainly as strong a reason as any, and Ben was more than equipped with the skills and tenacity to get it done properly. And to dispel a common myth, there’s nothing watered-down about the JWRC; the initialism may stand for Junior World Rally Championship, but don’t let that first word fool you – it’s a hardcore discipline.

Devised by the FIA as an accessible arrive-and-drive format, the series provides an opportunity for promising young drivers to test their mettle and show their worth while the industry bigwigs keep a keen eye on the emerging talent. Former JWRC champions include such luminaries as Sébastien Loeb, Dani Sordo, Sébastien Ogier, Craig Breen and Elfyn Evans, and you don’t need us to tell you what an impressive roll-call that is. So the aggressive aesthetic of JWRC was something that Ben very much wanted to channel for his project, to bring all of that rally menace onto the showground as well as the track.

Buying the JWRC kit for the modified Mk6 Ford Fiesta

“I waited three months for the full JWRC kit to be delivered, which gave me plenty of time to get the car ready for fitting,” he recalls. “I bought the suspension and installed that, and sourced the brakes – that was fun as I had to make the fronts fit, because it’s a kit for the ST180 which don’t directly mount to ST150 hubs; not a major problem though, as it just requires a bit of grinding down in the caliper brackets.

Then the wheels were ordered, which was a life-saver as there’s some work to do on the front end to get the wheels to clear lock-to-lock, because they hit the chassis leg and inner arch so it’s not a straight-up fit like people think when they buy them. Unless they’re running small wheels, but that looks terrible and you just wouldn’t do it. And the thing some people ask is why I haven’t lowered it – well, I love the raised rally look and that’s how it should be!”

The man’s absolutely right, of course. While it’s true in 95% of cases that making a car lower instantly makes it cooler, it wouldn’t provide the correct level of purpose and up-and-at-’em playfulness that this bright green brawler has in spades. In fact, that neatly underlines the supreme logic that’s infused this project all along: this has never been about doing what the scene sees as ‘correct’, or doing things to please forum warriors and Insta-cynics.

Bonkers but sensible

Ben built this modified Mk6 Fiesta to fulfil a dream, and he intends to use it to the fullest. After letting a few Ford icons slip through his fingers, this one isn’t going anywhere – and it has to be usable. That’s why the front half of the cabin sports pretty much a full factory interior in addition to those floor-mounted buckets. He’s going to be driving this on the road, either to shows or to the track, and it’s noisy enough as it is so he’s allowed himself a bit of carpet. It’s handy to have a stereo and a heater too, that’s not a compromise. That’s just good sense.

“When the JWRC kit arrived, it was fitted in-house, then the car was painted by JRM Coachworks who did an amazing job,” says Ben. “After that, it was a long drive down to Middlesbrough to collect the WRC wing, which was like hen’s teeth to find; I think the small wings people put with these kits don’t do the look any justice – go big or go home, right? And once the car was built and ready to drive, it got dropped off to Sitech to get a lot of work done – injectors, big turbo, cams, full exhaust system, mapping, the full once-over. To hear Simon say that it’s a top car really completed the build! And now it’s finished, well, it’s mega and it goes like the clappers.”

Modified Mk6 Ford Fiesta verdict

The finished product certainly is an impressive beast on all conceivable fronts. Like Racing Puma DNA spliced into an ST150. But perhaps we’re misguided in considering this to be a ‘finished product’ – because while Ben suggests that he’s reached the limit of horsepower before it becomes overkill in a front-wheel drive car, there’s also a hint that maybe conversations have been happening about an AWD conversion. If that’s the case (and let’s face it, once you’ve had an idea like that, you’re not going to put it down), the next time we see this Fiesta out and about, it could once again be a very different animal…

Photos: Ade Brannan.

Love modified Fords? Our season closer for Blue Oval fans take places this September 22^nd at Mallory Park. Be sure to check out the event preview here, or head to the event website here for more info.

The post Modified Mk6 Ford Fiesta With JWRC Styling & EcoBoost Power appeared first on Fast Car.

Whether it was finger flicking the controller of your favourite console or putting in laps on go-kart tracks, these youthful experiences acted as building blocks for a lifetime of automotive enthusiasm. The former allowed fans of Volkswagens to pilot a multitude of Wolfsburg’s finest in an assortment of environments. Being able to race an HPA-tuned MKIV R32 in Gran Turismo 4 from the comfort of one’s own bedroom was a game changer. Even before its digital debut in 2004, HPA Motorsports-bannered cars caught traction with enthusiasts worldwide. The distinctive blue piping for the twin-turbo VR6 motor is a core memory for many, either having a post of the bulging engine bay on their walls or seeing it first hand at car events.

HPA Motorsport history

Founded in 1991, Township of Langley, British Columbia based HPA Motorsports née Highwater Performance Autographics has a CV that could crash LinkedIn’s servers. The man behind it all, Marcel Horn, started tuning Volkswagens before he could even legally drive – tinkering with a Mk1 in his family garage. From there the Canadian company was formed and bing bang boom, transitioned into the powerhouse it is today.

Those in North America rocking KW suspension bits can thank HPA for introducing the brand to the NA market in 1998. A year later they played doctor and transplanted a VR6 into the recently released New Beetle, causing quite the stir by preceding VW’s insertion of the sporty 1.8T in the retro coupe. After seeing a Cabrio with a twin-turbo VR6 setup in a magazine, Marcel caught a plane to Germany to meet with Martin Gräf of HGP – the originator of the double-fisted boost builder. So began a long distance relationship in which both partners benefited from the strengths each other brought to the garage. They haven’t looked back since.

Early 2000 builds

In 2000, the GT6 Beetle, as HPA called it, gained a pair of snails and a handful of magazine features. They went on to win Best of SEMA in 2004 with their MK4 R32, leading to its place in Gran Turismo history. They repeated that accomplishment in 2007 with their twin-turbo Audi TT, the only company to win the top award twice. Volkswagen tapped the Canadian company to build a trio of cars for their 2005 SEMA debut dubbed Project R GT Concept for the brand new Jetta V, B6 Passat and Touareg. All three had twin-turbo VR6s and DSG transmissions. The Jetta won Best Euro.

It was the success at SEMA and Volkswagen’s trust in HPA that opened up a global market for Marcel and his crew. As HPA’s Brand Manager Jonathan Leung puts it, the common theme was “VR6, forced induction and AWD.”

HPA and the VR6 motor

HPA’s affair with the VR6 has persisted to the present day, even when Volkswagen themself abandoned the six-shooter in their halo Golf. The MK6 Golf R, no longer an R32, was down two cylinders and the distinctive growl of the narrow angle VR. Initially, HPA catered to the 2.0L and offering different tuning options for it (and they still do, mind you). But in 2014, they debuted their 3.6L VR6 twin-turbo MK6 Golf R, dubbed the FT740. It took Best Euro at SEMA that year.

In the nearly 10 years since, HPA has been busy building road and track terrors with the fit and finish of a factory install. They campaigned a duo of Jetta GLIs in the 2015 Pirelli World Challenge to prove their 2.0L program had the equivalent strength and durability as their VRTs. They recently paired with AREA Motorsport in the UK to compete in the Enduro 750 with four FR450 equipped MK7 GTIs, scoring a few podiums in the process.

VR550T program

And now, after two years of development, HPA is launching their VR550T program. Those detectives amongst us will deduce the latest from HPA is a turbocharged VR6 with 550 horsepower. What the gumshoes might not figure out at first is that this is a factory 2.5L motor, offered in the Chinese market Teramont. “You’ll see the VR550T program is the culmination of the last 33 years of our business and the result of our passion for the VR6 platform,” says Jonathan.

Gerald’s car history

Enter Gerald Orban, a 38-year-old software developer from New Westminster, British Columbia. “I was always attracted to going fast, and the connection between man and machine. I was exposed to go-karts growing up and while I enjoyed them I did not get a chance to drive them often. Fortunately, the world of video games really allowed people to live the fantasy of being a race car driver, and also to modify their cars to see how it can impact its performance. This was something where as a child I would sink tons of time into, and still do to this day in my sim rig!”

In 2015, after student loan obligations had been taken care of, Gerald was ready to get a car of his own to drive off the screen and onto the street. “Believe it or not, VW was not on my radar at all. I had grown up around a big JDM scene in Toronto, which coloured my original prospects.” Don’t worry, G. We’ll breeze past that as we all have our biases here. “I looked at STIs, Evos, etc., but none of them really felt right once I sat in them. On a whim I was pointed to the nearby VW dealership to look at a GTI, and instantly fell in love.” What did he fall in love with exactly? A MK7 GTI in Carbon Steel gray with the Performance Package, as he tells us, the perfect combination of looks, agility and speed, as well as sizable aftermarket support.

Initial mods on his Mk7 Golf GTI

The usual bits were applied, including a Remus catback and a tune. “I thought the car was decently quick from the factory, but the first time I mashed the gas on the onramp it was a massive rush of adrenaline with the increase in performance. The beginning of this journey really started.” As they say, the journey of a 550 horses begins with a single trot.

Ok, no one says that, but in 2016 Gerald crossed paths with HPA. “I’d heard about them as a boutique VW shop which does incredible builds, but it didn’t click [at the time] that the orange Audi TT from Gran Turismo was theirs. I was looking to do my stage 2 tune, which required a downpipe, and had heard they were going to be building them locally for people while also providing an accompanying tune.” And that, as they actually say, was the start of a beautiful relationship.

Bridging the gap between video games and real life, in 2017 Gerald attended his first track day. “I’d just purchased a set of [Michelin] Pilot Super Sports and was eager to see first hand what it was like to navigate a road course in the flesh.” The GTI was continuously upgraded, with the purpose always centered around making the car faster and more capable on track. This culminated in the final form of that GTI with HPA’s FR450, KW V3 suspension and a host of other track oriented mods,” Gerald tells us. “But it was always a wolf in sheep’s clothing. Very little would give away its potential when cruising on the street.” But there is only so much the front wheels could take and in 2020, Gerald began searching for a replacement.

Choosing the AWD replacement

There weren’t too many AWD options for him in the VAG family. It was a Golf R or the five-cylinder turbos in either the Audi TT RS or RS3 (DAZA). “I was initially really attracted to the TT RS because of the ease of extracting far more power from it than the 2.0T of the Golf R,” admits Gerald. “I was looking for 500-600HP reliably from pump gas, or a blend of race gas + pump gas.” A deposit was placed on a TT RS and it seemed he was climbing the ladder from VW to Audi.

But it wasn’t until he spoke with Marcel about building his next track machine that the covers were drawn back a bit on HPA’s upcoming VR550T. “Marcel sensed I was not happy about losing the Golf form factor and decided to let me in on a secret then. He showed me an engine on a stand, which would eventually be the heart of the VR550T swap and I was sold instantly.”

In order to justify the choice, Gerald did a cost analysis comparing having to buy new performance parts for the Audi rather than swapping what he could from the GTI to an R and the numbers for a fully modified Golf were more favourable than those of a TT RS. Add in his desire for a hatchback and the practicality of room for four adults and his choice was clear.

Buying the VW Golf R Mk7

Despite the VR550T being far from realized, Gerald found himself a nice 2019 R in Oryx White two weeks later. Any modifications that could be transferred from the GTI were and he ordered himself the vanity plate you see here as soon as he put down a deposit for the swap*.

*It’s important to note this is not just a swap. Jonathan tells us this is “a fully conceived balanced special edition package that is optimized to deliver reliable, no compromise, daily drivable, weekend trackable, fill up at the gas station, road trip throw the keys to anyone.” Spoken like a true brand manager, but it’s abundantly clear that HPA stands behind their work. They wouldn’t be in business for as long as they’ve been and their reputation reaffirms that.

They’re doing a serialized run of 50 VR550Ts built in-house by HPA. Gerald’s is number two and has acted as a feedback factory for the program thanks to his extensive track time.

VW Golf R Mk7 VR550T engine tuning

The engine is a German-built VR6 with a factory turbo – the first production version of this kind. They’re brand new crate motors and HPA went and secured a surplus of over 200 of them. The 2.5L VR6 turbo (DDKA) is overbuilt to withstand the poor fuel quality in China. A forced induction 3.0L VR6 was first talked about in the prototype Arteon R, but sadly never made it to production. As of now, a a CNC adapter for the DQ381 7-speed DSG with upgraded clutch packs is the only transmission, but manual transmission support is in the works. For those unfamiliar with transmission codes, the DQ381 is a smaller version of the DQ500 (DSG in the TT RS/RS3).

“We partnered with HGP Turbo who helped us develop an upgraded turbo package for the engine,” Jonathan goes on to tell us. “Our decades of experience tuning and adding forced induction to the 3.2L VR6 gave us the right blueprint of what needed to be done with the valvetrain to convert this torquey SUV engine to a high revving sports car engine.”

Reliability of the VR550T Golf R Mk7

The motor itself is upgraded substantially to handle the increased power without any concerns if it won’t start, overheat, or will it make it to your destination. Additionally, Jonathan tells us a lot of CANbus and electronic integration was performed to have the engine talk to all the ECUs without triggering any dashboard lights or preventing any of the functions in the cabin from working.

“The VR550T is a tribute to what we think VW should have delivered from the factory. The MK7.5 Golf R is a great platform with the best balance of modern touches. The VR550T has the serialization and VR badging that identifies it as a special edition car worthy of Wolfsburg and now it has the power plant to match.”

Chassis modifications on the HPA VR550T VW Golf R Mk7

So back to Gerald and his nearly three year wait for the ultimate track weapon. It arrived just before Christmas in 2023, which is the best gift anyone could buy for themselves. Looking at the car, it’s clearly put most of its eggs into the performance basket. But that’s the beauty of the R. It looks good straight from the factory and requires little to make it look great. Obviously, everything looks better lowered and in this case KW V4 Clubsports take care of that. But just so the stance crowd is aware, the suspension was set with purpose. Remember, Gerald doesn’t do anything unless it will brings results on track.

Aftermarket wheels

“The HRE wheels I use for the track are in a really rare spot for their fitment where I can get it to fit over my front BBK without having to worry about clearing the massive front calipers,” admits Gerald. “But I couldn’t help myself with the IPA bronze custom colour. It’s just such a nice complement to the Oryx white paint.” HPA’s 380 mm front brakes are made in conjunction with Baer and not only look the part, but perform even better. Massive 6-piston calipers grab a hold of the 2-piece rotors and scrub off speed at an alarming rate.

Exterior modifications on the VR550T Mk7 Golf R

We’re willing to bet the first thing that stands out is the big black hood, something that took a bit of mental effort to commit to. As someone who is not interested in modifications that draw attention, having a carbon fiber Seibon hood with two large vents surely seem to shout in the face of modesty.  “The hood was honestly the hardest leap to take for me,” says Gerald, whose words give off that wincing feeling as you read them. “Having functional cooling ducts was important for helping evacuate all the extra heat the engine and turbo generate, but I was not sure I wanted to accept such an aggressive look. After seeing it on the car it felt right with how aggressive the VR550T made it.” Verus front dive planes and a rear diffuser help tie the exterior all together.

Interior modifications on the VR550T Mk7 Golf R

Gerald took a little more liberty with the interior and his form follows function approach. A side effect is that it happens to look like it belongs in an Audi. “I wanted some nice buckets for the track and spirited driving and the Recaro Sportster CS came highly recommended,” says Gerald. After speaking with Tim Cardon from Velocity Upholstery, the pair agreed on an Audi RS style spilt honeycomb stitch on the seats and door cards. “I felt at this stage that my goals had shifted a bit and I wanted the car to represent an ultra-premium OEM+ variant of the R which VW could have offered. The Alcantara has the extra effect of helping you stay planted in the seat while carving the back roads as well!” Dual purpose Gerald strikes again! Always thinking.

On track driving

Speaking of track time, wasn’t that what this car was all about? “I frequent the Canadian Pacific Northwest tracks often: Mission Raceway (Mission, BC), Area 27 Motorsports Circuit (Oliver, BC), and Vancouver Island Motorsports Circuit (Duncan, BC). My track group of friends with Rizzo Motorsports have also been a great community to lean on for insights and suggestions on how to better prepare the car for the track, and to push each other to go faster.” After seeing video of some shakedown laps, hearing the Wookie wail of the VR6 over the turbo noises and watching everything pass by expeditiously, I can only imagine the amount of fun it is. I think the driver puts it best, especially when he has the perspective of his former FR450 for comparison.

“Comparing and contrasting the FR450 vs the VR550T is hard to put without lots of excitable curse words. The thrust of it and how ready it is to give you 100% of its torque is so aggressive that I’ve not felt anything like it. I have sat as a passenger in other track prepped cars with 600HP and they don’t accelerate anything like this. The emotions of the whole package are overwhelming and any time I mash it, it’s an ear to ear grin. Coupled with the KW V4 Clubsports, the additional weight hanging off the nose has also been managed very well in the corners.”

VW Golf R Mk7 VR550T verdict

To think, the purchase of a single downpipe way back in 2016 has led to owning a Golf R with a modern VR6 turbo is astounding. Having the privilege of working with HPA throughout the development of the VR550T and subsequent adjustments after track days benefits both Gerald and any other HPA owner looking to squeeze out the most performance both on and off track. “It’s great to have a shop so supportive and eager to help push its products to the limits,” beams Gerald.

In a world focused on frugality and fuel economy, we’re glad to see that the VR6 isn’t being completed overshadowed by the four-cylinder turbo. All hail the VR6!

Words: Bryan McCarthy. Photos: Jonathan Leung.

Love modified German cars like this VW Golf R Mk7 VR550T? We’re hosting the German Car Festival this October 5^th at Goodwood Motor Circuit. Don’t miss out on the action!

The post VW Golf R Mk7 With HPA VR550T Package appeared first on Fast Car.

Audi is turning over a new page in its book. Quite frankly, it’s had enough of the understeer comments and the “Audis are boring to drive” ethos that has surrounded the brand’s performance models for years. This process started a few years back with, you guessed it, the RS3 (read my RS3 review here). It was the first time that an Audi RS could send up to 90% of its power to the rear wheels. In turn, that helped to rotate the car in the corner, rather than the front end push on wide. The added slip created a playfulness that the RS3s of old could only dream of. I voted it my favourite RS out of the current crop of cars for this reason alone.

That being said, Audi has decided that wasn’t enough. Not satisfied with its driving dynamics, the RS division has recalibrated the Torque Splitter further. The result? It lapped the Nurburgring 7.5 seconds faster than the pre-facelift car, and bested BMW’s M2 by 5.5 seconds to take the compact car crown. I’ll let you into a secret, all of this performance increase is down to the chassis changes, it has exactly the same amount of power as before!

Tell me more about the new 2024 Audi RS3

As mentioned, the biggest changes happen underneath, with the Torque Splitter redefined. Audi has also tweaked the algorithm for the vehicle dynamics controller. This controller acts as the car’s brain, controlling things like the differentials, stability control, electronic damping etc. The aim here was to make sure everything responds that bit quicker to enhance the overall product. Audi says these changes mean the new Audi RS3 is more eager to turn-in and has reduced understeer.

You thought Audi was done with tweaking the chassis? Pfft, don’t be silly. Those understeer comments must have cut deep because on this new RS3, its introduced something called Evolved Oversteer. Basically, it’s a fancy way of saying that in the RS Torque Rear mode, it will be easier than ever to initiate oversteer with steering angle, rather than just stomping on the throttle. It really wants you to enjoy driving this Audi RS3, and that’s a big win in our eyes.

As mentioned earlier on, there isn’t more power on tap here, so you still get 400hp and 369lb ft of torque from the 2.5-litre turbo engine. However, the audible experience should be improved thanks to an exhaust tweak. According to the press release, the new exhaust has a “consistent and fuller-bodied sound” after to optimising the exhaust flap control between 2,200rpm ad 3,500rpm. One of my complaints on the pre-facelift car was the need to rev the car out to get any audible pleasure, hopefully now this isn’t the case.

Any styling changes?

The changes on the exterior are few and far between, but do add in some more aggression to the model. The front grille is now bigger, the matrix LED lights have three different modes you can configure, and the rear diffuser gets a central reflector. Race car vibes. Spot those wheels? Yep, they’re new too and boy do they work!

Inside, it’s more of the same really. There’s a new flat-bottom and flat-topped steering wheel, a couple of red buttons on the steering wheel to switch between Performance and RS Individual mode and that’s about it.

How much does the new Audi RS3 cost?

Prices start from £59,510 for the hatch, while the saloon starts at £60,510. For your money, you do get some cracking standard fit tools, including Sonos 3D Premium Sound, a head-up display and the classic Nappa Leather. If you want the new wheel design you’ll need to stump up £64,160 (£65,160 for the saloon) for the Carbon Black edition. This also brings in darkened Matrix LED lights and naturally some carbon fibre items. And if you want to go faster than the standard 155mph limiter, you’ll need to opt for the top trim, the Carbon Vorsprung. This takes top speed to 174 mile, adds in a panoramic roof and more safety assist systems.

Here comes the kicker. To get the RS Individual, RS Performance and RS Torque Rear drive modes, you’ll need to opt for the most expensive Carbon Vorsprung edition at £68,650 (almost £10k on top of a standard RS3). Which is a shame, as that starts at £68,650. We’ll confirm if that is the case or whether you can opt for those modes as an optional extra. Please Audi, make it so.

If you love Audis then you won’t want to miss out on our end-of-season extravaganza! We’re bringing together some of the hottest German cars in the UK for one epic show at Goodwood Motor Circuit this October 5th. Don’t miss out on the German Car Festival!

The post New Audi RS3 Breaks Cover appeared first on Fast Car.

It’s no secret that Porsche has built some fantastic engines over the years. The thought of putting something American under the body of the Porsche 911 is enough to turn anyone’s nose up. But, when you consider the specification of the engine swap involved here, you start to understand why it makes a whole lot of sense. For starters, the LS7 engine is lighter than the standard 911 lump. Some 40kg I might add, too. Power wise, the LS7 wins again, the standard C4S 911 997 (the base car here) has a power output of around 350bhp. The LS7? 500bhp.This particular motor? 660hp. Torque? Well, the standard C4S had less than 300lb ft, this one has more than 500lb ft!

So for those of you sat there wondering why adding two cylinders to a Porsche 911 is a good idea, there you go. In fact, given the weight distribution on a 911 is weighted to the rear thanks to the engine’s placement, having a lighter block helps to balance some of that weight different out. Food for thought.

LS7-swapped Porsche 911 details

While the LS7 engine swap dominates the headlines, it doesn’t take a genius to work out that there’s a whole lot more going on than just the engine. You can start to quickly understand why this was codenamed the “GT3 RR” simply by looking how dramatic it looks. The “RR” here stands for Road & Race.. Wider than anything Porsche has sold, lower, and arguably more aggressive (if you ignore the latest 992 GT3 RS of course). It’s the perfect blend of race car and show vibes, resulting in what could argue is the perfect package.

To get the looks, VAD acquired the last of the 997.2 Porsche 911 GT3 R race kits. Comprised fully of carbon fibre, it widens the car to just over 2m at the rear, which in turn presented some build issues. The first was the fact that despite it being the wider C4S model from factory, the bushes and the control arms couldn’t cope with the extra width. As a result, the team had to custom fabricate new bushes and arms in order for it to fit. Adding in spacers and whopping 10.5x19inch wheels at the front and 13×19 inch wheels at the rear to fill the arches! For those doing the maths, that’s 265/35 19″ tyres at the front and a bonkers 345/30 19″ inch wheels at the rear.

The bodykit itself comprises of the front splitter and fenders, sideskirts, rear 1/4 panels, rear bumper, splitter and engine cover. As mentioned, it’s all carbon fibre, but the team at VAD decided to paint the bodywork in the famous Porsche Carmine Red. Yep, that’s my favourite Porsche colour, too. On the suspension side of things, the team adopted the GT3 setup and coupled it with rose joints for improved handling and response.

LS7 engine spec

OK, I did just say it’s not all just about the engine, but truth be told, it sort of is. I reeled off the stock LS7 engine specs at the beginning of this piece. What I didn’t mention, however, was that this motor is far from stock. It now produces a quite silly 660hp, and it’s all thanks to a whole host of custom parts. No, an LS7 motor doesn’t just slip into a Porsche 911 and Bob’s your Uncle.

Funnily enough, Porsche didn’t design the rear of the 911 to accept a donation from an American muscle car. In fact, almost everything about the engine, bar the aluminium block, is custom. That includes pistons, conrods, fuel rails, water and fuel system. It of course needed custom engine mounts for it to be secured, and no off the shelf exhaust system was ever going to do the job. Again, custom made but making use of a modified LS7 manifold coupled with sports cats to keep things legal. SMART thinking.

Check out this bonkers LS7-swapped Porsche 911 at Trax and German Car Festival.

The post LS7-swapped Porsche 911 With GT3 R Carbon Fibre Body Kit appeared first on Fast Car.

We knew that this year’s Ford Fair Silverstone event would be epic. With tickets selling out way before the deadline, it was guaranteed to be a knockout show. What we didn’t know was just how epic the mix of cars on display would be. It doesn’t matter if you’re into show builds, budget builds, track cars, retro or OEM+, there was something for everyone. From the incredible Mustang display showcasing muscle car greatness from across the decades, to lesser-spotted Sierra Cosworths, Escort van drifters and even the very latest S650 ‘Stang GT4 car from Motorsport Academy.

If you’re a Ford fan and you somehow missed the event (how?!), we’ll go over some of the main Ford Fair Silverstone 2024 highlights below!

Laird Performance at Ford Fair Silverstone 2024

We’re proud to have Laird Performance as our headline sponsor for this year’s Ford Fair and the Scottish outfit did not disappoint. Not only did the team bring along a number of their shop cars, but the team worked around the clock to complete a special Focus ST Mk4 project build. Unveiled live at the show (check out the live stream above), the crowd applauded as the covers came off. Just take a quick look at it, fully stripped, running BTCC-spec slick tyres, and enough weight saving to make this dedicated track car a menace on circuit.

Away from the cars, the team were on hand offering advice on Ford tuning as well as even remapping cars on the day. No, we’re not joking, these guys were even mapping cars at the hotel the night before the show… Legends!

Fast Ford and Classic Ford stand

It isn’t Ford Fair without a unique showcase from our sister brands Fast Ford and Classic Ford. These lot brought out all the stops this year to bring us an eclectic mix of some of the UK’s best modified Ford builds. From a stanced Escort RS Turbo, to an F20C-swapped Mk2 Escort, bagged Mk3 Focus RS, Lamborghini-doored Focus ST & 400bhp +/tonne Anglia! If that’s not a proper mix of unique Ford builds then I don’t know what is.

Drift Kings 

Now, I know what you’re thinking, they aren’t Fords? Well, not all of them anyway. Truth be told, there aren’t that many Ford drift cars out there, besides that wicked Escort van you’ll have no doubt seen, as well as a Mk2 Escort and Sierra estate. But that wasn’t going to stop us from putting on the hugely popular feature we have at our other shows. The Drift King competitors once again took to Silverstone and produced an epic display, showcasing what UK drifting is all about.

A new addition to the lineup saw our good friend James from Auto Finesse showcase what his LTO E36 is all about. And yes, we’ve filmed a feature video with James which will be live on the Fast Car channel soon. We also saw Jake Crouch wowing the crowds with some ludicrous angles in his freshly rebuilt S15.

Track time at Ford Fair Silverstone 2024

Personally, this is my favourite feature of any of our Silverstone shows. The opportunity to drive the legendary circuit without the need of having a dedicated track car (sessions are 20 mins each) gives show goers the perfect opportunity to drive their cars how they’d actually like to drive them on the road. It gives you the chance to test your cars performance to the limit, but in a safe environment.

With track sessions sold out all day, there was plenty for show goers to ogle over. One that took my interest was a black boosted Mk3 Fiesta that was making all the right noises. Despite being one of the hottest days of the year, that didn’t deter drivers from putting on a show.

Trade Village

Our trade village found itself a new home this year away from the pits, but thanks to our incredible partners, it was bigger and better than ever. Whether you needed a new splitter, a remap, tuning advice, detailing kit, tools, whatever, there was something for everyone.

Car Club Displays & Club Awards

Every year, Ford Fair is populated with the UK’s top enthusiast clubs. It quite simply wouldn’t be the same without you! You guys and girls make the show with your brilliant modified Fords. So, to show some love back, our team of judges handed out a selection of awards to the best of the bunch. Here are the winners:

• Best Large Club Stand: Mk6 Takeover
• Best Small Club Stand: E6FOC
• Best Presented Club Stand: Team Tic Tak
• Most Varied Car Selection: Ford Club GB
• Furthest Distance Award: Charlotte Holm. “Tangarine Scream”. Travelled all the way from Drammen, Norway, a total of 1172 miles!
• Club Spirit Award: Simply Mustangs
• Heritage Award: Nick Heer (Ford Escort Mk1)

Club Hero: Adam Jenkins, Oval Owners Club

‘Adam has been a pivotal figure in the Club since its inception back in 2017. As of late, he has carried the club through some tumultuous times with lots of changes in the admin team as well as a complete rebrand. Nothing is too much trouble for him and he goes above and beyond to help all group members in all aspects of the club weather personal or professional. Even when he isn’t at car shows or car meets. He’s always at the end of the phone. He works tirelessly to plays a big part of the club.’

Mustang 60th anniversary celebration 

2024 marks 60 years since Ford’s famous pony car first made an appearance at the World’s Fair in 1964. Since then it’s become an icon, synonymous with fast Fords all over the world. To celebrate the anniversary, a dedicated Mustang display from the Simply Mustangs club wowed the crowds with a mixture of old, new, modified and stock, all celebrating the brilliant V8 engine. We had over 100 Mustangs in one place just to celebrate its 60th birthday. Ford Fair has a dedicated Mustang display from the Simply Mustangs club. Prepare to be blown away by the sight – and epic thunderous V8 soundtrack! – of a display of over 100 Mustangs all in the same place!

Forming part of the Mustang display area was Academy Motorsport, Nemesis UK, and Ford Fair’s lubricant partner, Liqui Moly. It was here that some of the best Mustangs of the entire show were, including a track-spec S550 as well as the very latest S650 Mustang GT4 race cars! And if that wasn’t enough, current British GT4 Champion, Erik Evans, was on hand to sign autographs and chat to fans about his racing and the incredible Mustang race car!

Ford Fair Street Elite Sponsored by Auto Finesse

The hand-selected few battled it out for the opportunity to be crowned the winner of the Street Elite competition live at the show. On the day, our judges – along with the experts at Auto Finesse – picked their top three cars of the display, with the winner taking home the trophy and bragging rights. Here are the winners:

• Winner: Andrew Kendrick & his Escort Cosworth
• Runner-Up #1: Dean Mills & his Mustang S550 
• Runner-Up #2: Ricky Powell & his Mk1 Escort Mexico  

Drift Taxis

New for 2024 was a hotly anticipated show feature. While we love to have our professional drifters on hand offering demonstrations around the famous circuit, we wanted a feature that allowed you to get up close and personal with these cars, and to experience them for yourselves. As a result, show goers had the opportunity to purchase passenger rides in a number of different purpose built drift cars to experience what it’s like going sideways around a Gymkhana style layout.

Loved Ford Fair?  Then you’re in luck. We’re hosting out next Ford extravaganza in just over a month’s time, FordFest! Be sure to check out the event preview page here for information on what to expect at the show. And visit the event website here to book tickets. 

The post Ford Fair Silverstone 2024 Report & Aftermovie! appeared first on Fast Car.

Modifying trends. By their very nature, they come and go. Some stand the test of time, but most tend to come in waves. If the last few years have taught us anything, it’s that nostalgia is king. Nowadays, people are modifying more and more classics, bringing back obscene sound systems, neons, ultimate lows, wide body kits, and of course obnoxiously loud exhausts. Arguably, those last few have never really left, but one such trend that is making waves at the moment are Lamborghini doors. And believe it or not, it’s seemingly being driven by the Ford lot!

What are Lamborghini doors and who designed them?

Lamborghini doors, or scissor doors, are simply a set of doors that lift up rather than outwards (technically it’s up and out, but shh). I say doors, its all in the hinges. The doors themselves are just doors, let’s clear that up. The hinge is what forces them to open up and slightly outwards. They aren’t actually doors from a Lamborghini.

Doors that open upwards aren’t anything new. In fact, it was the brilliant Marcello Gandini, the designer behind some of the most iconic car designs of all time (Renault 5 GT Turbo, Lamborghini Miura & Countach as well as the Lancia Stratos’ to name just a few) that put the doors into production. It was in 1968 that Gandini first penned scissor doors on a concept of the Alfa Romeo Carabo. However, it wasn’t until 1974 that the very fist scissor doors made their way on to a car; and you guessed it, that was the Lamborghini Countach. Ever since then, Lamborghini’s flagship cars have featured scissor doors, or more appropriate, Lamborghini doors…

Lamborghini doors as a modifying trend

Fast forward around 20 years on from Gandini’s 1974 Countach and this is when Lamborghini doors as a modifying trend started to really take off. Before long, Lamborghini doors adorned all manner of cars, from Saxos and 205s to Skylines, Silvias, Supras, Novas, Astras, Fords, pretty much anything that was some sort of show build featured them. It was cool, and if you’re as old as we are, you’ll remember liking them and even thinking about installing them yourself. OK, I’m a little too young to have installed Lamborghini doors on anything myself, but I remember seeing them at shows and in magazines like this fine outfit you’re reading right now!

For whatever reason, during the mid-00s, Lamborghini doors just upped and left as a modifying trend. It wasn’t cool anymore, and part of me agreed. Neons suffered the same fate, despite a revival thanks to 2 Fast 2 Furious and Brian’s silver R34 Skyline GT-R. You know the scene I’m talking about, where Tej (Ludacris) calls Brian asking him if he can fill a spot in a race before hot tailing it across the city making sweet turbo noises with a hint of sped up footage.

The return of Lambo doors

So why am I talking about Lamborghini doors today, in 2024, as a modifying trend? Well, given I spend ¾ of every day cemented in modified car content, I’ve started to notice more and more builds with Lamborghini doors.  And, well, it’s the Ford lot that are driving it! Check out this bagged Mk2 Focus ST for example. It’s the perfect blend of new and old trends, creating a flavour that for me is not only palatable, but very likeable.

It somehow manages to be in your face while also not being in your face. It’s no secret that air ride and aftermarket wheels is the no.1 modifying trend on the planet right now. Whether you like that or not. But mixing in Lamborghini doors, an audio boot install and some choice engine mods has turned this ST into a unique show car, one that gives a nod to the past, while embracing the new.

We recently hosted our annual Ford Fair event at Silvestone, and walking around the show I was met with an abundance of very similarly modified cars. Then all of a sudden this wild orange ST appeared, doors in the air, and toys in the engine bay (I’ll discuss this plushie phenomenon in another piece when I can work out a way of talking about them without offending anyone). It’s different, and whether you like the style or not, you have to doff your hat to those that laugh in the face of the norm and forge their own path.

That’s what this modifying malarkey is all about. Being different. And I for one am loving seeing the return of Lamborghini doors. Did someone say huge nitrous bottles, boot builds and TVs?! It’s the sound of the 90s baby.

The post Modifying Trends: Are Lamborghini Doors Making a Return? appeared first on Fast Car.

Glen Van Der Linden is a Golf guy. The 26-year-old window film specialist from Noord Brabant in the Netherlands is on his fourth one. “I’ve always liked the Golf model,” Glen tells us. “They’re fun to drive and with little adjustments, they look very good. But as you can see, it never stops with those little adjustments.”

Starting with a MK3 Golf GT, Glen kept it rather simple, including suspension upgrades and some minor modifications. Following that, a MK4 V5 was given some trim changes to help it masquerade as an R32, while a MK4 GTI on coilovers and aftermarket wheels ended his Golf game for a while. “After that, I owned a BMW E46 which was my first actual show car. I built that car from beginning till end.”

Switching sides

So how did Glen end up with a 2011 Golf R, you ask? “I just finished the BMW E46 and one day I was driving to my work and I saw this blue MK6 R driving by and instantly thought that’s the car I need to buy!” If only all marketing was that simple…

“It wasn’t very hard finding this car,” admits Glen. “After seeing that particular blue R, I sold the BMW and not long after I bought my car.” And then the fun began, right? “I actually wasn’t planning on doing other mods to the car. It was already on air ride and Rotiform wheels. But I couldn’t resist and shortly after I had the entire air ride system replaced by Bonhof. I then got into the scene again and began modding the car more and more.”

That’s simplifying it a bit. According to Glen, he found the car in 2021 and drove it around for about six months before laying a finger on changing things. The Golf wasn’t exactly in the best of shape. Sure it might have had air ride already installed and some Rotiform shoes, but it was shot. So was the motor, requiring attention to the former to keep it road-worthy.

“Early 2022 I joined a car group where I met a lot of people and they introduced me to Bonhof,” recalls Glen. “He changed and improved the air ride system.” The kit consists of Bonhof floating compressors and an AccuAir aluminium tank. The chassis was notched allowing it to get low in all the right places.

Tuning the bagged Golf R Mk6

With the suspension sorted, Glen turned his attention to other aspects of the build. The motor was especially challenging. “Engine and electronic wise, I’m not very good,” says Glen, “but with the support of some friends we can make things happen!” He says the motor took a while to get right, but a quick glance in the bay can see a few things that are no longer stock. The RacingLine intake makes an impact with its R-branded canister. The red piping matches nicely with the R8 ignition coils.

What you can’t see is the larger turbo tucked behind the engine. Combined with the supporting cast of modifications, Glen’s R produces a healthy 400 hp and 530 Nm of torque. Volkswagen’s DSG is a 6-speed unit packing dual clutches to make shifting fast and convenient. And let’s not forget the Uber-Golf arrived from Wolfsburg sporting Haldex all-wheel-drive to keep the added performance aspect in check. Given the amount of work done to the engine, Glen was asked if it was worth the effort. “Had I known it would be such an pain in the ass, I would have replaced it with a RS3 engine.” Well then, maybe that’s something on the wish list, no?

Exterior modifications on the bagged Golf R Mk6

Look closely and you can see the car’s original colour of United grey, too. “I had it wrapped by Monkeydesign to Ultra gloss billionaires green from A.P.A. The roof is piano black high gloss PPF.” You’d be forgiven for thinking it was a multi-thousand pound paint job. “Because of the amount of flakes in it, people tend to think it’s paint. [They] have trouble believing that it’s wrapped, especially when the sun is out.” The colour is taken into the interior on the shell of the R’s wingback seats, but let’s not go inside just yet. It’s so beautiful out.

The front wings are wider thanks to SRS-TEC, a German company who specialise in subtle factory fit body mods. The same company was also tapped for their front lip, diffuser and rear roof spoiler. There is a green tint to the windows, expected considering Glen’s profession. And those massive TEC Speedwheels GT8 fill the arches nicely. Look closely and you’ll notice that not only have the standard front R calipers been painted a lovely shade of blue, but they’ve been joined in the rear by some Porsche hardware, all of whom are hugging onto drilled rotors.

Interior modifications on the bagged Golf R Mk6

Peer inside the 4-door and the first thing you’ll presumably notice are the optional half-leather, half-Alcantara Recaro wingback front seats. The shells have been matched to the exterior green and really tie it together. Afterwards, the lack of rear seats might be noticeable to some. “End of 2022, Braum [front] seats were put in, but they didn’t match with the backseat so I took that out.”

At that point, a friend of Glen’s applied Alcantara to nearly every touch surface, including the headliner, pillars and the platform where the rear seats once resided. The Braum seats were sold on and Glen returned to the wingbacks. You can see that a triplet of Morel subwoofers is making themselves comfortable there, surrounded by some brushed stainless steel monkey bars. “The roll cage was designed by me and a good friend,” Glen tells us. “Because I didn’t want a standard ISOFIX cage [a cage attached to the ISOFIX points], we designed it ourselves. It was welded by an acquaintance who’s a good welder.” Besides a carbon fiber steering wheel and gear selector, the interior remains much how it left the Wolfsburg factory.

Latest upgrades on the bagged Golf R Mk6

So, the age old question…is it done? “After the shoot I changed the wheels. I’ve had some two-piece custom built wheels made by Forged wheels. My plans for the future are building it again and change almost everything for the Bodensee Top 48 European Showdown next year, but I’m keeping that as a secret.” Oh, behave.

But in the meantime, Glen is going to enjoy the fruits of his labor. “I absolutely love it,” beams Glen. “Not everybody [who rides in it] will though because of the lack of suspension, but I love the hardness of it. It’s an absolute beast to drive also because of the 4MOTION and DSG clutch.” And besides the enjoyment from behind the wheel, he’s caught a couple of compliments for it here and there, too. “People are coming up to me and telling me they aren’t a fan of the Golf model, but they do like mine.” If that isn’t validation for a job well done, we don’t know what is.

Bagged Mk6 Golf R verdict

Modifying your car can be a bit foreign to some people who don’t colour outside the lines or are spendthrifts with their rent money. But for those who share the same mindset of pomp and personalisation, Glen’s right there with them. “It’s a community of people who share the same passion; the same people who are a bit crazy for building cars like ours. I personally don’t like stock cars and I see all the improvement possibilities, giving it my own unique style. So when people see me driving by they instantly know it’s me.”

If this story is a familiar drum beat for many of our readers, don’t fret. We’re here to support you and the scene that you call home. Know that your car is an extension of your personality. A blank canvas to project your thoughts and feelings on. And at the end of the day, just know that the key to success, and your ride, remains in your pocket.

Words: Bryan McCarthy. Photos: Lennart Dijkstra.

Want to see cars like this in person? We’re hosting the German Car Festival at Goodwood Motor Circuit this October 5th! Don’t miss out, get your tickets here. 

The post Bagged Golf R Mk6 With 400bhp appeared first on Fast Car.

Japanese performance cars have seen their values spike in recent years. But the Nissan GT-R badged cars have often been found right at the top of that classic Japanese car market boom, none more so than the Skyline GT-R. The reason why is a simple case of supply and demand. For many people, the Nissan Skyline GT-R is the ultimate JDM model, and that status brings a suitably hefty price tag with it.

Known for their clever all-wheel drive systems and highly tunable engines, they’re one of the most popular vehicles to modify, and for good reason. Each iteration of the Skyline GT-R and subsequent Nissan GT-R R35 can claim to be one of the best performance cars to come out of Japan, whether you leave it stock, or not.

Of course, over the years, plenty about the model has changed. The 1989 R32-gen car picked up where its Hakosuka and Kenmeri ancestors left off, offering sports car levels of performance in a package derived from a humble saloon. Nowadays though, that saloon DNA is firmly a thing of the past; the R35 GT-R being its own stand-alone supercar rival.

So, why are these cars so revered? Let’s take a quick tour through history to find out.

Where it all began: Nissan Skyline 2000 GT-R ‘Hakosuka’ (1969-1972)

The ‘Hakosuka’ is where the Nissan GT-R story begins. Following a merger with fellow Japanese car marque Prince, Nissan nabbed Prince’s Skyline sedan model. It then slapped a Nissan badge on its newly prepared successor. However, the Skyline wasn’t just any old inherited family saloon. The Prince motor company was a regular entrant into Japan’s most prestigious races. In the past it had used earlier Skyline models to take on Porsche – and win! Happily, that tradition of sporting prowess trickled through to the reborn Nissan-branded Skyline when it debuted in the late sixties.

Nicknamed ‘Hakosuka’, or ‘Boxy Skyline’ in English, a special high-performance variant of the car – known as the 2000 GT-R – arrived in 1969. The idea was simple. Build a vehicle that was at home on both the city streets of Saitama, and at Suzuka race circuit.

To achieve this, Nissan turned to a man named Shinichiro Sakurai. Sakurai-san had led the development of a Prince racecar know as the R380. Unheard of over here, the R380 was a coupe-style prototype that won the 1966 Japanese Grand Prix. I guess you could think of it as Japan’s answer to the Ford GT40. Nissan decided that the same 2.0-litre straight-six from the R380 should go in the Skyline GT-R. So, who better to task with the job than the man who originally designed it? A detuned engine made its way into the road car, but the rest, as they say, is history.

In stock form, the Hakosuka GT-R’s ‘S20’ engine redlined at 7500rpm. It kicked out 170hp, which felt rather lively in 1100kg car in 1969. What’s more, it also featured a five-speed manual gearbox and rotor brakes (rather than drums) at the front – all of which was rather high-tech for the late 1960s.

The GT-R Coupé arrives

Then, in 1971, the GT-R’s four-door silhouette switched to a two-door coupe body style. These new and improved cars came equipped with wider tires, a wider track width, and shorter wheelbase. On top of that, a boot lid spoiler came as standard too. These evolutions helped the GT-R to maintain its early dominance on the race circuit. This culminated in more than 30 consecutive race wins over an 18-month period.

Naturally, sales on dealer forecourts followed these sporting successes. However, still only around 2000 examples of the Hakosuka GT-R were ever built, so today they’re considered a highly valuable classic. As such, most modified versions are kept very tasteful, much like this one.

Nissan Skyline 2000 GT-R ‘Kenmeri’ (1973)

By 1973, the Nissan Skyline GT-R had a very different look. A development of the coupe silhouette that the Hakosuka ended with, the next generation of GT-R emulated its sporty Stateside counterparts by incorporating a fastback rear end. A slightly more luxurious interior was another nod to the American market influence in the second-gen GT-R’s future. This was something that became pretty evident in the car’s advertising campaign, which centered around a fictional young Western couple called Ken and Mary. So, if you’re wondering where the ‘Kenmeri’ nickname comes from, it’s as simple as that.

Sadly, the oil crisis put an end to the GT-R’s American dream. In fact, stricter emissions regulations nearly wiped out the Kenmeri Skyline entirely. But happily, before Nissan pulled the plug on it, 197 GT-R examples did make their way into the hands of customers. Nevertheless, if Hakosukas are rare, then the Kenmeri is on a whole other level of scarcity. That’s a shame really, because on paper the Kenmeri GT-R makes for an interesting vehicle.

Kenmeri Specs

It retained exactly the same ‘S20’ straight-six as found in the Hakosuka. As well as the accompanying five-speed manual gearbox and limited-slip differential. Similarly, four-wheel independent suspension was another feature carried over between the two cars. However, unlike the Hakosuka, the Kenmeri benefitted from disc brakes all-round, which should’ve made a big difference on the track. That said, the Kenmeri was also a little bit heavier than the Hakosuka in roadgoing form, so it would’ve been interesting to see how the two cars stacked up against each other in reality.

Unfortunately, there wasn’t much opportunity for such comparisons, as Nissan’s motorsport division stopped; its resources and manpower having to be spent on developing new emissions-related tech instead. In fact, with the Kenmeri GT-R canned after just six months on sale, the world waited another 16 years for another GT-R.

Nissan Skyline GT-R R32 (1989-1994)

If you’re going to do a reboot, you’ve got to make sure it’s good. With hindsight, it seems almost silly to have worried about whether or not the R32 Skyline GT-R would live up to its badge’s billing. However, there were certainly question marks hanging over the car in the build up to its launch.

Since the Kenmeri, Nissan had built further sporting variants of its Skyline models, like the R31 GTS-R. But none bore the GT-R name. None of them lived up to the Hakosuka’s legacy either. If Nissan was to finally revive the GT-R moniker, its engineers knew that they’d have to step things up. Illness meant that Nissan could no longer rely on Shinichiro Sakurai to deliver the goods. Instead the task went to his understudy – Naganori Ito. Ito-san had headed the development of the outgoing R31. Given the car’s mixed reception, the pressure was on to get the R32 right.

Introducing the RB26DETT & clever AWD system

If he was going to do the GT-R name justice, Ito-san knew that it had to perform on track.  An upgraded engine was therefore high on his to-do-list. The R32 became the first GT-R equipped with the now-legendary RB26 motor. This was effectively a twin-turbocharged, bored-out version of the existing 2.0-litre RB block used in the previous car. However, it now had a capacity of 2.6 liters, and an official power output of 276hp. I say ‘official’ because at the time Japanese marques were bound to a so-called ‘Gentleman’s agreement’. This meant that none of their road cars would exceed that figure. In reality though, the R32 GT-R was producing something closer to the 310hp-mark.

The engine wasn’t the R32’s only party trick though. Instead, that was its all-wheel drive system. Known as ATESSA E-TS, the car’s electronic system could vary how much torque was sent to each axle. Compared to its biggest rivals – all of which were RWD – the R32 GT-R had a major traction advantage.

On the racetrack, this translated into a form of dominance that not even the Hakosuka could claim to have achieved. Between 1989-1993, the R32 GT-R won every single professional race it entered in Japan. It caused quite a stir in Australia too. In fact, the Aussies got so tired of the exotic Nissan trouncing their domestic Fords and Holdens that they brandished it with the beastly ‘Godzilla’ nickname. Not intended as a compliment, the Godzilla title was quickly claimed as a badge of honor.

Pros of the Nissan Skyline GT-R R32

• Highly capable RB26 motor
• ATESSA-ETS all-wheel drive
• Now legal to import to the US

Cons

• Potential for rust
• Cheap interior
• Lots of modified examples to be cautious of

Common Problems

• Oil pump failure
• Stock turbo failure
• Faulty HICAS system

Nissan Skyline GT-R R32 prices

If you want to get your hands on one of these beasts from the east, you’ll need a sizeable chunk of cash. Prices in the UK start at around £35,000, and stretch up to £50,000 for lower mileage examples. That said, special tuning shop variations can fetch closer to £85,000, while the most sough-after garage queens can cost you six figures. Stateside, it’s a similar story. Our American readers should look to pay between $45,000 – $60,000 for one, depending on mileage, condition and modification status.

How to buy and tune a Skyline R32 GT-R

It goes without saying that the R32 was just as good a road car as it was a race car. Thankfully Nissan got to make quite a few more of them than the original Hakosuka and Kenmeri. If you’re thinking of buying one second-hand, be sure to check out our dedicated buyer’s guide. Or, if you’d like some advice on how to tune your R32, we’ve got a tuning guide for that as well. There’s also a vast array of modified examples for you to check out. So go on, dive in!

And if you love Japanese classics as much as we do, then get yourself to our inaugural Classic Japfest event this October 6th at Goodwood Motor Circuit. 

Nissan Skyline GT-R R33 (1995-1998)

Compared to both the R32 and the R34 that succeeded it, the R33 doesn’t tend to get as much love. So why is that?

Well, it’s not because the R33 is a bad car. Instead, it’s mostly down to the fact that Nissan altered a key part of the GT-R’s identity: its size. The R32 had a reputation for being a sporty, nimble car, and so when Nissan decided to extend the Skyline’s wheelbase for the R33 (and add 80kg), people feared that the GT-R was heading down the wrong direction. Even today, nearly 30 years later, you’ll hear similar criticisms voiced about it.  At the time, concerns were hardly eased in the form of motorsport either, as although the R33 did achieve success (in a highly modified form) in Japan’s Super GT Championship, it lacked the international sporting credibility that the R32 had built for itself.

Nevertheless, if you were to actually get behind the wheel of one, you probably wouldn’t understand what the fuss was all about. Sure, it was a bit bigger and a bit heavier, but it was still unmistakably a GT-R. In fact, in many ways, it was better.

The ATESSA E-TS four-wheel drive system received a handful of upgrades which ultimately enabled it to react quicker to its environment. Plus, despite the increase in dimensions, the sleeker styling of the car meant that it was more aerodynamic than the R32 as well. The much-loved RB26 powertrain remained under the hood, but again, in slightly better shape than it had been before. For example, whereas the R32 was occasionally criticized for having weak oil pump auxiliaries, this was addressed in the R33. Similarly, a strengthened five-speed manual gearbox arrived.

Nissan Skyline GT-R R33 special editions

If the standard R33 GT-R simply wasn’t to your liking, you were in luck, as the tradition of having multiple trim levels and special editions was another feature that continued on from the R32 days. The most common of which is the V-Spec, or ‘victory-spec’, a variation of the GT-R marking the R32’s success on the track. In this guise, the R33 sits lower than it does as standard, thanks to uprated sports suspension, meanwhile the ‘Pro’ version of the ATESSA system was also fitted for even better roadholding.

Next up there were the N1 models. These Nürburgring specials were perhaps the most hardcore of the initial R33 package options, as ABS, air conditioning, and plenty of other creature comforts were all thrown in the bin in the name of weight saving.

However, if you ignore the GTR-LM (and we’re going to, since there’s only one roadgoing version in existence), the pinnacle of the R33 family tree was the NISMO 400R. Introduced in 1995, the 400R came equipped with a 400hp version of the RB26 engine, as well as a refined cooling system, beefier brakes, and fruitier exhaust. The exterior of the car also got the NISMO treatment, adding aggression to its sleek lines without going overboard.

It’s best not to think about how much a 400R would cost you in the present day though, so instead if you want the R33 to live up to its reputation as being the ‘cheapest used Skyline’, you’re better off setting your sights on a V-Spec. Though, admittedly, whichever R33 you’re after, prices do seem to be catching (and in many cases, overtaking) the prices attributed to equal R32 examples. A trend to keep an eye on, perhaps.

Pros of the Nissan Skyline GT-R R33

• More torque than an R32
• Enhanced ATESSA E-TS all-wheel drive compared to R32
• Now legal to import to the US.

Cons

• Potential for rust
• Considered big & bulky compared to R32 & R34
• Cheap interior

Common Problems

• Knocking sound from the rear differential
• Leaky steering rack seals
• Worn track rod ends

Nissan Skyline GT-R R33 Prices

These days, it appears as though the market has begun to see through the amplified negative discourse around the car, as prices seem to be on the rise. Until recently, the R33 was arguably more affordable than the R32, however that’s no longer true. In the US, you’re looking at starting prices of around $45,000, but the average figure is closer to $65,000. The most desirable, rarest examples are now well into six-figure territory. In the UK, £50,000-£60,000 is the sort of money that an average car would dictate.

How to buy and tune a Skyline R33 GT-R

If you’re serious about getting your hands on one of these, check out our R33 buyer’s guide. Or, if you’ve already got one and now want to start modifying it, give our R33 tuning guide a read instead. There’s also a number of feature cars on the site to give you some inspiration. While it may lack the ultimate street cred of the R32 or R34, the R33 nonetheless remains a brilliant canvas for tuning.

Nissan Skyline GT-R R34 (1999-2002)

If you’re of a certain age, this is the car that’ll spring to mind when you’re asked to visualize a Nissan Skyline GT-R. The R34 was much more present in Western pop culture than any of its predecessors. It took star roles in PlayStation’s Gran Turismo video games, and Hollywood’s Fast & Furious franchise. In fact, its presence on our living room TV screens did far more for the car’s reputation than a successful motorsport history. And that’s just as well, as the R34 was rarely seen on a racetrack outside of Japan.

That said, don’t go thinking that this car was simply a PR masterclass. There was a reason why it was handed so much respect in the media. It had the performance and stature to warrant the attention.

For a start, Nissan went back to the drawing board to address the styling complaints that many prospective buyer’s raised about the R33. The result left the R34 with a shorter, boxier silhouette that was reminiscent of the R32. Weight was also kept to a minimal increase. This meant that in the minds of GT-R customers, two important boxes were already ticked before they had even gotten behind the wheel.

Last Hurrah For RB26DETT

Once they did take to the driver’s seat though, their smiles would’ve only grown wider. The R34 was to be the last hurrah for the beloved RB26 engine It was only fair that it received further enhancements for its send-off. The twin turbos made use of ball bearing architecture. This in turn improved reliability and decreased spool time. Overall, power now unofficially stood at 320hp, without harming the block’s bulletproof reputation.

To go along with that extra oomph, Getrag developed a six-speed gearbox. This would replace the old five-speed manual transmission, while Brembo increased the size of the GT-R’s brake discs.

Naturally, more goodies came with the limited-edition variants. The V-Spec, for example, once again benefitted from ATESSA ETS-Pro’s electronic differential. In fact, the V-Spec was the only R34 model officially sold in the UK. If you find one of those British cars, you’ll notice that it also comes equipped with leather seats, stiffer suspension, and three more oil coolers. The ECU also features reprogrammed settings. This is in order to deal better with the climate and road conditions in this country.

Nissan Skyline GT-R R34 special editions

The stripped back N1 trim level made its return as well. On the other end of the spectrum, M-Spec introduced a more comfortable, laid-back persona to the GT-R.

However, as was the case with R33, the ultimate R34 was built by the likes of NISMO. Known as the Z-Tune, these 20 unicorns were all built atop converted donor cars. They featured a bigger 2.8-litre version of the RB26, while carbon fiber was also used in swathes to reduce weight. As such, the Z-Tune is the holy grail of all Skyline GT-Rs, let alone the R34.

Pros of the Nissan Skyline GT-R R34

• Most desirable iteration of GT-R
• Most advanced standard iteration of the RB26 motor
• Six manual gears rather than five.

Cons

• Potential for rust
• Prices for these have boomed
• There are several dressed-up GTTs floating around – don’t get caught out!

Common Problems

• Fried coil packs & split vacuum lines
• Popping out of gear (especially in first)
• Faulty LCD display

Nissan Skyline GT-R R34 Prices

In 2023, original R34 GT-Rs don’t sell for less than $/£100,000, assuming they’re in working order. In fact, the market is so variable depending on anything from mileage, to color, to spec, that you could be looking at prices anywhere between $/£125,000-$/£180,000. It’s certainly not unheard of for the $/£200,000 barrier to be breached in special cases, while the rarest, most legendary specifications are getting perilously close to half a million. Technically, the R34 GT-R still isn’t quite legal to import to the US (although the earliest 1998 examples will be), yet that’s not to say you won’t see any there. Again, expect similarly ludicrous prices.

If you’re interested in just how expensive Skyline GT-Rs can be, check out our list of the most expensive Skyline GT-Rs ever sold!

How to buy and tune a Skyline R34 GT-R

These days though, even a V-Spec is likely to set you back in excess of $100,000. If you’ve got that sort of cash lying around, feel free to check out our R34 buyer’s guide. Plus, if you want to read our hands-on review of the car, you can do so here. Looking to modify one? Check out our R34 tuning guide for all the info you’ll need.

As you can imagine, there’s plenty of modified R34 feature cars for you to cast your eyes over on the site as well.

Nissan GT-R ‘R35’ (2007-Present)

Ok, technically speaking, this isn’t a Skyline at all, but it most definitely is a GT-R. The R35 marked a split between the Skyline and GT-R nameplates, perhaps because Nissan felt that to take the GT-R to the next level, they’d have to leave its humble family sedan DNA behind. Instead, the R35’s bespoke platform straddles the divide between sports coupe and all-out supercar, thanks to a spec sheet as nerdy as Professor Frink.

For example, the nitrogen-filled tires were a much-spoken about element of the R35 upon its launch, such was the nitty gritty detail that had gone into its R&D. The car also boasted impressive-sounding features such as carbon-composite crossmembers, while a hermetically sealed lab housed the engine build… whatever that means. What an engine it was, too. Designated the ‘VR38-DETT’ code, its six cylinders shifted from an in-line orientation to a ‘V’ position, while capacity now stood at 3.8 liters. The twin-turbo idea stuck around from previous GT-Rs, but as the Japanese gentleman’s agreement had been cast aside by 2007, Nissan could now proudly laud the VR38’s 480hp in an official capacity.

In a bid to show off the new GT-R’s capabilities as much as possible, it wasn’t long before the R35 arrived in motorsport. Like previous iterations, it felt right at home in the Japanese Super GT championship, however the R35 also marked Nissan’s return to elite international racing as well. German duo Michael Krumm and Lucas Luhr would drive the car to outright glory in the 2011 FIA GT1 World Championship, while a successful GT3 program would follow suit.

Those race cars were rear-wheel drive in order to fit their respective championships’ regulations, but the GT-R’s staple ATESSA all-wheel drive system remained in place for the roadgoing version.

Nissan GT-R R35 updates

Already the most mechanically advanced GT-R ever built when it debuted, Nissan never quite managed to stop tinkering with the R35 over the next decade of the car’s (unusually long) lifespan. The first major facelift arrived in 2011, when revised engine architecture and ECU mapping boosted the VR38’s output to 530hp, alongside a stiffer chassis. Then just two years later, power increased again; this time to 544hp, while the suspension was also reworked. Finally, in 2017, the R35 GT-R got a light visual facelift at the front, smoother transmission, and an engine which now kicked out 565hp. Beyond the changes made to the base model, there was also a plethora of limited editions built along the way. In fact, there’s simply too many to cover all of them here.

The most important special editions, however, were arguably the Spec V (for old times’ sake) and the GT-R NISMO. The 2009 Spec V was an homage to the V-Spec cars of yesteryear, and featured a sprinkling of extra engine torque, as well as a weight-loss program that ensured it remains one of the lightest R35 GT-R variants to date. The NISMO edition, meanwhile first arrived in 2013, but got an update in 2020.

The latter version of the car adds more aggressive aero and red trim to the facelifted bodywork, as well as the same turbochargers found in the aforementioned GT3 racecar. Its carbon ceramic brakes are the largest ever fitted to a GT-R, and plenty of carbon was also used in its reworked bodywork to keep weight down. Nissan claims that this means the GT-R NISMO can accelerate to 60mph in less than three seconds, while top speed sits at around the 200mph-mark.

Pros of the Nissan GT-R R35

• Supercar levels of performance
• All the GT-R fun with added modern interior tech and design
• Widely available around the world

Cons

• Supercar speed means near-supercar prices
• Very sensitive to alignment & geometry
• Factory paintwork is weak

Nissan GT-R R35 Common Problems

• Noisy rear differential
• Transmission damage from launch control abuse
• Cracked rotors/discs from lead-footed brakers.

Nissan GT-R Prices

As far as prices go, well, the market for this car is just as wide-ranging as its spec sheet over the years. Early high mileage cars cost around $60,000, while low-mileage, newer cars sell for R34-rivalling prices; up to around $140,000 for something fairly close to standard, or nearer $190,000 for super-modified 1000PS beasts. Of course, there are still new and nearly-new examples up for sale in the US as well, while a facelift model is due in 2024. At the moment, fresh ’23 plate GT-Rs have a starting MSRP of $113,000, though with the current state of dealer mark-ups, don’t be surprised to see them sell for much higher figures in reality.

Over in the UK, the R35 is no longer on sale, so you’ll be restricted to the second-hand market. Happily though, prices are a little more down to earth. Entry-level examples can be picked up for £35,000, though the market does stretch up to and beyond £100,000 the newer and rarer you go. Recently, one of the UK’s most powerful R35 GT-Rs went up for sale for almost £200,000, though this featured an engine capable of almost 2,500bhp. As an aside, that car can complete the quarter-mile in 7ish seconds with a trap speed of near-as-dammit 180mph.

How to buy and tune a Nissan GT-R R35

Given how long the R35 GT-R has been around, we could go on and on, however for all the key bits of information you need about buying one, check out our dedicated buyer’s guide. And, as ever, be sure to take a look at some of our R35 feature cars. If you need advice on modifying one, have a read of our R35 GT-R tuning guide.

The future is almost certainly electric for the GT-R nameplate, but thanks to this lineage of six-cylinder heroes, its legacy amongst tuner culture will last forever.

Already got a Skyline or GT-R of your own that you want to tune? Check out these articles next:

• Best Modified Nissan Skyline GT-R feature cars
• Best wheels for a GT-R
• Best suspension for a GT-R
• Best exhaust for a GT-R
• Best air filter for a GT-R

Want to see some of the finest Nissan Skyline GT-Rs on display at an iconic venue? Then you’re in luck. Not only will you have the opportunity to ogle over modified Skyline GT-Rs, but Goodwood Motor Circuit will be filled with the finest Classic JDM cars, too. Be sure to check out our premier Classic Japfest event right here.

The post Nissan Skyline GT-R Ultimate Guide appeared first on Fast Car.

Why would you want a performance exhaust? Well, most standard car exhaust systems pose huge restrictions on a tuned engine, or even a standard one. The reason for this often comes down strict policies that manufacturers have to adhere to. This is either due to noise or environmental concerns. Although it can equally come down to a simple matter of ease of ground clearance, or ease of fitting.

Sometimes companies even deliberately make them restrictive so that the standard car isn’t too powerful. As a result, exhaust-based performance gains can be easy to achieve. The gains on an otherwise standard car could only be a few bhp but on turbocharged cars that could be 20bhp+. In that scenario, spool up tends to be improved too.

Lightness is another benefit of a performance exhaust. On particularly restrictive systems the reduced backpressure could in theory help reliability a little. So, now that you understand why performance exhausts can be so desirable, let’s dive a bit deeper into the intricacies.

Does a performance exhaust have to be loud?

No, a performance exhaust doesn’t have to be loud. Despite the common preconception, big power and big noise do not run hand in hand. If you had the money and space you could easily build a 1000bhp exhaust system that would pass every track day noise limit.

The reason most performance exhausts are loud is it’s a lot cheaper. It’s also a lot easier, and lighter, to make a loud exhaust. This is because it needs little or no silencers. It also goes without saying that sound is often an attraction to many buyers.

Silencers are not a restriction as long as they are straight-through versions. This means the path of the exhaust gas through the silencer is almost totally unrestricted, despite being quieter.

The main challenge with building a quiet exhaust is the price. A straight three-inch piece of pipe may cost $30 / £25, but a three-inch silencer could set you back $170 / £150. When you may need four to pass noise regulations, plus extra pipe work and labor costs, it’s easy to see why many performance exhausts are loud; if they weren’t many couldn’t afford them!

Track noise limits and performance exhausts

This is a big talking point among track day goers because a large number of cars fail the limits. Generally speaking, tracks have a noise limit of between 95dB and 105dB static. Some have drive-by limits as low as 85dB, low enough that even standard supercars fail the test.

Some circuits have purely static tests. This means you aren’t tested while driving. However, you can still be black flagged for being too loud on track. Some circuits have very occasional “noisy days” where there are no dB limits. Some occasionally turn a blind eye to cars noisier than the advertised limit on special events.

But this is rare, so if you ever want to hit the track you really need a quiet exhaust system. Also be warned that what sounds louder to the human ear isn’t always louder according to the decibel meter. The low rumble of a turbocharged car often breaks the noise limits on track days far easier than N/A; never presume your car is quiet enough or too loud, get it checked.

The final thing worth mentioning is that track days are being banned at locations all around the UK due to noise complaints. Complaints that would never have happened if the exhausts weren’t too loud in the first place. So it’s wise to fit a quiet exhaust regardless of the current rules at your chosen track or airfield.

Exhaust noise suppression

As already mentioned, track day noise limits are strict. Even on the road a loud exhaust attracts a lot of attention from the police. So, a quieter exhaust system can be a really good idea.

The trouble is you don’t want to lose any performance.  You also may not be able to get a full custom made ultra-quiet system, so what are your other options? Well, there are many, some cheap, some not so cheap; some free flowing, and some far from it!

Tailpipe bungs

These bolt inside the tailpipe and do exactly what the name implies and quietens down the exhaust. Although many people don’t realize this, a bung is hugely restrictive unless your exhaust was far too big in the first place. It can often cripple a car’s top end power output.

Bungs can literally be fitted and removed in minutes, but in the majority of places where you want maximum performance, you also need to be quiet, so their use is somewhat limited. As a quick emergency fix, the tailpipe bung is hard to beat. However, ideal it is not.

Extra exhaust silencers

I’m sure you’ve realized silencing via a restriction is a bad idea for performance. You need to do something better if going fast is your goal. The most obvious and effective solution is extra silencers, meaning no lost performance while still lowering the volume. Getting an extra silencer or two welded into your current exhaust system is an easy job for any competent welder or exhaust specialist.

If you don’t want to go this far and don’t mind your car looking a bit odd, some people fabricate removable extra silencers for track days. A real silencer is far more expensive than simply creating a blockage, but it is the price you have to pay for performance.

Exhaust bypass valves

An option which actually comes as standard on many performance cars is a bypass valve. This, unsurprisingly, bypasses your quiet, but restrictive exhaust at either the flick of a switch or at a certain boost pressure. This lets the gas out of a less restrictive but louder exhaust, generally a straight pipe. Again, this keeps static and slow speed volumes to a minimum, but won’t stop you being black flagged for excessive drive-by noise.

Flapper valves

Working in a similar manor to bungs are flapper valves, which are controlled either electronically or mechanically. When closed, they restrict the exhaust system and drastically lower the exhaust volume.

Unfortunately, when closed these are even more harmful to power than bungs, and we have seen turbo cars unable to reach even half their desired boost pressure with one of these fitted and closed as they are so restrictive.

Exhaust tailpipe direction

The most overlooked way of reducing your exhaust volume are cleverly placed exhaust outlets. Have you ever noticed a lot of race cars have turned down tailpipes so the exit actually faces the ground? This is so the sound waves hit the ground and are either absorbed or deflected everywhere, effectively and noticeably reducing exhaust noise.

Some people take this even further by having a side exhaust exiting from the opposite side of the car to where they know the noise meters are placed. A variation on this is to run one silenced side exit either side of the car, splitting the exhaust gas, and therefore the noise, 50-50 between each side.

Performance exhaust flames

It’s not uncommon to see a tuned car emitting flames from the exhaust, and the frequency this happens can be affected by the exhaust system. If you removed the entire exhaust from a car and revved the engine while looking at the exhaust ports you would see flames emitting from them on any engine. But the exhaust length and silencers make these flames invisible at the tailpipe.

On a more powerful car, especially one mapped to still inject fuel when off throttle, the flames can sometimes reach out of the tailpipe. Things like silencer boxes can reduce the chance of the flames a little. Conversely an exhaust that spits flames generally burns up the silencing material a little faster, reducing its effectiveness after a while.

As cool as exhaust flames look, the police really don’t like them, as our contributor Stav once found out in the past when he was handed a £750 fine for “Endangering the public”, and “Dangerous emissions from a motor vehicle” amongst other things due to his exhaust flames…

Do engines need backpressure?

Once again, the simple answer is no, despite the common myth saying otherwise. Fitting a huge exhaust system to certain cars may have bad effects, but this isn’t due to reducing backpressure. Backpressure is never a performance enhancer; you want as much exhaust gas out of your engine as quickly as possible. This means, especially on non-turbo cars, careful choice of pipe lengths and sizes so the exhaust gas moves as fast as possible out the exhaust.

On turbo cars it is simple, as manifold design has less effect and a huge post-turbo exhaust will only give gains with no losses. On non-turbo cars, although we won’t go into detail as it’s a hugely complex subject, any low down power lost isn’t down to lack of backpressure, it’s down to the diameter and scavenging effect of the new exhaust design moving the power band to higher in the rev range.

Screamer pipes

Most people will have heard of the term screamer pipe. It basically refers to a separate exhaust pipe coming from the wastegate of a turbo car. The “screamer” part of the name is due to this pipe normally being unsilenced and incredibly loud. As a wastegate doesn’t open until full boost, a screamer pipe wouldn’t cause any issues when driving normally.  Or for an MoT. But the noise is almost assured to get you black flagged on track.

There are two solutions to this. Either simply plumb the screamer pipe back into the rest of the system, which would quieten it down but potentially lose you power. Or keep the screamer pipe separate, but add a silencer or two to quieten it down. This option is the best for performance and noise reasons, but it adds significant extra cost and weight.

Performance exhaust emissions

Almost any car built in the last twenty years will need a catalytic converter fitted to pass an MoT emissions test. Unfortunately due to their design they are generally not very free flowing; exactly the opposite of what you want for performance. There are various ways of getting around this, namely a sports cat, a de-cat pipe, or a cat bypass valve.

A sports cat is the most effective solution. This basically means a larger freer flowing cat than the standard item, increasing flow without affecting your emissions. Unfortunately, sports cats are expensive and at high power levels can still pose a restriction, possibly necessitating the need for parallel sports cats.

The cheapest and simplest option is a de-cat pipe. This removes the cat altogether and replaces it with a straight piece of pipe. However, doing that will cause your car to fail any emissions testing. You’ll have to refit the cat come MoT time and hope you don’t get pulled over for a random emissions spot check. And besides, in this day and age, we need our cars to cause less pollution – not more…

The least common, but possibly the best overall solution, is to use an electronic or vacuum operated bypass valve. This lets the exhaust gas pass the restrictive silencer when needed, but travel through it when the car is being daily driven or checked for emissions.

Performance exhaust legalities

There is always a lot of discussion about the legality of exhausts, especially about where on the car they exit. Unfortunately, it is a real legal grey area. What one police officer or vehicle tester may be happy with, another may not. The reality is excessive noise is likely to get you noticed by the authorities, as will ones exiting from unusual places.

If you want the least bother, make your car as quiet and subtle as possible. But as long as they are quiet and safe enough, side exit exhausts, and even front bumper exits, are not illegal. Some vehicles come with both of these options as standard.

What are exhausts made of?

There are three types of materials commonly used in exhaust systems.  Mild steel, stainless steel, and titanium. Mild steel is by far the cheapest and is quite durable. However, due to its susceptibility to rust and stainless steel prices lowering, mild steel exhausts are rare.

Stainless steel is the most common type of exhaust material due to its resistance to rust. However, it can be brittle, especially on exhaust manifolds on turbocharged cars.

The final material is titanium which shares similar properties of stainless steel but actually weighs nearly half as much. This makes it the material of choice for serious race cars wanting to shed every last kilogram. The disadvantages of titanium include the fact that it’s very hard to weld properly, but most of all, cost. They’re generally around four times as much as a stainless system. So full titanium exhausts are rather rare and for big budget performance cars only.

Should I get a custom exhaust?

Although many people associate the words “custom exhaust system” with a one-liter Saxo fitted with a brace of six-inch tailpipes, the majority of big power cars will have had at least some of their exhaust system custom made. In fact, companies like Milltek are even developing fresh performance exhaust systems for new-age hybrid sports cars.

For many people custom exhaust components are fitted due to changes in the car’s turbo setup. There may also be a lack of adequate off the shelf parts, or they want to to make their current system a little quieter to pass track noise regulations.

There are countless custom exhaust manufacturers around the UK, all with varying equipment and skill levels. So, make sure they can build you the exact part you want at the correct size to avoid confusion. This is particularly true when it comes to larger bore piping, as not all companies are able to do it all. Need some inspiration? Check out some of the best sounding cars of all time.

Love modified cars? Be sure to check out our Fast Car Entertainment event series! 

The post Performance Exhaust Guide: It’s Not Just About Sound appeared first on Fast Car.

One of the key facets of car modification is to rework your pride and joy to fit into your lifestyle. This can manifest itself in many ways; some people build race and rally replicas or homages in tribute to heroic drivers they’ve always admired. Others are committed to the lows, getting their ride as close to the tarmac as possible, and everyday speedhump mishaps be damned. Some compromise on sportiness to incorporate a little more practicality to suit their family routines. However the game plays out, these projects are companions to our day-to-day reality.

For Simon, the owner of this bagged Mk3 Focus RS, the fusion of show and go has always been paramount. He likes his cars fast and agile, but also with a show-worthy finish. And he’s no stranger either; way back in the day Fast Ford featured his Orion Turbo, and he’s owned a whole bunch of Fiestas of various generations including an ST150 which, yes, Fast Ford also featured a few years back. Safe to say this fella knows his stuff.

Simon’s car history

“I’ve always owned modified cars since I started driving – mainly Fords as that’s what I was brought up around,” he explains. “I’ve had my fair share…” Yep, he does seem to have ticked a lot of Blue Oval boxes. And when it came to the acquisition of this Mk3, well – it was actually the pandemic that sparked it all off. The devil makes work for idle hands, and all that. With the world shutting down and options for recreation limited, this serial Ford modder started to get some funny ideas.

“I was actually looking for a Mk2 RS originally,” Simon recalls. “After viewing a few and not finding the right one I’d sort of given up, but then my brother suggested I start looking at Mk3s instead. So I joined a couple of Facebook groups, and the day I was accepted into one group this car had just come up for sale! I contacted the fella straight away and, after a bit of back and forth, we agreed on a price. I then hopped in the car and went to view the RS in Wales.

At the other end, I was met by a lovely guy who was selling it; unfortunately he was having some back problems and was struggling to get in and out of the car, so he just had to part with it – and I could tell that he really, really didn’t want to. As soon as he opened up the garage I was like: take my money!”

Buying the Mk3 Focus RS

What was hiding behind that door was something truly impressive. Having covered a mere 7,000 miles, the Focus really did look like new; the former keeper had a made a few tasteful mods and only really used the car for going to shows, and consequently the condition inside and out was little short of astounding. Certainly the type of tidy blank canvas upon which Simon could apply his own particular brand of modifying prowess.

Now, it’s an interesting quirk of modern life that most people these days seem perennially ready to compromise. You might book a grubbier hotel for your holiday so that you can stay one day longer, or choose the own-brand cereal because it’s half the price even though it’s half as nice, or stick with your winter coat for another season even though it’s full of holes because you’re sure you’ll never find another one quite as comfy.

It’s true of a lot of modified cars too; you may fit panscraping static lows and a deafening straight-through exhaust because those things are cool, even though you know it totally compromises everyday usability. Perhaps you’ll unbolt the rear seats and wang in a rollcage, despite the fact that now there’s nowhere for the kids to sit. Life’s just one huge balancing act really, isn’t it? Ah, but it doesn’t have to be this way. Simon knows what he’s about, and is eager to show us how it’s done.

Tuning the bagged Mk3 Focus RS

“I was buzzing to own an RS, as I had always wanted one,” he grins. “I started to do bits to it after a few weeks, but the need for more power was the thing that was really niggling me, so a trip to Sabre Tuning was booked and the long list of Mountune upgrades began from there.”

The power upgrades have been comprehensive, and what resulted was a Stage 2 powerhouse serving up a solid and reliable 440bhp and 447lb.ft, more than enough to keep that heavy right foot satisfied.

Putting the Focus RS Mk3 on air ride

With power addressed, there was another serious element to consider: uniqueness. Because as much fun as it is to modify and upgrade a car, it’ll always be a little deflating if you end up with something the same as everybody else’s.

“I wanted to make it different, and one of my mates suggested putting it on air,” Simon continues. “That got me thinking, and after a bit of research the decision was made – and luckily I managed to find an entire kit for sale! So it was time for another road trip to go and collect all the bits, and a couple of weeks later and a few late nights after work it was on and fully working, thanks to help from James Fisher and my brother. I’m so glad I did go air, as the car just looks awesome slammed; it’s not everyone’s cup of tea but it’s mine and I love it. Touch wood, I’ve had no problems with the car and the Air Lift system either.”

Interior modifications on the bagged Mk3 Focus RS

What’s really noticeable throughout the build is Simon’s attention to detail. No stone has been left unturned in the pursuit of finessing each individual aspect of the car, and his shopping list of parts must have been getting longer and longer throughout. Just take a look at the cabin, for example, and check out his enthusiasm for carbon fibre. It’s absolutely everywhere, subtle but insistent, from the steering wheel and handbrake to the door levers, gauge pod, gearknob, sills and all sorts.

Exterior modifications

It’s the same story across the car’s exterior, tasteful but striking, with Triple R Composites providing the front and side splitters, rear spats and diffuser, joined by a Maxton Design spoiler extension, Mountune spoiler wing splash, Autobeam sequential indicators, custom badging and various other niche accoutrements. It’s a greatest-hits of all the aftermarket has to offer, and it coalesces intelligently without looking overdone.

Conclusion

Sounds like he’s having difficulty leaving it alone then? “No, I think it’s done for the time being,” Simon laughs. “Now it’s just time to enjoy the car and get to as many shows as possible, as I’ve only actually done about 3,000 miles since I’ve owned it! But at the shows I attended through 2023 it had a great response and lots of nice comments – I’m looking forward to more in 2024.” You can catch Simon and his bagged Mk3 Focus RS on the Fast Ford stand alongside other modified Fords at this year’s Ford Fair.

That good karma, it goes in circles. Positivity never leaves a sour taste, and Simon’s infectious enthusiasm is sending good vibes across the RS community.

Photos: Ade Brannan.

Missed your chance to come along to Ford Fair? Well don’t miss out on our next event, it’s Trax Silverstone! With over 3000 cars set to be on display from a multitude of manufacturers, this one is not to be missed! For more information and tickets, visit the event website here. 

The post Bagged Mk3 Focus RS With 440bhp appeared first on Fast Car.

With our Fast Car event series in full flow, we’ve put together this complete guide to detailing your car to make sure that your car is not only being shown in its best light, but its bodywork is suitably protected as well. After all, detailing isn’t just about making a car clean, it’s also about ensuring its protected from the weather, road grime and other nasty bits of dirt then eventually lead to paintwork damage and in a worst case scenario, rust! Below, we’ll go through what car detailing is, the steps involved if you want to get the job done correctly both inside and outside, as well as comparing your detail at home to automated car washes and hand wash services as well as professional detailers. Finally, we’ll cover off some all important frequently asked questions when it comes to cleaning your car.

What is car detailing and why is it important?

Car detailing is the art of cleaning a car to a point at which it looks almost-new. It’s easy to give your car a quick wash and vacuum, but detailing transforms your car from looking OK to virtually new. It’s all about attention to detail, no pun intended. You can’t skip corners when it comes to car detailing. That means you need to cover off every area of your car, including your engine bay, tires and interior. It’s a step up from your regular car wash; you’ll need to introduce pre-washing, polishing, waxing and more.

It’s not just about looks, though. Car detailing also helps protect your car’s surfaces from the elements, and from wear and tear. Harsh grime and road salt can get trapped in the crevices of your car’s exterior, and if you allow all that muck to fester, it’ll eventually accumulate and start retaining water. From there, you’re staring at a slippery slope towards corrosion: the killer of cars.

So, if you want to keep your car looking and feeling like new, you’ve got to keep up with detailing to catch those finer areas which you might miss during a standard wash.

How to detail a car – which areas should I be cleaning?

Detailing a car is a skill. Doing it right, and in the correct order, not only means that your car is shining all year round, but it’ll also combat things like rust build up and paintwork damage. Besides, who wants to get into your car as a passenger if you’ve got dirty handles and snack packets in the footwell?

You don’t have to used a detailing service to get professional results either. Following these steps below, you’ll learn how to detail a car correctly at home.

Detailing wheels and tires

How long: 5-20 mins.
Products: Wheel cleaner.
Detailing gear: Bucket, grit guard, wheel brushes, tire brush.

Wheels and tires are the first things you should tackle when car detailing. This is because they tend to be the dirtiest areas. You don’t want to wash them after you’ve detailed the rest of your car. If you’re in a rush and your wheels aren’t too bad, you can get away with just spraying the wheel cleaner on and letting it dwell before rinsing it off, otherwise, you’ll want to use some wheel brushes to give the surfaces a thorough clean. A tire brush will help get your rubber clean and make sure you use a separate bucket with water to rinse off your brushes as you go.

Check out our step-by-step guide on how to clean your alloy wheels so you can perfect the process. You can also check out the best alloy wheel cleaners on the market right now.

Pre-washing a car / decontamination stage

How long: 10-30 mins.
Products: Pre-wash spray, snow foam.
Detailing gear: Soft detailing brushes, foam cannon.

When we think about what is car detailing, we immediately think about washing the car. But prepping the surface before using shampoo is essential for the ultimate shine. Done correctly, the pre-wash stage of car detailing will remove enough dirt to make the actual washing stage a breeze. A good pre-wash spray, like an MPC or citrus product, should be applied to the dirtiest areas of the car, like the lower portions of the panels, and allowed to dwell before you apply the snow foam. While this dwells, use your soft detailing brush on the window rubbers and badges before rinsing everything off.

If your car isn’t too dirty, and you’re short on time, go straight in with the snow foam. You’ll still get good results.

Check out our step-by-step guide on how to pre-wash your car so you can perfect the process. Looking for the best products? Check out our guide to the best snow foam.

Washing a car

How long: 20-40 mins.
Products: Shampoo.
Detailing gear: Wash mitts, two buckets, grit guards.

The detailing essentials here are your two buckets, both equipped with grit guards, and one or more microfiber wash mitts. Having two buckets helps to keep your wash water cleaner. The grit guards help to keep heavier particles at the bottom of the buckets. This prevents them from getting onto your wash mitt and potentially causing damage. Wash mitts, ideally microfiber ones, effectively lift dirt away and trap it, so it won’t scratch your paint while you wash.

Always wash from the top (the cleanest area on the car) to the bottom (the dirtiest); you can even use a dedicated wash mitt on the lower areas and another for your exhaust tips.

Check out our step-by-step guide on how to wash your car so you can perfect the process. Looking for the best products? Check out our guide to the best car shampoos.

Drying a car

How long: 10-30 mins.
Detailing gear: Drying towels.

The key to drying your car thoroughly, is using the biggest, most absorbent drying towel you can find. This will make your job so much easier. One of these will suck up the water far more effectively than other types of towels and cloths. This will leave you with fewer streaks and water spots. Again, it’s always best to dry from the top down. It’s also a good idea to have a spare towel to hand in case your first starts getting waterlogged and stops drying as well as it should.

Check out our step-by-step guide on how to dry your car so you can perfect the process. Looking for the best products? Check out our guide to the best car drying towel.

Applying tire shine

How long: 5-10 mins.
Products: Tire dressing.
Detailing gear: Applicator, cloths.

Applying tire shine doesn’t just leave your tires looking lovely and black. It also helps to keep your sidewalls looking cleaner for longer and protects the rubber from UV damage. It doesn’t take long to do and is always worthwhile. The quickest and simplest products to use are aerosols that you simply spray on and leave. Gels need to be applied directly to the tire by hand. If you’re not a fan of high-shine finishes, don’t worry, most tire dressing products can be applied in a way that will leave you with either a glossy or matt finish.

Check out our step-by-step guide on how to apply tire shine so you can perfect the process. Looking for the best products? Check out our guide to the best tire dressings.

Detailing a car’s engine bay

How long: 20 mins+.
Products: Multi-purpose cleaner.
Detailing gear: Detailing brushes, microfiber cloths.

The engine bay is one area of any car that very few people think about cleaning. However, it can get pretty mucky under the bonnet, so it’s worth keeping on top of alongside your car detail. You can go pretty full-on, opting for steam cleaning or even snow-foaming your engine. But, the simplest and safest way to keep your bay clean is with some MPC and some detailing brushes. This will allow you to shift grease and grime, instantly getting your engine bay looking that much cleaner and shinier with minimum effort.

Check out our step-by-step guide on how to clean your engine bay so you can perfect the process.

Using a clay bar on a car

How long: 2 hours+.
Products: Clay bar, quick detailer.
Detailing gear: Microfiber cloths.

What is car detailing without a little elbow grease? Claying your car isn’t something you’ll be doing often. It should, ideally, always be followed up with paint correction, as the process can mar the surface of your car’s bodywork. Clay is incredibly sticky and will lift dirt and contaminants that have adhered to your paintwork, which washing alone won’t remove. You’ll be amazed at just how much dirt claying will remove, especially on a car that’s never been clayed before, and it will leave the surface of your paint incredibly smooth to the touch.

Take your time, don’t rush, and do each section carefully and thoroughly. If you are in a hurry, you can use clay mitts and cloths, many of which only need to be used with shampoo rather than quick detailer, and these will deliver good results but can be a little aggressive, meaning clay bars are still the best choice.

Check out our step-by-step guide on how to use a clay bar on your car so you can perfect the process.

Polishing and paint correction car detailing

How long: 3 hours+.
Products: Correction compound, polish.
Detailing gear: Dual-action polisher, cutting pads/discs, polishing pads/discs, paint-depth gauge.

Paint correction might seem intimidating, but done correctly and with care, you can get exceptional results. It’s not a step you should be skipping if you want the ultimate car detail. This process involves using a cutting compound to remove the microscopic layers of lacquer that have swirls and imperfections in. This leaves your paint looking incredibly shiny, with stunning depth and crystal-clear reflections. A dual-action polisher makes the job that much easier, and the action of the head means that it’s very safe to use, making it almost impossible to damage the paint.

If you’re serious about the job, you can use a paint-depth gauge to make sure your paint isn’t too thin.

The general rule of thumb is to always start with the least aggressive compound on the softest pad, which will give you an idea of whether you need to go to a more aggressive combination if you’re not getting good results initially. You’ll be working your way across your car’s bodywork, section by section. You never want to try to correct too large a portion at once; it’s always better to work in smaller, more manageable sections and always take your time.

If your paint is bad, it might need multiple passes to remove the worst of the swirls. Once you’re done with correcting the paint, polishing will help to refine the finish, leaving you with stunning paintwork.

Check out our guide to paint correction for more advice. Looking for the best products? Check out our guide to the best car polishes.

Waxing a car

How long: 20 mins+.
Products: Paste/liquid/spray wax.
Detailing gear: Applicator, microfiber cloths.

Waxing your car will enhance the gloss and shine of your paintwork, as well as helping to protect it and keep it cleaner for longer. Paste wax is the more traditional choice, but it requires a bit more work as you have to spread it over the whole car by hand, let it cure and then buff it off, so it’s a bit of a workout. Burning a few extra calories while you’re detailing your car isn’t such a bad thing now, is it?

Liquid waxes are much quicker to apply, and you will often find the same version of paste waxes in liquid form. While you still have to apply the wax by hand, applying a liquid is obviously much quicker and easier than a paste. Finally, spray waxes are ideal for those who want the gloss and shine, but without taking all that time and effort, and these days you don’t have to compromise as the latest spray waxes offer incredible durability and protection.

Remember to always wax out of direct sunlight, go section by section, and have a handful of microfiber cloths to hand to make removal and buffing easier.

Check out our step-by-step guide on how to wax a car so you can perfect the process. Looking for the best products? Check out our guide to the best car waxes.

Maintenance car detailing

How long: 30 mins+.
Products: Quick detailer.
Detailing gear: Microfiber cloths.

Attempting to detail your car’s paintwork between washes might sound like a terrible idea, but as long as your car isn’t too dirty and it’s done carefully, you can get your car’s paint looking lovely with just a little effort. The key is to be gentle and take your time, using liberal sprays of quick detailer to lubricate the bodywork, then gently wiping with the microfiber cloth to lift the dust and dirt away. It’s the perfect way to keep your car clean in between washes while also adding an extra layer of protection via the quick detailer.

Be sure to check out our guide on how to maintenance wash a car.

Interior car cleaning

How long: 20mins+.
Products: Interior cleaner, carpet cleaner, leather cleaner.
Detailing gear: Detailing brushes, carpet and upholstery brush, microfiber cloths, vacuum cleaner.

The state of your interior will naturally dictate how long it will take to clean, but the good thing is that you can obviously do as much or as little as you need and as you have time to do. While vacuuming your carpets is a given, it’s also a good idea to vacuum in the creases of your seats to get all those little bits of dirt that are stuck in there. Cleaning your leather seats is one thing, but never underestimate just how dirty your leather steering wheel gets.

Some leather cleaner, a brush and a microfiber cloth will remove so much grime and leave your wheel looking and feeling much nicer. Don’t forget your door and dash trims, too, and some time with a detailing brush and interior cleaner will shift dirt you can’t even see and get your interior feeling so much fresher and nicer.

Check out our detailed guide on how to clean your car’s interior for more advice. Looking for the best products? Check out our guide to the best interior detailer.

Headlight restoration

How long: 20 mins+.
Products: Headlight lens restoration kit.
Detailing gear: Drill.

Ugly, faded, cloudy yellow plastic headlight lenses not only look ugly, but they also reduce light output, so restoring them is well worth the effort. The easiest way to do this is using a kit that includes everything you need – some will come with a drill attachment that makes polishing off the yellow layer that much easier, while others are designed for hand application. The key is to apply a protective coating after polishing, as otherwise, UV damage will cause them to turn yellow again, so look for a kit that already includes that and never skip that step.

Check out our step-by-step guide on how to clean car headlights. Looking for the best products? Check out our guide to the best headlight restoration kit.

Car glass cleaning

How long: 10 mins+.
Products: Glass cleaner.
Detailing gear: Microfiber cloths.

Washing your car will clean the glass, naturally, but it won’t be as clean as when you do it yourself properly and don’t forget about the inside of your glass, too. Depending on how dirty your glass is and how deep a clean you want to administer, you can go so far as claying your glass to remove contaminants that are really bonded onto the surface. You can also use glass polish, which will also help to deliver a deeper clean than just glass cleaner on its own. And, once you’re done with the glass on the outside, make sure you take the time to clean the inside as well, as it gets dirty too and will impair your vision.

For more advice, check out our step-by-step guide on how to clean car windows. Looking for the best products? Check out our guide to the best car glass cleaner.

Car trim restorer

How long: 15 mins+.
Products: Trim restorer.
Detailing gear: Applicator pad.

Faded black plastic trim looks awful, turning grey or white over time, and it can really ruin the appearance of your car. Luckily, restoring it to its former glory is quick and easy, and all you need is some trim restorer and an applicator, and you are good to go. Which is why we’ve mentioned here in our what is car detailing guide. It won’t be permanent, but it’s so easy to do that it’s no big deal to re-do it whenever your trim starts fading again.

Check out our guide on how to restore black trim on a car for more advice.

Metal polish

How long: 10 mins+.
Products: Metal polish.
Detailing gear: Microfiber cloths.

Getting the perfect finish on the metal elements on your car adds that final touch. All you need is your metal polish of choice and some microfiber cloths, plus a little elbow grease, and not only will you get those metal surfaces looking instantly better, but you’ll also help them to stay shinier and cleaner for longer.

Check out our guide on how to polish metal on a car for more advice.

DIY car detailing vs hiring a professional detailer

Depending on the condition of your vehicle, if you’re keen to put the time in, you can get some fantastic results detailing your car at home. This is especially true if you’ve got your hands on the right products and equipment to get the job done. This means you’ll want products for each area of the car listed above, as well as things like microfiber cloths, two buckets, wash mitt, wheel brush, a drying towel and applicators for your wax/polish. This is the minimum if you want to do a good job at home, which means there are some initial costs. To take it to the next level, you’ll need a machine buffer for applying polish.

With that in mind, it all depends on the condition of your vehicle. If it’s relatively new, or has been maintained well over the years, then you should be able to deliver all you need from home. However, for cars that require more paint correction, hiring a detailing professional can bring your car up to showroom condition. That level of service doesn’t come cheap, however. The very basic detailing services will costs around $/£50, but this figure can quite easily climb to over $/£500 depending on the condition of the vehicle and the time taken for paint correction. This would usually be called restorative car detailing at this stage, as this is reserved for the very worst condition cars.

Remember, though, professional car detailers are not magicians, so you’ve got significant bodywork damage, no amount of polish will buff that out.

Automated car washes vs. washing your car at home

Now, before we properly get started, you might be wondering why we don’t suggest just using one of those automated car washes you see at the gas station. After all, the take the hassle out of the job, right?

True. But at what cost? Truth be told, if you want to clean your car well, a automated car wash is NOT the way to do it. There’s a ton of reasons for this. Firstly, those big spinning cloths that envelope the car as it passes through the automated tunnel aren’t exactly the gentlest of devices. As such, they’ll typically leave your car with swirl marks, and potentially paint chips too. Heck, we’ve even heard horror stories about those brutish spinners ripping of antennas or damaging bodywork trim. Though admittedly, modern automated car washes pose less of a risk of such dramatic results than they did when the technology was new.

Nowadays, there are also some automated car washes which use touchless water jets. This eradicates the potential harm caused by a massive spinning brush, but to make up for its potency, touchless car washes tend to utilize harsher chemicals in the shampoo that they use. As a one-off, or very infrequent solution, this is unlikely to do real damage. But, if you get lazy and repeatedly rely on these touchless systems in the long-term, don’t be surprised if you eventually notice your clear coat starting to peel away. On top of that, these facilities tend not to have drying equipment, which will leave you with a bunch of annoying water marks every time you detail your car.

Verdict

Ultimately, while an automated car wash may be tempting as a quick and easy solution, it’ll never be as thorough or gentle as a traditional hand wash at home. And trust us, even if you’re not a fan of manual labor, car detailing doesn’t have to be a nightmare.

Not only that, but automated car washes completely ignore your car’s interior. After all, you spend most of your time inside the car, so why shouldn’t that be detailed to as high a standard? Pick up your vacuum, some interior detailing spray and go to work with your microfiber cloth.

Car detailing FAQs answered!

We’ve already answered what is car detailing, but what else do people ask? Here, we’ll answer some of the most frequently asked questions when it comes to car detailing. Splitting myths from reality, and explaining why you need two buckets, not one.

Should you use two buckets or one bucket washing your car?

90-percent of swirl marks are inflicted during the washing process. Using two buckets allows you to have one bucket with the shampoo solution in and a separate rinse bucket with a grit guard at the bottom. This means the mitt is clean when it goes into solution and then on to the car, this drastically reduces the chance of swirl marks in the contact washing process.

What is clay barring? Isn’t this something best left to the professionals?

Claying is probably the best investment in time when it comes to preparing your car’s paintwork. Clay is basically a reset button for the upper surface of your paint. If your car feels rough to the touch after a wash, then clay is for you. It will remove all above-surface contaminants such as overspray, traffic film, wax, everything! Allowing you to assess the surface and then attack those swirls marks!

Apart from making your tires look like new, are there any other benefits to using tire shine?

This is always a hard topic as it’s personal preference. Some people don’t like them dressed, some like a high gloss finish and others are somewhere in the middle.

Can you use dish soap to wash your car?

No. Don’t do this. While it’s very good at removing food and grime from your dishes, it’s no good on your car. In fact, the same degreases eat away at any wax or sealant you have on the car, leaving your paintwork exposed to damage. Avoid the dish soap!

Can detailing your car too often damage the paintwork?

No. We’re not sure where this myth came from, but it’s certainly not true. In fact, the dirt and grime that builds up over the course of a week of driving is more damaging to your paintwork then cleaning it. This is provided you’re cleaning your car correctly, as incorrect methods can lead to paintwork damage such as swirl marks.

Is it worth investing in a pressure washer?

If you like an easy life, yeah, I would. Car cleaning isn’t much fun without one and they tend to use far less water than a normal hose anyway.

Click here to browse some of the best on the market.

Is 100 percent carnauba the best wax I can buy?

Despite some manufacturers’ claims, no car wax is 100 per cent carnauba. You wouldn’t be able to use it – carnauba is about as solid as concrete in its natural form. Most car wax products have a natural wax content, like carnauba, and the rest is a mixture of solvents and other additives that make it possible to apply and enhance its properties. Of course, you can have a product that only contains carnauba and no other type of natural wax, as well as all the other stuff, and clever marketing could say that’s ‘100 percent carnauba’. But the wax will never be 100 percent of the whole product.

Here’s a guide to the best car waxes in 2023.

Are spray-on tire dressings better than paint-on ones?

There are good tire dressings and there are not so good ones. Silicone solvent-based shines are more suited to brush or sponge application, because you don’t want them misting all over your paint. Water-based dressings are better to spray on because they won’t smear on paint and are more easily absorbed into the tire. The thing to look out for is something that’s high shearing. This means it actually gets thicker as your wheels spin, so it’s less likely to splatter all up the side of your car. Low shear tire shines get thinner, and that’s not ideal.

What’s the best way to care for my vehicle wrap?

Mainly regular washing. Unlike paint, vinyl wraps won’t benefit from abrasive polishes. I suppose technically you could wax a gloss wrap, but that would depend on the solvents and other ingredients used in your wax. You can use quick detailers on both gloss and matt wraps along with matt paint surfaces, but always read the label on your product and, if in any doubt, ask first.

Is there actually a real difference between wax and polish?

A huge difference. A polish is an abrasive. Not an aggressive abrasive like a compound, but abrasive enough to clean and refine paintwork. It’s a preparation product, whereas a wax is a protectant. No true wax is abrasive, it’s just there as a sacrificial layer to protect your paint… along with all the hard work and preparation you’ve put in.

We’ve done a full guide on the differences between wax polish right here.

How often should I wax my car?

A good quality wax or sealant should last up to three months, but you shouldn’t wait that long to clean your car. Personally I’d recommend cleaning and waxing or sealing once a month, to build up a good barrier to the elements. After three or four applications you’ll hit a nice plateau of protection.

For more advice, check out our full guide on how often should you wax a car.

Do I need a special type of wheel cleaner for polished wheels?

It’s definitely important to check that your wheel cleaner is safe for your particular wheel finish. There are basically three types of wheel cleaner. Traditional acidic cleaners have plenty of power for melting away baked-on brake dust and can be used on the majority of painted and clear-coated rims. That said they are generally corrosive and not something you’d want to use all the time. Never use these on chrome, polished or other sensitive surfaces.

Check out our guide to the best alloy wheel cleaners.

What is an LSP in car detailing?

One of those annoying industry buzzwords. It means Last Stage Protection and refers to the waxes or sealants you apply in the last stage of car detailing. Your paint’s final barrier to the elements.

How do I use snow foam?

Snow foam is great stuff and can be used either through a foam lance on a pressure washer or even a cheap garden sprayer. The idea is that you spray the diluted foam all over your car, wait a few minutes while it breaks down and lifts off dirt, then rinse off, so you can go on with your sponge and shampoo. There’s two types to be aware of – alkaline and PH neutral snow foams. Alkaline foam is great for cleaning bug splats and fuel stains, but is pretty harsh and can damage wax or sealant layers. That’s why I’d only recommend those for professional use, or for the guys trying to get right back to the paint. PH neutral foams are a little milder and safer for continued use, like a nice dusting in the summer, and won’t strip waxes.

Check out our guide to using snow foam like a pro here.

What is a ‘non-stripping’ shampoo?

I suppose that means it claims it doesn’t strip wax or sealants. But then no shampoo should strip wax or sealants anyway. Technically speaking, every car shampoo should be ‘non-stripping’. But be sure you’re using the best, check out our guide to the best car shampoo.

What is a sealant?

A sealant is synthetic material developed to protect your paint, basically a man-made version of a wax. Waxes are a natural product, whereas a sealant will be a mixture of manufactured fortified polymers. Some prefer using sealants to waxes, some prefer waxes and some like to use both. As to which are best? It’s all down to personal preference. Neither is going to hurt.

How do I use an electric polisher?

They can be a minefield especially in the DIY market. If you must use one at home firstly only use a very mild compound, not an aggressive one. Secondly look at the type of polisher. I wouldn’t recommend a rotary polisher. Many on the market spin way too fast and it’s far too easy to melt the paint and rip the pad off if you don’t keep it moving – I’ve done it myself! You don’t have the same problems with a DA (dual action) polisher as you’ve got much more control, but they can be very expensive for a good one. Polishers are very effective if you know what you’re doing, but don’t forget you’ve only got the lacquer layer to work with. If you’re down to the paint that’s way too far.

Should I use a chamois leather on my car?

It’s much better to dry your car with a clean microfiber cloth. Dragging a chamois over the surface of your paint isn’t always the best. Many are treated with oils that can leave a nasty smear that you’ll have to buff off. Microfiber cloths are cheap enough and much easier to clean. Just remember to chuck them in the washing machine when you’re done.

The post Car Detailing: What Is It and How To Do It Properly appeared first on Fast Car.

Adam Pope’s Fiesta Mk3 RS turbo

We doubt this car needs any introduction, after all, it’s been shared around social media more times than an Only Fans model. It is of course Adam Pope’s incredible RS Turbo. This little Mk3 Fiesta has been featured twice on Fast Ford magazine, with its latest update featuring a 335bhp ZVH engine, complete with a gnarly looking Owen Developments GT3071HTA turbocharger.

It’s not all about the engine, either. It’s got the chassis to match the performance thanks to a Clubsport inspiration. Inside you’ll find a roll cage, harnesses, fire extinguishers and more. Or less. Well, less is certainly more here.

Make sure you snap some shots of Adam’s Fiesta RS Turbo at Ford Fair on Sunday, August 11th, it truly is one of the best modified Fords in the scene right now! You can check out the full feature on the Mk3 Fiesta right here.

John Easton’s Mk2 Focus ST

Phwoar, now this is a bit of old school right here. No, not that old school, you’re forgetting it’s 2024, not 2014… Back in the ’90s and early 00s, Lamborghini doors (or scissor doors, whichever you prefer) were the in-trend thing. It didn’t matter that you didn’t have the Raging Bull on the bonnet, these were fitted to Novas, 205s, Saxos, pretty much anything. Then one day, all of a sudden, they were no longer cool. Maybe it was Pimp My Ride that saw its decline? Whatever it was, John decided enough was enough, and brought a flavour of the ’90s to 2024 with his Mk2 Focus ST.

Merging retro styling with your typical modern day Ford tuning, the combined package is a 330bhp hot hatch that can sit on the ground at the push of a button and ooze coolness. Different is an understatement. And for all you lot saying “we’re bored of seeing the same Mk2 ST and RS Focuses at Ford Fair”, well John’s sticking his middle finger up in the name of individualism. Kudos John, we love it!

Want to read the full feature? Then check out John’s bagged Mk2 Focus ST right here.

James Edge’s X-Pack Mk2 Escort F20C

If the last car wasn’t old school enough for you, then this one certainly will be. Except if you’re a purist, you might want to look away now. If there’s one thing we love at Fast Car, it’s a car with an engine swap that really shouldn’t be there.

You see what James has done here is combined one of the world’s greatest naturally-aspirated engines of all time, the F20C from the Honda S2000, and shoved it straight under the bonnet of his Mk2 Escort. And as if the standard 240hp wasn’t enough from the F20C, he then decided to turbocharge it. For someone like James, though, who’s confessed to having owned over 150 modified cars over the years, this isn’t out of the ordinary. He’s a proper car enthusiast.

Peak inside and you’ll spot Bride seats, which for many JDM enthusiasts is enough to make them weak at the knees. Then you only have to glance over the bodywork to spot the carbon fibre additions. Chassis-wise it has a custom suspension setup comprising of Gaz coilvoers and Hallscorts rear leaf springs with adjustable top mounts. And when it comes to slowing down, AP 4-pot calipers do the job perfectly. If you want to dive into more details on this car, then check out James’s Mk2 Escort feature here.

While Ford was busy bringing back the Capri as an electric car, James was showing the world what can be done when you revive an old Ford correctly. And yes, that includes the Japanese engine too! Don’t miss seeing one of the best modified Fords in the UK at Silverstone this August 11th.

Geraint James’ Mk7 Fiesta ST

“Oh god, is that a Mk7 Fiesta ST on air, another original build then”. Shhh. When you hear the story about the life this Mk7 Fiesta ST has had, then you might think twice about saying that statement again. While it’s no lie that the current top modifying trend is air ride and some cool wheels, this Fiesta ST goes far beyond that. What started life as essentially a back-road hair-raiser, has blossomed into a clean show car build. It’s lived a hard life, but under Geraint’s ownership, has shown its tender side, perfectly highlighting that the Fiesta ST can indeed do it all. Oh, don’t think Geraint doesn’t let things get a little spicy behind the wheel, after all, it’s still got 250bhp on tap…

You can read the full feature on Geraint’s Mk7 Fiesta ST here.

More modified Fords on the Fast Ford stand

Fast Ford editor Dan Bevis has put together an awesome mix of cars for the show. While we’ve selected some of the best modified Fords above, we thought we chuck some honourable mentions down below. Don’t forget, Ford Fair 2024 is a sell-out event. That means there’ll be over 3000 cars on display, with busy track sessions throughout the day. If you haven’t already secured your public ticket, then now’s your chance! You can find out more about what’s happening at Ford Fair 2024 right here, or head to the event website to purchase your public tickets here.

Chris Beachim’s Escort RS Turbo S2

Simon Tudor’s bagged Mk3 Focus RS

Sophie Irvine-Dunnett’s Mk6 Fiesta TDCi

Martyn Lowe’s Mountune MR200 Fiesta

Alan Williams’ Cosworth Mk1 Focus

The post Best Modified Fords On Display At Ford Fair 2024 appeared first on Fast Car.

Seven hundred and sixty-five horsepower. It’s an impressive figure for something with a big engine, a 2JZ Toyota Supra Mk4 for example. Or a dedicated drag car. But for a road-legal, front-wheel drive modified Civic Type R with a relatively humble 2.0-litre inline four under the bonnet, 765bhp is just insane. Beautifully, wonderfully insane.

Tuning an engine to more than treble its output is an expensive puzzle. Building a mint show car is time-consuming, but we’re sure Adam would point out he never set out to build a show stopper, or particularly considers his turbocharged Honda Civic Type R FN2 to be one. However, doing both to one car is a costly, labour-intensive challenge that would defeat most sane people. Fortunately, 30 year-old Adam Flowers isn’t sane. Hang on, this isn’t coming out right…

What we mean is, Adam has a special kind of commitment that only the most speed-addicted performance tuning junkies possess. He’s the kind of guy that doesn’t understand the phrase ‘that’ll do’, let alone uses it. He’s far more likely to do his best Oliver impression and ask for more – as the tortured K20 engine hidden under that Tegiwa carbon-fibre bonnet knows only too well.

FN2 naturally-aspirated tuning

‘It all started with a simple HKS induction kit,’ remembers Adam with a smile. ‘The kit sounded phenomenal, you could really hear the VTEC crossover.’ How many more innocent young wallets is the VTEC bark going to empty? This seems to be a reoccurring theme among Honda heads. Although few go as far as Adam.

‘I bought the car way back in 2011, with about 17,000 miles on it,’ he adds. ‘Championship White FN2s were rare at the time, they only made 600 Championship Editions in total and I’d never seen one before I bought mine. It was something a little different, and stood out from the rest of the FN2 Type Rs. In excellent original condition with only one previous owner, it was the perfect base to build a tidy, fast car.’

Within weeks, Adam had started the transformation. Initially he went down the NA route, aiming to improve the car for the road with occasional track use. The engine tuning focused on breathing mods including an RRC inlet manifold with a J35 throttle body, a Tegiwa exhaust manifold and a Milltek Sport non-resonated exhaust system. Honda tuning gurus TDi North remapped the car using Hondata Flash Pro, where it kicked out 240bhp. A decent hike from the original claimed output of 198bhp.

Initial chassis changes

At this point Adam discovered a couple of surprisingly effective upgrades. He explains: ‘I fitted some Eibach 30mm lowering springs and had a fast-road geometry setup that transformed the way the car handled. I know some people point out the FN2 has a solid rear beam rather than the independent rear suspension on other Hondas like the earlier EP3, but the bodyshell is also significantly stiffer than the EP3 too. After the alignment it was so much more planted in the corners, and is definitely a worthwhile mod.’

He also bought a used set of Stoptech Touring Series brakes off one of the Honda forums. ‘I actually couldn’t believe the difference, I was never impressed with the OEM brakes but the jump was massive. For a long time the brakes were my favourite upgrade and I would recommend them to anyone tuning an FN2.’

Time for forced induction

Shortly after, Adam took his increasingly hot Honda to its first track day at Oulton Park, where it performed well, with no issues there or on the drive home. However, there was a much more epic transformation just around the corner. Adam remembers: ‘I did some bodywork next; Mugen-style front splitter and rear spoiler, GP rear diffuser, black mirrors, etc. After a while I started looking at ways of getting more power.’

‘For me, NA tuning is such a costly exercise and I didn’t think it would return the power I wanted anyway, so I started looking at the pros and cons of supercharging or turbocharging the engine. I did lots of research but seeing a 500bhp turbo FN2 tuned by TDi North in action cemented my mind. It wasn’t just the power, it was all the turbo noises I loved too, the roar of the screamer pipe.’

Adam ordered a TDi North GT30 turbo kit, along with a stage four Competition Clutch and Wavetrac 4.7 limited-slip differential to help put the power down. Initially, the turbo kit bolted onto the standard K20Z4 engine. With the turbo blowing through the Milltek Sport 2.5in exhaust, and the Hondata Flash Pro still enabling the ECU tweaks, initial power was 370bhp, but after a few weeks that was turned up to 400bhp, then 425bhp and soon after 450bhp.

Unfortunately, one spirited drive resulted in him stripping fourth gear. This was a turning point in the project. But after spending a few quid, Adam knew he was at a crossroads. One way involved spending even more money to ‘do it properly’, the other was to just sell what he had and move on. He was seriously considering throwing in the towel.

Forged engine and upgraded transmission

Thankfully he came to his senses, priced up a 600bhp build with the guys over at TDi North and dropped his car off for work to begin. He admits: ‘It felt like taking ten steps back from the 450bhp I had and starting again, but I’m so glad I did it now.’ To prevent a repeat of the gearbox issues, Adam bought a list of upgrades including a PPG 1st to 4th gear set, plus MFactory carbon synchros and uprated driveshafts. An even bigger investment went into the engine.

Clockwise Motion in Worcestershire have built some of the most powerful K-Series engines in existence. While TDi North have tuned some of the fastest Hondas around, including cars that have dominated in the UK Time Attack Championship, VTEC Challenge and the Jap Drag Series. These tuning superpowers combined to create something very special. Clockwise Motion provided a short motor (sleeved block with a fully built bottom-end), along with a fully worked-over cylinder head. These were then assembled and ultimately tuned at TDi North, who by this time had replaced the Hondata with EcuTek management. The results were incredible.

700bhp+

With a GTX3582R turbo in place of the GT30, power quickly shot up to the 700bhp mark. ‘I was over the moon with that,’ says Adam, ‘that was way more than I expected, but TDi reckoned there was much more to come. And they were right! We ended up at 765bhp at 23psi of boost, a new record for a road-driven FN2 in the UK and possibly even Europe too! I was blown away. I never expected that result.’

What the turbocharged Civic Type R FN2 is like to drive

So what’s it like to drive a front-wheel drive car with 765bhp? ‘Surprisingly easy,’ claims Adam. ‘I don’t actually use the traction control at all, just my right foot. Obviously if you’re heavy on the throttle it will spin up and won’t stop wheel-spinning until the top of third gear, in the dry. So it’s a monster if you want it to be, but it also grips amazingly well if you drive it properly.’

It’s a real looker too. We love the black and white theme, particularly the aggressive front-end with the bumper cut-outs, canards and the minimalist front grille. ‘Yeah, I’m really pleased with the grille,’ says Adam. ‘A few people have told me it looks unfinished but I like the fact it exposes all the coolers. It’s just a standard grille with the centre section cut-out. Everyone has a Mugen grille but I wanted something different.’

A lot of attention has been paid to the finer details too. The colours of the Buddy Club bucket seat neatly match the original passenger seat. Equally, Adam has made good use of the crackle black finish under the bonnet. If it wasn’t for the gold heat-wrapping and Hybrid Racing fuel rail, you might not suspect Adam has touched much under there. Until he starts it up that is.

Verdict

It’s hard to get over how well presented this FN2 is. The mighty power figure will always grab the headlines but it’s not until you have a good look over the car, that you realize every single component is beautifully presented.

We often talk about performance tuning as being a game of compromises. You aren’t supposed to be able to have it all. However, Adam’s car demonstrates how small you can make those compromises, if you have a clear vision and the determination to push it through. Having the support of experienced tuning companies at the top of their game helps too. This front-wheel drive street car has just re-written the rule book. Seven hundred and sixty five brake horsepower. That’s not just raising the bar, that’s throwing it into orbit.

Billet Turbo For Honda Civic Type R FN2

The Garrett GTX3582R turbo hiding in the engine bay spins the wrong way. Unlike most turbos, this second-generation ‘supercore’ turbo spins anti-clockwise. This helps it squeeze into the Civic’s engine bay along with all the necessary piping. It features a stainless-steel .82 v-band turbine housing made by AET Turbos and has a forged billet compressor wheel. The main advantage of the billet wheel is that billet is stronger than traditional cast wheels, so it will handle more boost and abuse.

Limited Slip Differential

With just two front tyres trying to keep the full force of 765bhp under control, Adam has made some upgrades to stop them from spinning stationary. A Wavetrac LSD puts up an impressive fight, distributing power to whichever wheel has the most grip. While the tyres themselves are Yokohama Advan AD08R semi-slicks. Adam has been very clever with the wheel widths and offsets. He’s squeezed wide 235/40/17 tyres on the front, and has a pair of chunky 255/40/17s to go on very soon. Perhaps most importantly of all, the EcuTek has been calibrated to provide boost-by-gear. Less boost is available to the engine in the first couple of gears to help lay down the power.

Unbreakable Engine In Turbocharged Honda Civic Type R FN2

The foundations for this monster engine are extremely sturdy. Clockwise Motion has fitted the K20Z4 block with Darton Modular Integrated Deck (MID) wet sleeves. This reinforces the cylinder walls ready for boost. The stock crankshaft is forged from the factory. This has been complemented with Saenz rods with L19 bolts and Omega pistons. A host of other upgrades help keep the engine reliable. This includes an FD2 oil pump balance delete kit, which is lighter and provides greater oil pressure at higher rpm, preventing oil cavitation.

Using Your Head

Much of the magic of the rev-happy Honda VTEC engines lies in the cylinder head. Not only because of the clever switchable cams but also the overall geometry of the combustion chamber. In short, Honda K20 cylinder heads flow really well, even in standard form. Clockwise Motion has maximised the gains in this area. With extra porting and a 3-angle valve job using a mix of the firm’s own exhaust valves and Supertech intake valves. Double valve springs and uprated steel retainers help to keep the valves under control at high rpms. The ‘head is clamped down onto a Clockwise Motion head gasket using ARP bolts.

Fuelling System For Tuned Honda Civic Type R FN2

Adam points out the fuel system was one of several bottlenecks discovered along the way to 765bhp. It became a problem around the 550bhp mark. The solution was to fit a swirl pot with a combination of Walbro 225lph and Bosch 044 fuel pumps. Similarly, the 2.5in exhaust was never intended for forced induction, so TDi North fabricated their own 3in system. Lastly, Adam needed to find some colder copper-cored plugs and gap them closer. This was due to the boost pressure blowing the spark out prematurely.

ECU Wizardry

EcuTek provides the brains for this Championship Edition FN2. If you haven’t experienced EcuTek, it’s like engine management and a game app rolled into one. You can control loads of things using the app on your mobile phone, which makes changing things on the go really easy. Among the toys available to Adam are launch control, flat-shift, adjustable traction control, multiple maps, data logging and lots more besides. It’s an incredible system that we know TDi North are particularly keen on.

Words: Dan Goodyer. Photos: Dan Sherwood.

If you love cars like this, then you don’t want to miss out on Trax Silverstone this September 1st. In fact, we first spotted this car back at Trax 2018, and since then has developed into what you see here. It’s these types of ground-breaking cars that you’ll get to witness first hand at Silverstone. So don’t miss out! Check out the Trax event website here. 

The post Turbocharged Honda Civic Type R FN2 With 765bhp appeared first on Fast Car.

How much power is enough power? Well, for our mate Buzz, apparently there is no limit. You might have seen this car before, not only has it been to our event, TRAX (and will again be on display at the 2024 event!), but it also featured on Car Wow racing a certain David Coulthard in an ex Red Bull F1 car. Back then it had around 1200hp and made mince meat of the F1 car over the 1/4 mile as well as the rolling half mile. Well, Buzz has been on a mission to hit a 7 second 1/4 mile run for the past year. Over countless setbacks (he’s now on his 3rd V10 engine!), he was back at Santa Pod’s Doorslammers event to take the crown as Europe’s fastest Lamborghini. 7.89 seconds was the time to beat.

It didn’t take long to take the crown, on his 1st pass on the Saturday, 2nd of the whole event, map 3 of 3 was selected and it was time to go for gold. 7.87 seconds later and it was over, crossing the line at 190mph. In this mode, the T1 race engine and Boost Logic turbos were producing a whopping 2100whp, lifting the front wheels off the ground slightly on take off. And while that time was enough to be crowned as Europe’s quickest Lamborghini, there was still another day of racing left.

Breaking the record for a second time

Not content with knocking just 0.2 seconds off the record, Buzz decided it was time to remove the rear spoiler from his twin turbo Huracan, tape up the front bonnet aero gaps and hope for an epic launch. Some good old fashioned drag racing techniques. Lining up against Tom Wrigley’s BMW M3 (which happens to run 8s…) Buzz got a brilliant launch and pushed on to achieve a 7.75 second 1/4 mile pass, crossing the line at 192.9mph. Sadly, the weekend wasn’t topped off with the True Street class win (yes, you better believe this monster is road legal!) due to an issue with the car’s launch sequence as the lights were starting.

We spoke to Buzz after the run who was understandably ecstatic. While we can’t publish his exact words, we can get the general point over: “F****** come on! We came here to set the record and we smashed it. From losing my GT-R in flames to setting a European record then smashing it again in a Lamborghini. It’s true, the comeback is always greater than the setback, y0!”

Buzz couldn’t have done it without a number of people who are involved with the build. “I’d like to thank Gursev Virdee from GV Performance who built the car; Zohair Jaffery from Boost Logic for all the parts including the turbo kit; Tony Palo from T1 Race for the race spec engine and tuning the car on the Motec system; Rocky Bhattel for all his support; and finally, of course, my wife, Aubane, for allowing me to do this silly sh** and ruining my kids future savings!”

The post Europe’s Quickest Lamborghini: 2100whp Twin Turbo Huracan appeared first on Fast Car.

Physicists might disagree, but speed isn’t a black and white concept. That fingertip-tingling rush of adrenaline varies wildly depending on what you’re sat in, and the gap becomes even wider once you factor bikes into the equation. Ask anyone who’s grown up on two wheels, and they’ll tell you that the buzz of riding is hard to replicate in a car, but it also isn’t out of reach for the most determined owners. In Adam Smith’s case, that point of reference set him on a course for a project fleet pushing out just shy of 2,000bhp – and almost half of that comes from this car.

“For me, cars are all about the adrenaline and speed,” he tells us. “I was brought up on motocross, so I was into bikes first. The adrenaline rush is unbelievable, but I had bad accident and nearly broke my back, so I decided to step back and calm down a bit. That’s when I got a taste for cars – I didn’t pass my test until I was 19.”

From bikes to cars

A self-confessed Honda guy by background (perhaps a legacy of those motocross days), cars have become more than a hobby in the meantime. Adam now fits PPF for a living, which means he’s often working on supercars, and a need for boost has lured him away from VTEC. Given where he started out, forced-induction Volkswagen Group products hasn’t turned out to be a toe dip. His first, a 2008 Leon Cupra, ended up north of 500bhp before being embarrassed by a quattro-equipped Audi, and four-wheel drive has helped push the boundaries even further.

“I sold the Cupra for an 8P generation S3 – this would have been back in 2014-15,” he continues. “It was a bit tame by comparison. I went daft with the Cupra, but I didn’t want to take out all of the reliability with the Audi, so I left it at Stage Two Plus. It was good for about 367bhp, and I literally kicked its head in every day without any problems. It did a 12.3-second run at Santa Pod, which was quicker than some of the DSG cars – and it’s the only project I’ve missed after selling up.”

Switching to a Golf R Mk7

That mechanical sympathy didn’t last long. Lured by a newer engine and platform, not to mention a fast-growing selection of hardware to wring more performance out of both, Adam soon traded into a Mk7 Golf R. This quickly snowballed into a destructive exploration the drivetrain’s power-handling capability, which in turn was a useful conversation-starter with another Sheffield-based owner on the same expensive path. Tom Parker, of TC Performance (PVW 09/23) was discovering similar weak points with his Golf R, but the two projects took very different directions having exhausted the limits of the Volkswagen parts bin.

“The Golf went through three gearboxes in eight months, and Tom was smashing his to bits at the same time. When I sat down with Will at VRS, he told me I could either go for the DQ500 ‘box from the RS3, which would be bulletproof, or start again with a different platform. The conversion was about £7,000, so I figured I might as well just buy an RS3 instead. Tom went down the other route and fitted a five-pot in his Golf instead.”

Buying the Audi RS3 saloon

With plans to go all out on the build, Adam wasn’t content to settle for anything less than the perfect base car. It took weeks and several rejections to track down a suitable RS3 – an all-options ticked saloon, bought in the UK and one of only two (at the time) living in Ireland. The original owner had spared no expense, adding dynamic chassis control, genuine Audi wind deflectors and a set of four R8 20-inch front wheels for £5,000. Ceramic brakes were the only missing component, and they’d have been replaced at some point anyway.

However, raising the cylinder count wasn’t as much of an upgrade as he was expecting. “I thought I’d made a massive mistake at first,” he laughs. “All of the roads on the way back, going through Ireland and Scotland, were mega but it was a big change going from a 560bhp Golf R that was aggressive into a stock RS3. The plan was to track it, so I opened the can of worms and went Stage Two for a while. Then I got used to the power, and I wanted more…”

Upping the power on the tuned Audi RS3 saloon…

Modern engines put almost-unimaginable performance within reach, but there’s no simple (read: cheap) route to a thousand horsepower. The factory five-pot expired soon after it was paired with a large hybrid turbo, and you can’t buy much of its replacement over the counter at an Audi parts department. After a week of researching trustworthy engine builders, Adam selected Race Developments to put together a proven package. It’s fully forged internally, fitted with wet cylinder liners (which are plumbed into the coolant circuit) and ported for improved airflow – all of which helps when you have a taste for boost.

“People have got in their heads that you can get 1,000hp out of these cars,” he shrugs, tugging the bonnet release. “You can… but you’re on borrowed time unless you build it properly.”

There’s a real sense of that ethos once you get a look around the business end of the Audi. Packed in at the back of the bay is a 76mm turbocharger, fed by a five-inch diameter custom inlet and mounted with Nortech/Peron hardware – including the intercooler and pipework. That boost is channelled through a 56mm larger, flow-optimised CTS Turbo throttle body and RPC Motorsport runners with 1,300cc injectors. The result? A 1,067bhp assault on the senses after its dyno tuning session at Peron Automotive, and a realisation that it’s not only mechanical parts that have a limit.

…and then dropping the power to 900bhp

“I don’t shy away from a challenge, but at 1,067bhp it was pointless,” Adam tells us. “Tim at Race Developments told me to wind it back a bit so I could enjoy it more without worrying about breaking it. At 900bhp on ethanol it’s a lot tamer and more controllable – the turbo is so big that it feeds in nicely then comes in hard and rips all the way to the redline. It’s so different to everything else. You need to plan 200 metres ahead, and over-analyse everything, before you push it.”

Having switched out of the Golf due to transmission issues, Adam cut no corners selecting the hardware he’d task with putting the RS3’s ferocious power to the tarmac. A Wavetrac limited-slip differential and Syvecs Haldex controller – which enables him to adjust the level of four-wheel drive assistance on the fly – provide more grip than the standard spec, while the 034Motorsport catch can captures oil vapours forced out under load instead of releasing them into the bay.

Chassis upgrades on the tuned Audi RS3

The original owner’s exhaustive option-ticking didn’t amount to much as the powertrain spec evolved. Despite Adam’s determination to stick with Audi’s DCC setup, the factory shocks had developed a tendency to bottom out, even after being recalibrated. They’ve since made way for KW Clubsport coilovers with stiffer, lighter and fully adjustable tubular subframes from Verkline, and the car has since been corner-weighted with bespoke suspension geometry to maximise traction as it unleashes the full force of its powertrain.

That process also led to the R8 wheels outstaying their welcome, though this owes more to Sheffield’s cratered road network than time on track. Adam initially downsized to 19-inch HRE wheels, then worked with 2 Forge to develop the tailor-made 18s it wears today. The ZF1s measure 18×9 inches with a custom 43mm offset, adjusted to get the fitment perfect, and they’re wrapped in unstretched Michelin Pilot Sport 4 tyres. At more than twice the factory power output, there’s no room for a weak link in the chain.

Tuned Audi RS3 weight saving

Nor any excess weight, as Adam continues to explain. “A couple of years ago I was sat at home bored, and I got this daft idea that it would look sick if I took the panoramic roof glass out and replaced it with carbon fibre. Once I’ve set my mind on something, I’ve got to do it, so I called a few companies in the UK then discovered Dimitar at Mcomposit in Bulgaria. He loved the idea, bought a roof and made me a mould. I wanted it to look good, but it also saves about 10kg.”

Already impressed, they continued to spitball ideas for the saloon. Mcomposit sells drag-spec doors for the RS3, but they’re little more than a skin. Adam’s are custom made in OE style, which enabled a bit more weight shedding while extending that holographic weave across the bodywork while retaining the door cards and windows. In turn, they’re matched to an Mcomposit boot lid, louvred wings from Karbel, and an Automotive Performance splitter. And yes, if you’re wondering how Tom Parker’s RS3-swapped Golf ended up with carbon fibre doors, it’s rooted in the same conversation.

Interior modifications on the tuned Audi RS3

The weight-saving continues inside, where the Tillet carbon fibre seats tip the scales at just over 3kg apiece, with barely any extra added by the plush Cherry Upholstery leather-trimmed pads. Diamond-stitched to match the rear bench, they’ve gained a couple of additional layers of memory foam for road use. Carbon fibre accents on the centre console match the original elements on the dashboard, door trims and custom Berg Auto Design steering wheel, which also includes an LED boost and rpm gauge with a shift light.

Effectively, this all unlocks even more potential from the engine. The Audi weighs 1,342kg with a half tank of fuel, which is almost 200kg lighter than it was out of the factory despite the near-complete interior. Although daily driver duty has shifted to his “heart and soul” project – a 408bhp Caddy TDI – Adam is quick to point out that the RS3 is still very much a road car.

“Everyone looks at the seats and thinks they’ll be like sitting on a flat bench,” he tells us. “They’re fitted to me, so once I’m anchored in place I’m not moving, but once you’re in them they’re comfy as hell. I’ve done a lot of driving since I fitted them, and they’re absolutely wicked.”

What’s next for the tuned Audi RS3?

At this stage of the build, that enjoyability is essential. The tuned Audi RS3 got its first show outing at Ultimate Dubs, its understated aggression made even more impactful by the lack of a blow-by-blow social media build thread or a steady evolution at previous events. There’s more to come, too. Expect to see the svelte saloon, now fitted with a half roll cage and drag-spec Wilwood brakes, making a few appearances at Santa Pod during the coming months, and it might not be alone when it does.

“I’m not spending any more money on the RS3 – there’s always something you can do, but I’m not planning to race it, so there’s no need,” he says. “But my other project, which I’m hoping to finish soon, is a SEAT Arosa with a PD engine that should be about 500bhp with nitrous when it’s done. That thing scares the life out of me, the aim is to get it into the nines at Santa Pod and embarrass a few people when I do.”

In the meantime, Adam is still pursuing that motorsport-derived sensation of speed. There’s still space in his life for an Ariel Atom track toy, which is about as close as you can get to low-weight bike thrills on four wheels, and the tuned Audi RS3 is earmarked to passed on to his son once he turns 21. As handovers go, that ought to set a similarly high expectation of performance in the next generation – and with 900bhp as a reference point, who knows where that thread might lead.

Love cars like this? Then don’t miss our premier events this year. Check out our Trax event at Silverstone, as well as our German Car Festival show at Goodwood Motor Circuit. Don’t miss out!

Words: Alex Grant. Photos: Ade Brannan. 

The post Tuned Audi RS3 Saloon With 900bhp! appeared first on Fast Car.

With Ford Fair club tickets selling out a month or so before the event, we thought now would be a brilliant opportunity to find out more about some of the brilliant clubs that come along to our shows. One such club is Simply Mustangs UK, a club that will have over 150 cars on display at Silverstone this August 11th for Ford Fair. You can expect to see a mix of old and new, stock and highly modified to ogle over at the show. Public tickets and parking permits (not display passes) are still available but selling fast, so head over to the event website to secure your ticket today.

Tell us about the Simply Mustangs UK club

Simply Mustangs UK club founder, Jason Curnock said: “The club was founded back in 2016. What started with a small group of likeminded car enthusiasts sprouted into a thriving car club. We’re active on socials, with over 6,400 members in our main group and have a further 7,000 followers on Instagram. We’re also proud of our ‘For Sale’ group, which has over 9,000 Ford fans offering a dedicated audience to buy and sell Mustangs.”

Naturally, being called Simply Mustangs, the club caters for Ford Mustangs only. That being said, it doesn’t discriminate on age, condition or modification status. It just has to be a Mustang. And we’re on board with that, as it means that their monthly meetings across the UK are filled with an eclectic mix of muscle car goodness.

We asked Jason to choose three words to sum the club up. “People, Mustangs and friends,” he answered. If you’ve ever been a part of an active car club, then you’ll know that it’s all about making friends with likeminded people. Throw in a V8 and we’re confident that every car enthusiast is happy! Equally when asked what the best thing about being a club member was, the answer was “making friends and comparing Mustangs”. Simply Mustangs by name. Simply Mustangs by nature!

As the group grows each year, its ambition is to become the biggest Mustang club in the world. Yep, that’s right, the world, not just the UK or Europe where Mustangs are a relatively recent option, but in North America, too.

Ford Fair 2024

Simply Mustangs UK will be putting on a huge display at this year’s Ford Fair event. Jason commented: “Simply Mustangs UK are super excited to be attending Ford Fair 2024. To attend the iconic Silverstone venue and display our cars amongst some of the finest Fords in the UK is an opportunity we could not turn down. We are displaying over 150 Mustangs as part of the Mustangs 60^th Anniversary year. We can’t wait!”

Alongside the Simply Mustangs display you will also find the very latest S650 Mustang GT4 race cars too. Check out our sneak preview as we look around these awesome Mustangs!

So make sure you visit the guys and girls over at Simply Mustangs UK at Ford Fair Silverstone this August 11^th. And check out Simply Mustangs UK on Facebook and Instagram.

The post Simply Mustangs UK: Club Spotlight appeared first on Fast Car.

Following the success of the GR Yaris and subsequent GR Corolla (US), Lexus has decided to get in the action and create the LBX Morizo RR. It’s powered by the same G16E-GTS engine, meaning it’s a 1.6-litre inline 3-cylinder turbocharged engine. Only here it produces 304hp (yep, that’s 100hp-per-cylinder), trumping the GR Yaris’s 280hp.

For the first time ever on a Lexus model, the LBX Morizo RR will be offered with the choice of a six-speed manual. For those not fussed with three pedals, there’s also an eight-speed auto. The automatic transmission adds 30kg in weight (1440kg vs 1470kg).

Tell me more about the Lexus LBX Morizo RR

Sadly for UK customers, the Morizo RR will only be sold in Japan for the time being. That being said, given we’ve got the GR Yaris, there’s no reason why the hot LBX couldn’t be offered in the future. And for some reason, us Brits love a fast crossover/SUV.

In what is apparently a world’s first, the LBX uses a Response Enhancing Damping Structure on the front suspension. This is said to improve responsiveness while not forgoing comfort; important in a Lexus.

In terms of performance, Lexus has quoted a 0-62mph time of just 5.2 seconds. Presumably at 304hp, and driving all four wheels that figure is achieved with the automatic gearbox. There’s no word on top speed at the moment, though. To enhance performance, as well as looks, the LBX Morizo RR comes with 19-inch forged wheels, bigger breaks and improved cooling.

Chief Engineer on the Morizo RR project, Kunihiko Endo, said: “With the Lexus LBX MORIZO RR, we aimed to create a car that would become a partner for real car lovers like Morizo, who would enjoy interacting with the car, hearing the sounds and smells, and smiling. Together with professional driver Sasaki, we built it at Toyota Technical Center Shimoyama and on the circuit. It is a car that you can usually ride in a relaxed and casual manner, but the moment you step on the accelerator and enjoy driving, it will deliver driving performance that will not disappoint.”

Don’t forget to check out our premier multi-marque event this September 1^st at Silverstone. Trax 2024 is set to be one of the best events yet, with on track action, drifting, a retail village and our very own special display. Don’t miss out, check out the event website now.

The post Lexus LBX Morizo RR Launched In Japan appeared first on Fast Car.

The Mk1 Audi TT was something of a revelation. We mentioned in our Mk1 buying guide that cars don’t go into production in concept form. How does a manufacturer follow that? It does so by producing a car with cleaner lines. Thoroughly refreshing it to incorporate the latest technology and boy does it make the Audi TT Mk2 a good one.

While the Mk1 made do with a Golf platform, the 2006-launched Audi TT Mk2 got a slightly more bespoke package. It received an aluminium and steel Audi space frame based on the PQ35 platform, otherwise known as the A5. You might be thinking, that’s a big car for this application? In truth, the Mk2 offered sharper handling and driver involvement to give a more rewarding package.

As enthusiasts, you’ll know that you got a whole host of engine choices with the Mk2 TT.  This allows you to properly decide what suits your needs. We’ll delve into what you need to know in the guide to help you in buying your Audi TT Mk2.

Audi TT Mk2 History

Audi ditched the Mk1’s 1.8-litre turbo four-pot in favour of the 2.0-litre TFSI found in the Golf GTI. The starting block for performance on the TT when launched in 2006 was 200bhp. 0-62mph came in 6.4 seconds and 150mph top speed. This was exclusively in coupé form to begin with, roadsters didn’t go on sale until the end of 2006. The roadsters got the same engine and transmission options as offered on the coupé models.

Carried over from the Mk1 was the peachy 3.2-litre V6 engine. Performance was rated at a healthy 250bhp with a 0-62mph sprint time of 5.7 seconds and limited 155mph top speed. All V6s were equipped with Quattro, while the lesser-powered 2.0-litre came only in FWD.

Audi TTS and TT RS Mk2

The TTS then followed the roadster. This boosted power to 268bhp and was fitted again with Quattro only, meaning your 0-62mph time was now 5.4 seconds. Top speed was limited to 155mph. The roadster version was marginally slower, but the difference is negligible. Another thing to note here, all TTS models were fitted with Audi’s adaptive magnetic damping system. While the clever damping system isn’t known to be a common problem, fixing any issues can be expensive.

Those wanting the sports car lifestyle but with the extra economy could do so with a 2.0-litre turbodiesel with 170bhp. But it’s the TT RS that followed that got everyone excited.

The long-awaited car was teased for some time before it arrived in 2009. It came with that whopping 2.5-litre five-pot that hit the sweet spot in terms of performance and noise. Performance sat at 340bhp. This took the 0-62mph down to 4.4 seconds and on to 174mph if the first owner opted to have the speed limiter lifted.

How do you follow a 2.5-litre five-pot, with a 1.8-litre TFSI of course… it’s confusing how Audi chooses to release products in an unusual timeline. This was now the baby of the range, and the most affordable. Gone was Quattro and FWD replaced it. Power sat at a humble 160bhp.

Mid-life update

In 2010, the entire range got a mid-life update. This brought in LED daytime running lights as standard for all models badged S Line. While the 2.0-litre TFSI engines got a spruce up in performance, lifting power from 200bhp to 211bhp. It also gave all non-RS models a sport button to adjust throttle sensors. At the top of the tree for the Mk2 TT was the TT RS Plus. This lifted power over the already bonkers 340bhp RS to 360bhp. Not too shabby for a “hairdressers” car.

What to look out for when buying an Audi TT Mk2

With the history out of the way, it’s time to look at what you should be looking out for. The good news is that because it’s a 2006+ car, the oldest examples are 18 years old; VagCom diagnostics tool can be your best friend if you know how to use it. Most of the information about the car can be read through the tool.  This includes the current wear on the DSG box, which is crucial as we know problems with the box can be rather expensive.

History on any car is always key. The car you’re looking at may only be 7 or so years old but if it’s missed the last two major services and has been bashed off the limiter half of its life, you don’t want to be the person that picks up the invoice for the problem when it eventually breaks.

Audi TT Mk2 Engines

You’ll be pleased to hear that all five engines have proven to be mostly reliable over the years. Provided servicing has been adhered to. The intervals for such are 19,000 miles or two years, whichever comes first. If you’re looking at the 2.0-litre models, note that cambelts should have been changed at 75,000 miles. If the car you’re looking at is coming up to that milestone, the cost of replacement isn’t astronomical, between £300 and £500 if you want to haggle on price.

Remember there are two different 2.0-litre engines, one before and one after 2010. The earlier cars were fitted with the EA113 engine, which is cambelt driven, the latter is the EA888 engine, which is chain driven. Both are tuneable, and both are known to be reliable.

Ignition coil packs are one of known problems and can cause misfiring. You’ll notice this if the engine isn’t running smoothly or if the engine fails altogether. Each cylinder carries a coil pack and that’ll set you back around £35 per pack, so bear that in mind.

Owners have noted that the TT can be fairly heavy on oil use, so this shouldn’t be cause for concern, just something to be wary of before buying one.

Transmission

Most cars were sold with a DSG gearbox, thus most cars you’ll be looking at buying will have the semi-auto box. This is no bad thing as the DSG system is a sophisticated and slick operating machine, when it works. Audi did recall Mk2s built between August and September 2009 for incorrect clutch temperature readings by the ECU, which in turn caused the clutches to disengage and lose drive. Check the history to make sure that’s been completed.

Elsewhere, the S Tronic DSG gearboxes can also be troublesome at low speeds, if one starts to stutter or hesitate, you’ve got a problem on your hands. It’s advised that once getting the engine and gearbox up to temperature on your test drive, slow right down and crawl, listening out for any signs of damage. You’ll start to kangaroo if there’s a major problem. Audi specialists pinpointed the problem to the Mechatronic control unit. This will either need replacing at the tune of nearly £1000, or rebuilt by a specialist auto-electrician who’ll have it done for under half that price.

As for manual owners, the clutch isn’t high on your problems list. The clutch should have been replaced at 60,000 miles. Remember, the Quattro powered cars were the more powerful models and thus will most likely have been launched hard over the years, which is something to keep in mind.

On all Quattro models, get a mechanic to check out the Haldex system, it has been known to create problems and can also be expensive to fix. If it’s had a hard life of being launched, wear over the years can build up.

Suspension, wheels and brakes

With the Mk2, Audi introduced a refreshed multilink rear suspension system, as well as MacPherson strut at the front end. Most of the models you’ll be looking at come with this set up, but as mentioned above, some were opted with the Magnetic Ride system. In truth, owners tend to think the sport setting with the Magnetic ride is too stiff for UK roads, so this shouldn’t necessarily be at the top of your wish list.

There was a recall on the Mk2 for cars built between May and July 2009 for the braking system, more notably the vacuum pipe on the servo that may become damaged. This was more of a precaution, rather than a necessity. The other thing to note with the brakes is a squeal coming from the front at low speed. Some owners swapped out the discs and pads which did the trick, others simply placed copper grease on the back of the brake pads.

According to owners, tyres is a huge issue with the TT. Not only do tyres wear far quicker on Quattro models than FWD models, but some owners put cheap tyres on. This is a big no as TTs are sensitive to tyres. Don’t cheap out, get yourself a decent set of tyres.

Note, the TT doesn’t come with a spare wheel or space-saver, instead it came with a compressor and repair kit. This will 9 times out of 10 be missing from the car you’re buying.

Audi TT Mk2 interior & electrics

When buying, do the usual checks. Make sure all of the dashboard lights work, the radio, sat-nav, windows and the like all work. If you’re looking at roadsters, check to make sure the roof folds away under its own power and seals shut. It sounds simple but so many forget to check all of the electrical points. Why have a roadster if you can’t actually take the roof down?

Next, make sure the roof seals. This is most likely something to test after you’ve bought the car but ask with the owner if it’s OK you test that the roof is sealed properly. Just use a hosepipe over the car and check for water in the boot and cabin. Wet door cards are a clear indication of a poor seal. It’s not an expensive fix, but not worth the hassle with so many cars on the market.

Audi was pretty generous with standard equipment on the Mk2 TT so you should find Bluetooth, air con and a flat bottom steering wheel as standard. Don’t fall for adverts claiming these as extras. The sat-nav was optional, as was the Bose sound system.

Word of advice, don’t buy an Audi TT Mk2 if you plan on using the rear seats. It’s not suitable for anyone unless in use by a toddler.

How much to pay for an Audi TT Mk2

The best thing about the Audi TT Mk2 is that prices have decreased considerably. Just a few years ago, the bottom line for a 3.2-litre V6 was around £6,000, that figure is now as low as £3,500, albeit for a car with high mileage. The 2.0-litre petrols are by far the cheapest, 100k mile examples are under £3000 in both coupe and roadster form.

If you want a TTS, you’re looking at around £6k to £8k for examples with between 70,000 and 100,000 miles. The one you really want, the TTRS, will set you back at least £13k. We’d expect to pay more like £17k for a cleaner example with mileage under 50,000.

Audi TT Mk2 modifications

You’ve bought your new Mk2 Audi TT, now you want to make it your own. Follow these simple steps and you’ll be well on your way to create a show-ready car with enough punch to back up its looks.

It doesn’t matter which engine we’re looking at, choices for modifications come far and wide. That being said, we’ll start here with a TTS, which uses the 2.0-litre turbocharged engine with 272bhp on tap in standard form.

Exhaust

Downpipe

There’s a ton of options out there from some of the most well-known exhaust fabricators in the UK, so the choice is down to you. Scorpion offer a de-cat system or sports catalyst for under £300. Couple this with a map and you’ll be looking at the mid-300bhp range with the torque to match. You’ll also unlock some extra grunt in the form of sound, you might even gain a few pops and bangs along the way…

Cat-back

You can either match a cat-back exhaust up with a fresh downpipe or you can just opt for a cat-back system and mate to the standard exhaust. You’ll see less gains overall, but you’ll free up a few ponies and transform the sound of the car. Milltek will be perfect for the job, livening up the sound without adding a silly amount of drone. Prices start at around £600. Be sure to check out our guide to the best exhaust brands out there for more advice.

Suspension

There are two ways you can go about doing this, either focus on creating the ultimate show car, or focus on creating a crisp handling street weapon. The first option will see you looking towards air ride suspension. The other option will see you looking at the likes of Bilstein or KW. If your primary focus is road driving, your best bet will be a spring and damper set up from Bilstein. The B14 kit retains some level of comfort on the road, but will allow you to take part in the odd track day without any problems. KW, on the other hand, will be much more focused for track work with 30-way adjustable damping. Prices for the KW system sits at around £1700, while the B14 kit comes in cheaper at £900.

Wheels

Again, aftermarket wheel options are far and wide here but we’re going to focus on some lightweight BBS E88s that can be bought in a range of different sizes. The lighter, classic motorsport look will transform the appearance while also helping to shed a few pounds in the weight category. The best thing is that these look at home on the racetrack or centre stage at a show.

ECU

There’s a few choices out there for ECU tuning, all of whom promise similar power figures and have become household names in the VAG tuning world, we’re of course talking about APR, MRC and Revo. A simple ECU tweak can see gains up to 300bhp. However, couple the map with the upgrades listed above and a new air intake and you can see more like 330bhp. For that extra bit more, Revo recommend an uprated high pressure fuel pump as well as an uprated intercooler to see power up to around 365bhp.

If you’ve got a DSG gearbox, don’t forget that the Transmission Control Unit (TCU) can also be updated giving sharper gear changes and higher RPM limits.

Interior

Last but not least, the interior. Those rear seats have got to go. They’re no good for regular sized humans, let alone toddlers. You can save a decent chunk of weight by taking those out. You could then go further, remove some sound proofing here and there to bring the weight down further, or you can transform the rear with a half cage for that Clubsport look or go the opposite direction with a new entertainment system.

Love German cars? After a successful first event in 2023, German Car Festival is back for a second installment this October 5th at its new home, Goodwood Motor Circuit. Visit the event website for information on tickets.

The post Audi TT Mk2 Buyer’s Guide appeared first on Fast Car.

Built in conjunction with Lanzante, Mad Mike and his team of wizards have managed to build quite possibly the coolest McLaren of all time. What started life as a “regular P1” has now ended with Rocket Bunny styling, a 1000bhp rotary engine, and a list of custom parts as long as a short novel. It’s a complete and utter bespoke package, built to wow the crowds at this year’s Goodwood Festival of Speed.

Built in under 100 days, it’s the world’s first and only hypercar drifter and naturally with that came issues. Trying to shove 1000bhp through a McLaren doesn’t seem like the most difficult task in the world given how fast the P1 is out of the box. But getting it to withstand the pressures that sit alongside drifting and suddenly the game has changed.

Outside you’ll see the rotary-powered McLaren P1 has been adorned with a Rocket Bunny widebody kit, custom built by the guys in Japan specifically for the MadMac project. Inside, it’s peak race car. A random assortment of ducting help with cooling, and there are buttons for just about everything you can think of.

Mad Mike will be driving the MadMac up and down the hill over the course of the Goodwood Festival of Speed event. But if you can’t wait for that, you can watch the reveal video below to give you a taster of what a 1000hp rotary-powered McLaren P1 sounds like.

Fast Car Entertainment Events

Love drifting? At almost all of our events we host a Drift Kings event where some of the top UK drivers battle it out for the top prize. Why not come along to Ford Fair and Trax to see some action first hand.

The post Mad Mike Has Built a Rotary-Powered McLaren P1 Drift Car appeared first on Fast Car.

Back in the day, Ford manufactured diesel-powered Sierras… but they were nothing like this! Dan McKelvie’s ’92 GLX may take on an innocent, unassuming look, but don’t be fooled as under the skin lurks a six-speed BMW M57 3.0D with air-ride, traction control and a plush Bavarian interior. Yep, this is a 330d swapped Ford Sierra!

We should firstly explain that Dan works as an Electrical Design Engineer for M-Sport in Cumbria, and it seems he’s been inspired to take on one or two ambitious projects in his spare time too. His previous build, a Bedford Rascal running a Kawasaki motorcycle engine and home-brew suspension, has become a well-known creation on the modified car scene, unsurprisingly creating quite a stir.

Spicing up his daily driver

Having enjoyed that lairy Rascal project, Dan came up with the idea of adding a little spice to his daily commute by combining a retro car of some description with a modern diesel powerplant. “I had an E91 BMW 330d Touring at the time and loved it,” he says, “but it just blended in far too much, I’d often see around fifty clones on one single long journey.” Initially there was talk of a 2.0TDi transplant into a Mk2 Jetta, which would have been a cool build for sure, but compared to that silky smooth BMW 3.0D he’d got used to, the four-pot would have been something of a compromise. “In many ways, slotting an M57 3.0D into an E30 would have been ideal,” Dan says, “but the price of E30s soon put me right off the idea!”

Without realising it at first, Dan already had the perfect donor retro shell in his possession – well, almost. “My dad bought a 1992 Sierra 1.8 GLX when it was still almost new,” he explains. “It was our family car while I was growing up and I used to travel to school in it every day.” Despite buying a replacement some fifteen years or so ago, Dan’s dad never sold the Sierra, opting to leave it in his garage as a storage device while gathering dust. “I did get the chance to drive it around our garden a few times before passing my test,” Dan smiles. “It did get moved, just not very far.”

Plans for the Ford Sierra start

It was while visiting his dad one weekend that Dan had the chance to reacquaint himself with the family Sierra, and soon noticed how sorry for itself it looked. “I had a good look around the car and was reminded how little space the CVH engine took up inside the bay,” he says. “It got me thinking, this was a perfectly good retro car with potential currently going to waste.” He promptly asked his dad how much he wanted for his old family car and was happy to hear he could take it for free: “He was pleased it would be put to good use, but asked if he could have a go in it once I’d done the conversion,” Dan grins. “Now I just needed to find a cheap, rusty BMW E46 or E90 donor with low mileage, full service history and a six-speed manual gearbox!”

Turn the clock back five or ten years, it seemed E46 BMWs were lurking on every street corner (usually full of drugs), but they’re seldom seen these days. Fortunately, Dan was able to bag himself a 2006 204bhp M-Sport convertible that fitted his criteria perfectly. “I paid a very good price and, in many ways, it was too nice to break up,” he says. “At least this meant that it boasted lots of desirable goodies to sell on to put towards my project.”

Preparing to build the modified Ford Sierra

As ever, preparation was key when it came to this build and even before bringing the Ford Sierra home, all the research had already been done. “All the measurements had been made and all the BMW parts I’d need had been boxed,” Dan explains. “The rest of the parts were sold off and the shell was scrapped.” Meanwhile, the M57 engine and six-speed box were stored on a pallet on wheels, ready to be rolled into the Sierra’s engine bay when the time came. “The wiring had also been prepped inside the donor shell and placed inside a box, ready to be installed when required,” he adds.

Although it had spent most of its time off the road in dry storage, the Sierra had still suffered with the usual rust to the floors, sills, chassis legs, wings and arches, repairs being carried out as the project progressed. “The CVH engine was smoking due to leaky valve stem oil seals, none of the electronics functioned properly and the brakes and suspension had seen better days,” Dan recalls. “On the upside, being a GLX, it made a great base as it came with electric windows, sunroof and mirrors, and the late-spec three-spoke steering wheel.”

Exterior modifications on the Ford Sierra

Opting for a stealth look which includes the conveniently standard late-spec tinted rear lights along with a Cosworth front bumper, grille and Rouse splitter, Dan’s GLX manages to look both mean and understated, which was all part of the plan. Meanwhile those 17” Peugeot steel wheels hide a wealth of chassis upgrades, such as BMW E38 7-Series Brembo calipers at the front matched with Cosworth calipers at the rear, while an E46 power-assisted quick-rack replaces the original Sierra rack.

Air ride for the modified Ford Sierra

“I decided I wanted a basic air-ride suspension system, and designed myself a controller and screen to handle the airbag pressures for each corner along with the compressor and driver’s display,” says Dan. The system itself comprises GAZ dampers and Compbrake adjustable top mounts with a bag-over-coil design at the front. “This involved replacing the steel spring for an air spring,” he continues. “As the GAZ coilovers used an imperial thread, I had to machine my own brackets for the air spring as nothing was available off the shelf.”

In comparison, the rear proved to be far more straightforward as the Sierra uses a separate spring and damper setup; “I removed the springs from the GAZ coilovers and used a pair of universal airbags here,” Dan adds. All remaining components including the arms, brackets, driveshafts and custom subframes were all powder-coated and the floor fully Dynamatted and insulated. All reusable suspension parts were also sent off to be powder-coated, ready to be fitted with fresh bushes upon their return.

Fitting the BMW 330d engine into the modified Ford Sierra

A dry build ensued with the BMW’s engine and transmission in place, and once Dan was happy, the underside and engine bay were fully stripped, ready to be treated, stone-chipped and painted – all of which he carried out himself. “I didn’t want any rusty petrol in my diesel pumps, so the fuel tank and lines are all new,” he says.

“The brake lines and custom hoses for all four corners and the ABS pump are also new, as are the brake discs, pads and all nuts, bolts and pipes, it’s basically a brand-new car underneath!” In comparison, various other components within the engine bay required for this ambitious transplant such as radiators, header tanks, OEM hose fittings, clips and pedals all came courtesy of Dan’s local scrapyard. “I just took along my toolbox and my tape measure, to ensure that everything I sourced would fit correctly in their new home.”

Wiring everything up

Wiring up a fresh engine can often be the most daunting part of a full-on rebuild, but being an engineer by trade, this task proved to be the easiest and most enjoyable part for Dan. He’s not kept things simple either! “There were a few luxuries I wanted from the donor BMW,” he explains, “including cruise control, the instrument cluster, air-conditioning, climate control, ABS and traction control.” To us it sounds like a stressful nightmare, and we won’t go into every detail, but for the cruise control, Dan required four separate wheel speeds which meant using Sapphire ABS hubs which benefitted from ABS rings with the ability to accept a wheel speed sensor.

“In the end, I made my own ABS rings so that the speedo and mileage was correct to match the BMW cluster,” he says. “For the ABS itself and the traction control, it was as easy as adding in the ABS pump and extra BMW sensors such as steering angle and so on.” The air-con just requires custom piping for now, but the remainder of the electrical system all functions correctly which means the OBD-II functions and live data all work as they should, making any fault-finding simple.

Modified Ford Sierra interior changes

The Bavarian theme continues on the inside, as Dan wasn’t prepared to pay the high price tag a 30-year-old Sierra Recaro interior now commands. “As I’d be covering lots of miles, the seats had to be comfortable and plush,” he reckons. “After some careful measuring, I opted for BMW 3-Series M-Sport front seats and rear leather seats from a 2021 model.” The front seats are heated too, as you’ve probably guessed!

Basic remap

The 204bhp six-cylinder M57 3.0 is a peach even in standard form, so Dan has so far resisted the urge to mess around with things here, other than the necessary addition of a custom stainless-steel exhaust. “It retains the original single turbo setup with a very basic remap,” he says. “The M57 is very tuneable, but I’ve not been tempted to increase the power yet as it drives so well as it is.” Matched to the M57’s BMW six-speed gearbox and diff, we’re told this Sierra feels just like a modern car behind the wheel; “the seats are comfy, the steering is light yet communicative, and overtaking is never a problem,” he assures us. “You soon forget you’re driving a Ford built in the early ’90s!”

Problems with the modified Ford Sierra build

Not every aspect of the build proved to be all plain sailing, as Dan had a few struggles aligning that BMW rear diff within the Sierra’s subframe. “I seemed to spend a lot of my time lying on my back with the car on monster axle stands on a winter’s evening,” he says. “It was a lengthy process combining the original unmodified BMW propshaft and diff with the Cosworth driveshafts, all of which were mounted in the Sierra subframe.” After all, the last thing he wanted was to drive five miles down the road to realise there was a minor misalignment with a resulting wobble in the driveline. “Measure twice, cut and weld once, then measure again with laser alignments and rulers,” Dan says. “This being a steel-cased diff, it was a heavy unit to be pulling in and out!”

Conclusion

Incredibly, from barn find to MOT complete with BMW running gear, this project only took less than twelve months to complete. Well, we say ‘complete’, but we’re told there’s still work to do such as a fresh respray, the fitment of Cosworth sideskirts, while a set of LED-converted rear lights might make an appearance too. “And if I ever get the feeling this car is driving a little sluggish, it’ll be time for a bigger turbo,” he smiles. For now, it seems Dan has the best of both worlds – silky-smooth six-cylinder diesel power and economy, all wrapped up in the unmistakable shell of a classic ’90s Ford Sierra. The purists may frown, but we just love it!

Words and photos: Jon Cass.

Love fast Fords? Want to see other engine-swapped Fords and the very best of Ford culture in the UK? We’re hosting two of our premier Ford events this summer, be sure to visit the pages below for more information on the events.

• Ford Fair
• FordFest

The post Modified Ford Sierra Complete With BMW 330d Engine Swap appeared first on Fast Car.

First things first, don’t worry Prelude fans. Honda isn’t copying what Ford is doing and bringing back iconic models as crossovers. Cough, Mustang, Capri, Cough! No. Honda has stayed true to the iconic Prelude and built a two-door sports coupé. Lovely stuff so far then.

There is one thing, though. This car has been built to celebrate Honda’s 25 year anniversary of its hybrid technology. As a result, under the bonnet will be a hybrid motor. One option is the Civic’s e:HEV motor, which produces 184hp. But, at the moment, we don’t know. For Prelude lovers that sounds like sacrilege, so if you want to marvel in Prelude goodness, be sure to check out our premier Classic Japfest event this October.

Before you start angrily typing in the comments, it’s worth reading what Chief Engineer, Tomoyuki Yamagami, had to say about the Prelude: “The new Prelude not only marks the latest chapter in our ever-evolving hybrid story, it is also the product of 25-years of pioneering hybrid research and development. Ensuring this model maintains its ‘sporty’ DNA by perfectly blending the efficiency and environmental advantages of electrified driving with an exhilarating experience behind the wheel.” Sounds good to me!

Tell me more about the new Honda Prelude

There aren’t too many details confirmed yet. What we do know is that it will be a hybrid, will feature a front-wheel drive layout, and that it should handle well. We also know that it will be sold in Europe. And, given the Acura Integra design stayed almost identical from concept to production, there is a good chance this is how it will look, too. Who’d have thought that in 2024 we’d be seeing a Prelude that looks genuinely cool and one that will actually be built!

There’s no mention of what it’s like on the inside, unfortunately. That being said, the latest Civic generation has a great interior, so we’d expect that to carry over here.

If you want to see it up close and in person, Honda will be returning to Goodwood Festival of Speed and showcasing the Prelude concept. We’ll update this story when more details on the new Honda Prelude are confirmed.

And if you want to see old school Preludes modified to perfection, then get yourself to Classic Japfest. Visit the event page here for more information.

The post New Honda Prelude Confirmed For Europe appeared first on Fast Car.

Pops, bangs and flames; everyone likes that, don’t they? Well, hell yes you do. As a result, ECU remaps that make your exhaust pop, bang, and flame when you lift off the throttle are popular. But how do pop and bang tunes work? More to the point, are they bad for your engine’s health? Unless you’ve been living in a cave for the last few years, we’re sure you’ve heard mixed reviews. This guide will aim to answer all those questions.

As this is a slightly controversial subject, some companies declined to get involved. But thankfully, Motorsport Developments are experts when it comes to remapping all factory ECUs, and gave us their words of wisdom. A huge thanks to them. They’re certainly the guys to speak to if you want a safe, but effective map yourself!

What are pop and bang maps?

The exhausts of heavily-tuned cars have naturally popped, banged and flamed since the dawn of time. Have you noticed lately, more cars have been popping and banging from the exhaust when the driver lets off the gas? Mildly-tuned motors and factory production cars now have a cool burbling exhaust on the overrun.

This is because lots of tuners and manufacturers have realized that owners love these kinds of noises. With modern engine management being so capable, it means they are now commonly mapped into the car’s ECU.

How does it make the pop and bangs?

For this bit, let’s start with the expert words of main man Stewart Sanderson from Motorsport Developments.

“Pops and bang maps, or burbles, is simply a calibration feature within the ECU. We set up a specifically targeted, very lean misfire once you lift off the throttle.”

Normally on an engine when you close the throttle, your fuel injectors don’t fire at all. This removes all the energy from your engine, allowing it to slow down. This process is smooth, quiet, and safe. No pops, no flames, no nothing.

Back to Stu’s: “If we want to create a burbling sound while the engine slows down, we need fuel. But, burning fuel will create some piston load too, slowing the rate the engine will decelerate on the overrun. So we need to move the energy away somehow to prevent that,” he explains. “To do this we need to do two things: retard the ignition timing to reducing the torque. This allows the car to decelerate normally, and run a very lean air/fuel ratio so too much heat isn’t created, which could affect reliability.”

The heavily retarded ignition also means much of the combustion happens within the exhaust system. The fuel is ignited by the hot exhaust or catalytic converter, hence the pops and crackles you hear from your tailpipe.

What about loud pops and bangs?

“The intensity of the burbles on these set-ups varies depending on the exhaust temperature; how hard the car’s been used. The hotter the exhaust system is, the easier this tiny amount of fuel we add flashes off,” Stu explains.

But what if you don’t want subtle OEM-style burbles and fancy something crazier? Well, the methods are similar to the above, but with a little more fuel added and even more ignition retard. We’ve seen people open the idle speed control valve or opening the drive-by-wire throttle a little for more air too. In fact, these modifications are the basis of how anti-lag systems work on rally cars. But this isn’t a performance mod, this is purely to create cool noises and flames!

Can crackle maps be applied to any engine? 

In a word, no. But it can be done to a hell of a lot more engines today than ever before. In theory, it can be done to any petrol engine. Whether that’s normally aspirated, supercharged, or turbocharged. Anything that has an ECU with which the fuel and ignition settings can be heavily modified.

Some cars can have their ignition retarded further still. They allow the ability to open the idle valve or open the throttle a little. This can can provide more extreme pops and bangs, if that’s what you want. Providing you can find a tuner capable of adjusting your ECU to suit. The vast majority of engines can have this applied to some extent at least.

Do pop and bang maps have any performance advantage? 

No. This is done purely for the noises. As it works in a similar manner to rally anti-lag systems, really extreme set-ups could work like a mild anti-lag system on a turbocharged engine. This would help keep your turbo up to speed. But in reality, the pops, bangs and burbles usually happen only for a few seconds after you let-off the gas; purely for the sound. If you were able to set it to such an extreme level that it had a true anti-lag function, you’d be calling it anti-lag.

Are pop and bang maps safe?

This is by far the most controversial part of this subject. While the answer is sometimes yes, providing your map has been done by someone reliable, it’s highly unlikely to cause issues. Any reliability issues will come from the same thing that gave performance remapping a bad reputation; people doing it badly.

OEMs have ECU tunes that include ‘burbles’ that are reliable and designed to last 100,000+ miles of hard use. Reliability issues stem from a remap being done in an unsafe manner. Usually, they’re too extreme for what the engine can handle, and therefore doing damage.

“We offer more extreme versions of the pops and burbles, but because this requires adding more fuel, you can only have it with a catalyst-free exhaust. There is only so much fuel you can burn off before you poison the catalyst. If it smells of sulphur, it’s dying,” says Stu.

Do pops and bangs damage your engine?

Extreme heat from richer mixtures and heavily retarded ignitions can cause extreme exhaust gas temperatures, which even with a de-cat could possibly damage lambda sensors, exhaust systems, and potentially more.

What are the chances of engine internal damage with one of these maps? If you look at the internet, every man and his pet monkey has a story about a friend of a friend whose uncle has damaged an engine due to this. We’ve yet to find a case where internal damage was definitely proven to be caused by the pops and bangs mapped in to the ECU.

Certain engines have relatively weak exhaust valves – Renault F4Rs, for example, and these maps have been blamed for damaging them quite a few times. Hard used versions of these engines often end up with the same valve damage, regardless of the map, so it’s still speculation rather than proof.

Again, speaking to the guys at Motorsport Developments, Kenny has seen cars come in to their shop with quite extreme ‘crackle map’ tunes done elsewhere, with 30-degrees of ignition retard and quite rich fuelling. This is verging on the settings you’d use on an anti-lag system, albeit only happening for a few seconds at a time on a map like this. This certainly isn’t something they’d recommend on a typical engine, and would cause really high EGTs during the ‘crackle’ period. It, therefore, has more potential for damage to be caused. But still, they’ve never personally seen engine internals damaged from this.

Should you get a pop and bang map?

Some people love pop and bang maps, while others hate them as they feel they create ‘fake’ noise. But if you want one, there’s no reason to believe your engine will be destroyed if you do things correctly. There’s still a lot of debate about this, but try as we might, we’ve seen no proof at all.

This is the important bit though – you need to ensure you have the right set-up for your engine. Do you have a cat, or an engine with a known weak point in the exhaust system or exhaust valves? If so, you’d be advised to keep it to a sensible, almost OEM-style burble.

But regardless of your set-up, choose your tuner wisely. Find someone who will ensure it’s reliable and safe for your particular set-up and chosen use. Pops and bangs are fun, but an engine that isn’t broken is even more fun. Don’t just go for someone who promises the craziest, loudest fireworks display from your exhaust – that’s just asking for trouble.

Words: Stav. Thanks to: Motorport Developments for all of the info and advice.

For more info on exhaust systems, check out the best car exhaust brands on sale.

The post Pop and Bang Maps Guide: Should You Get One? appeared first on Fast Car.

With Ford Fair selling out all club tickets more than a month prior to the event, the Oval Owners Club is one such club that will be on display with a huge presence. In fact, 170 cars are expected to be on display at Ford Fair 2024! We got in touch with Advan Jenkins, one of the club’s 15(!) admins, to talk about how the club formed, which shows they’ll be attending this year and how you can be a part of the fun.

When was the Oval Owners Club founded?

On a very cold 14^th January, 2017, on a now demolished Pub called the Darlaston Inn in Stone, all our meets are held monthly in Festival Park.

How many members does the club have?

• Facebook – 16k
• Instagram – 11.4k
• TikTok – 6k

Which models does the Oval Owners Club cater for?

We cater for all Fords, from a Fiesta all the way up to a 1700t, we are lucky to have some very nice cars in the group. Everyone is welcome!

What does the club offer new members?

Being part of the group means you can attend events on our club stand, take part in driveouts and attend our monthly meet, held at Autobrite, our club’s sponsor. We’ve also thrown the occasional Christmas party, too, which you can look forward to!

We also offer a Club Classics night in Leek throughout the summer for pre-2000 cars. It’s a joy to see all the older, iconic cars come out.

What shows and events does the club usually attend?

We attend all the large Ford shows so you can be sure to see us at one of the many events this summer. These events include:

• All Kelsey We have 170 cars on display at Ford Fair this year and we are going to Trax and FordFest too.
• We also attend Ford National day & RSOC national day
• We also try to attend some smaller shows locally in Stoke
• We try to do a couple of run outs to Wales as well across the year

What’s the best thing about being a member of the Oval Owners club?

Honestly, being in the club is like being a part of a family. There are no judgements on the car you drive, we cater for all enthusiasts. If you want to come take photos you can, if you want to catch up with likeminded people and get advice or tips, you can do that too.  All our events are static so you don’t have to worry about any accidents or anti-social behavior.

Sum up the club in 3 words

Passionate, family oriented  and LARGE.

Where do you see the Oval Owners club in five years?

We’re already one of the largest groups in the Ford scene, but we see the club continuing to grow, welcoming more and more members.  

We have just undergone a logo rebrand, and have redesigned our merchandise. You can see our brand new gazebo and flags that we have launched for the 2024 season at Ford Fair.

Club info/social media channels

Facebook – @Oval Owners Club

Insta – @ovalowners

TikTok – Ovalownersclub

Club Supporters

Finally, I want to say a big shoutout to the following brands for supporting the Oval Owners Club:

• Autobrite Direct
• Collins Performance
• Need to Insure
• Matt Lewis Motorsport

If you want to chat to the Oval Owners Club about being a part of the group, then you can meet with them at our events this summer. Get your tickets below: 

• Ford Fair
• FordFest
• Trax

The post Oval Owners Club Spotlight! appeared first on Fast Car.

Following the success of the first-generation R53 Cooper S, which went on sale a year after the One and Cooper in 2002, Mini thankfully didn’t make buyers wait as long for its replacement, as it was one of the first models available from November 2006. As with the standard R56, the fastest second-generation Mini ( until the John Cooper Works came along later), was more of a clever rework than a new model. Outside, legislation dictated an 18mm taller shoulder line, but this is also 60mm longer, equaling an extra 10-litres of boot space.

The biggest change was under the bonnet, as the supercharged Tritec 1.6-litre petrol was replaced by a turbocharged version of the Peugeot/Citroen(PSA)-supplied ‘Prince’ N14 1.6-litre engine. At launch, the Cooper S boasted 175hp and up to 192lb ft of torque, thanks to the clever ‘overboost’ function, where for a short period the turbo boosts above normal pressure.

The result was acceleration to 62mph that took just 7.1 seconds. Yet, despite the performance, features such as the BMW VANOS system resulted in a combined consumption figure of 40.9mpg, broadening the Mini Cooper S R56 appeal to hot hatch buyers that hadn’t considered it before.

John Cooper Works Mini R56

With over 170hp, the Mini Cooper S R56 was quick out of the box, but it wasn’t long before John Cooper Works (JCW), now under Mini control, had a performance kit available for the new car.

Launched in 2007, like the R53, it included a different exhaust, airbox and ECU, resulting in a power hike to 192hp and 199lb ft of torque. A rare kit, this was maybe because of the high price and the incoming full-production JCW model.

Thankfully for owners, aftermarket specialists have worked on a number of replacement parts for the R56, with big 400hp+ builds now possible. We take a look at some of those options in our quick-fire Mini Cooper S R56 tuning guide.

First, make sure you check out our R56 buyer’s guide if you’re looking to buy one of these mighty little pocket rockets.

Mini Cooper S R56 Engine Tuning

Despite the R56 Cooper S’s engine failings, it does respond very well to tuning. The simplest way to release more power is via a remap. Prices start from £360 at specialists and can equal up to 40hp more from Stage 1, depending on the other modifications fitted. Although, if you go as far as a Stage 3 tune, you’ll have to fit an uprated intercooler, turbo, de-cat and/or high-flow sports exhaust and induction kit – but the result could be up to 300hp.

If your thirst is for this level of power from your R56 Cooper S, it’s worth considering forging your Mini’s engine internals, although this is expensive, with kits costing around the £5k-mark. If you go to Stage 3 you’ll need a hybrid turbo, which, again, is an expensive modification at over £2000. A cheaper alternative for a lesser tune is to fit a JCW turbo, but this is still costly at over £1000 new, although second-hand they are half that price.

Affordable Engine Modifications For The Mini Cooper S

If you’re not keen on going so far or spending so much, more affordable bolt-on items such as induction systems will still see power gains. Even just a panel filter can give a few more horses, or if you’re looking for an OEM solution, an airbox from a JCW will fit, with prices starting at  £120 second-hand. The extra performance will create more heat, especially for mapped cars, so an aftermarket front-mounted intercooler will cool the boosted air from the turbo, equaling more power and torque, with prices at specialists starting at £350.

No less important is the exhaust, which can be easily improved with the better system from a JCW. This is quite cost-effective, with prices starting at around £250. You can go further, with a simple resonator delete, that increases the pops and bangs from the exhaust, so loved by owners, or more seriously a Sports cat, although at over £800, you’ll need deep pockets.

Brakes and Suspension Tuning

A set of decent brake pads will improve the stopping power, but an easy and cost-effective upgrade is a set of Brembo JCW calipers, with used prices starting at around $/£500 for a second-hand set. Given the popularity of the R56 as a platform for modifying, there are plenty of other aftermarket options too, such as the AP Racing big brake kit seen above (£1600).

Suspension is another key area of improvement – lowering springs start from around £150 and will sort the stance. Or, if you want to go further, decent sets of coilovers start at about £650. A wheel and tire upgrade can make a big difference to the looks, either OEM or aftermarket depending on budget.

Interior and Exterior Mods

Elsewhere, Mini’s OEM Aero kit, which was fitted to the JCW and GP still looks good, especially when combined with a rear wing, such as the GP-like Orranje G-Wing.

Inside, the Cooper S’s sports seats are both comfortable and supportive but can be easily upgraded if you want to, with a set of buckets, the cheapest costing from around £200.

Verdict

With prices for the first-generation R53 Cooper S’s on the increase due to their almost classic status, the R56 Cooper S now seems great value, as long as you’re aware of the N14 turbo engine’s issues, while its tuning potential makes it very appealing.

Despite its faults, the engine is easily repairable, and with a plentiful supply of second-hand performance parts and upgrades, you can increase the power reasonably cost-effectively. The Mini Cooper S R56 still looks stylish, is fun to drive, even as standard, but more so when tuned, and yet is more affordable to run. No wonder it remains so popular.

Guide from Performance Mini magazine. Words: Martyn Collins. Photos: Matt Andrews, DJM Photography, Ethan Haynes, Kirill Samarits, Jason Dodd.

If you love Minis then why not check out our premier Trax event? We’re organising a special Mini Zone for all Mini owners to be a part of. Check out more information about the Mini Zone here. 

The post Mini Cooper S R56 Tuning Guide appeared first on Fast Car.

When it comes to open-top thrills, the arrival of the Mk1 MX-5 in 1989 was something of a marvel. It wasn’t anything new, though, more so it was a return to simplicity. Cars were starting to become more complicated, electronics were creeping their way in and the once humble and much sought-after open top cars were fading out. Mazda stayed true to driving simplicity, though, and brought cheap thrills back into the market in an honest package that wasn’t dressed up in anything else. It’s classic Japanese motoring at it’s finest.

The arrival of the Mk2 MX-5

The MX-5 is a simple turn-key car that wants for nothing but to have its engine rung out to the redline and to do it with a smile on its face. By the time the Mk2 came along, it had started to address some of the pitfalls of the early car, the most obvious being the worrying fact that the first-gen car wouldn’t pass the new 1999 car crash tests… quite a problem, then.

As a result, the body of the Mk2 is said to have been 60% new, with revised front and rear crumple zones and stronger sills and door beams to resist side impact; all in all, the Mk2 is around 40% stiffer than its forebear. Look at the two, though, and you’ll only notice the lack of pop-up headlights on the Mk2 and a reshaped boot, other than that they’re pretty much identical. The move from pop-up to fixed lights was for weight-saving and aerodynamic reasons, the former counteracting the extra weight needed for more rigidity.

MX-5 Mk2’s driving pleasure

Compare it with the MR2 and you can arguably use the nostalgia point to win over the battle; after all, the MX-5 was the first in a long line of modern-classic open-tops and at the same time, probably did it the best. The Mk2 continued that same desire for fun as the Mk1, which in turn means that whether you opt for the less-powerful 1.6 or the 144bhp 1.8-litre, you’re guaranteed to have fun.

It has a more appealing character to it that I can’t quite pinpoint; it might be that I just have a soft spot for the MX-5, but it just feels more eager, more playful and ultimately more likeable. It’s chuckable nature works well with me and it still retains that ease-of-maintenance that classics are favoured for, while the MR2 being a slightly later car carried extra electronics that are slightly harder to work on.

Its pitfalls are inside the car, though. The MR2 feels newer, feels like a nicer place to be and on a cold, dark, damp morning, the MX-5 isn’t an enjoyable experience. The interior plastics are more noticeable and you can really see where cost-cutting measures have taken place. The other issue is the problem of rust, that continued from the Mk1 to the Mk2. Although today many will have been treated to rust protection work, there are still plenty of cars that are hiding rust issues so beware when doing your shopping. If a car looks unusually cheap, there’s usually a reason why and that issue often turns out to be a rotten underbody. A good Mk2 MX-5 can be had for under £2000 but do make sure you know what work has been carried out in the past.

Modifying the Mazda MX-5 Mk2

Like any Mazda, there are plenty of aftermarket options for the Mazda MX-5. In stock form, the Mk2 isn’t exactly the fastest. Some owners opt to go down the forced induction route, either supercharging or turbocharging, while others go full blown and swap out the engine. Either way, the Mk2 MX-5 makes for a brilliant project car, with endless options for personalisation.

The appeal of the Toyota MR2 MK3

While I have a soft spot for the MX-5, the Mk3 MR2 can be had for £1000 without the worry of rust, so is it a better choice?

The Mk3 Toyota MR2 was a completely reimagined design from Toyota, moving away from its previous designs, instead opting to create a much smaller sports car. In turn, the new model weighed significantly less than its predecessors at just 960kg. This was possible because the boot was removed, which meant there was no need for a fifth bulkhead. Despite this, luggage space was of the upmost importance with convenient cubby holes behind the seats that can be removed to create a bigger open space.

Driving the MR2 Mk3

As for the actual drive itself, the MR2 is a very easy car to live with. As mentioned before, the MR2 is a comfier place to be, the interior feels a little more up-to-date and it feels better put-together. Using this car all-year round wouldn’t be a problem, where as in the MX-5, you start to dread the winter months for its interior. Everything feels that bit more premium, despite it being aimed at the same market with similar price tags. The doors shut with a positive thud, rather than a metal clang

In line with Toyota’s decision to simplify production for all markets, one engine was offered throughout the world, the all-alloy 1.8-litre DOHC 16v VVT-i 1ZZ-FE unit also used in the seventh-generation Celica. With 138bhp on tap the new car was decently powered, boasting the highest power-to-weight ratio in its class, and was particularly praised in the motoring press for dart-like responsiveness through the major control systems and its outstanding handling dynamics.

Mazda MX-5 Mk2 vs Toyota MR2 Mk3: Which is faster?

In terms of performance, both are similar in the way they put the power down. Both are powered by similar engines, with official figures sitting close together. That being said, the MX-5 does have more urgency in its approach; that’s not to say the MX-5 feels ultimately faster, but the way in which it goes about its business feels exciting.

MR2 Mk3 goes out of production

A global slowdown in the sports car market in the new Millennium had a clear effect on sales of the MR2. Annual sales figures that were initially counted in the tens of thousands slowly dropped to thousands and then into hundreds. Sales of the MR2 were concluded in the US and Australia at the end of the 2005 model year but continued in Japan, Mexico and Europe until 2007 when production finally ceased.

Value for money

The biggest plus point the MR2 Mk3, away from its ability, is its sheer value for money. Finding an example hovering around the £1000 mark is easy. Most of the cars for sale under £1500 come with over 100,000 miles, but with good history and even 12 months MoT.

As mentioned, reliability is strong with the MR2, barring a pre-cat issue on earlier models. The most expensive car we saw was just under £6000 and for that price you get a 2006 model with just 50,000 miles on the clock and one owner from new. Prices vary massively depending on year and mileage, with some earlier models with just 20k miles on the clock and impressive history. However, budget £1500 with roughly £500 in the kitty for the odd repair and you’ll get yourself a car with limited mileage and a good history.

Modifying the Mk3 Toyota MR2

Similar to the MK2 MX-5, there are loads of aftermarket options available for the baby Toyota. Extracting more power can be found through forced induction but you’ll find the limit more quickly than you will in the MX-5. That being said, they make for fantastic track cars, with excellent handling out of the box and aftermarket options to improve the chassis further.

The winner

As for me? I’m going to side with the Toyota. I prefer the way it looks over the MX-5 and it’s something different, rather than just another MX-5. With that in mind, I have no doubt that the MX-5 is the better car, but the MR2 just feels that little bit more special in terms of quality and is more accustomed to doing both the daily commute and the b-road blasts. The most popular route isn’t always the right one…

If you love Japanese cars like these then we’ve got the show for you. We’re bringing together a whole host of exciting classic Japanese cars to one venue for the ultimate celebration of iconic Jap cars. We’re hosting Classic Japfest at Goodwood Motor Circuit on October 6th. Be sure to book your tickets here!

The post Mazda MX-5 Mk2 vs Toyota MR2 Mk3 appeared first on Fast Car.

Now before I get into this review, I will point out that since driving this car, Audi has revealed that an RS5 Competition is on the way. And if the RS4 Competition is anything to go by, then that should rectify a lot of the issues I had with this Audi RS5.

Tell me about the Audi RS5

At roughly £86,000, this Audi RS5 is the Black Edition model, meaning it gets some choice upgrades over the standard car including neat darkened trim that’s adds in a touch more aggression. But other than that and the quad exhaust system, there isn’t too much to distinguish it from an S-Line A5. For some that’s the perfect wolf in sheep’s clothing, but for me I’d like a few more distinguishable touches.

Under the bonnet is Audi’s 2.9-litre twin turbo V6 engine, which officially produces 444bhp and 443lb ft of torque, and takes the RS5 from 0-62mph in a blistering 3.9 seconds. For a car weighing almost 1.8-tonnes that quite some feat. It’s all thanks to Audi’s quattro system, which we all know very well. Unlike Audi’s latest differentials, this one can’t send more power to the rear. And therein lies it’s first issue.

What’s the Audi RS5 like to drive?

Fast it very much is. Fun it very much isn’t. Sadly, while the RS5 has the ability to decimate any road that’s put in front of it, you won’t be tackling those roads with much of a smile on your face. The steering feels numb, there’s a real lack of any feeling, which leaves you disconnected from the entire drive. The suspension feels too soft and the car leans in the corners, showing its weight and washing out in understeer. It struggles to transition from left to right with any sort of composure. A sports car this is not.

The engine, while powerful, isn’t the most charismatic, and the exhaust note is muted despite the existence of an optioned RS Sports Exhaust system here (£1250). There is some drama pitched through the cabin, but it’s not enough to make you feel like you’re in something with almost 450bhp and can do 174mph.

But, driving this car for a week has made me realise that I’m taking the car out of its comfort zone. It’s not designed to be hooned around a back road. No, it’s designed to take you places very fast and in great comfort. And that it does remarkably well. Cruising around effortlessly is what this RS5 does brilliantly, and that softer suspension is welcomed on these badly surfaced roads.

The seats, while not the most supportive when the going gets tough, do offer a great amount of comfort day to day. And with Audi’s virtual cockpit, navigating the car’s endless menus has never been so easy. Phone connectivity is seamless as you’d expect, while ergonomically there’s enough space for the whole family and luggage.

Conclusion

It’s hard to ignore the lack of excitement behind the wheel. While it’s a car that promises to do it all, but delivers on only a few of those. It’s fast, practical and comfy, but lacks any sort of character. It’s a good car, but not one that will be remembered anytime soon. Hopefully the recently announced RS5 Competition can bring back some pedigree for the RS5.

Love German cars? We’re hosting our premier German Car Festival event this October 6th at Goodwood Motor Circuit! Don’t miss out on show-stopping display cars, track action, simulators, trade stands and more! 

The post Audi RS5 Sportback Review appeared first on Fast Car.

People have been modifying supercars for a long time, but it seems of late, more and more owners are deciding to treat their supercars to some tasteful modifications. Some opt for just a simple exhaust upgrade to unlock more sound, others add styling upgrades, while some go absolutely ballistic and tear up the rule book. We’re all about celebrating the weird and the wonderful, so that’s why we’re putting together a carefully selected display of modified supercars to showcase what’s possible.

What cars are on display in the supercar zone at Trax?

Twin Turbo Huracans

On display, you can expect to see Europe’s quickest Lamborghini. This Huracan started life as a “regular” LP-610, meaning 610hp and sending all of the power to all four wheels. Buzz, the owner of this Lamborghini, took things to a whole new level. What started as an initial bolt on turbo kit that saw 1000hp has developed into a built race engine, gearbox, bigger turbos and all the supporting modifications you can think of. The result? 2100whp. It recently cemented itself as the quickest Lamborghini in Europe, completing the 1/4 mile in just 7.7 seconds at 193mph. We filmed Buzz’s twin-turbo Huracan recently, keep an eye out for the video.

Alongside Buzz’s Lamborghini is his co-companion’s twin-turbo Huracan. That’s right, what’s better than owning a twin turbo Huracan? Having your best mate own one too. This one is owned by Rocky, and from factory is a Performante. This Huracan is a little different, though, and while again it features twin turbos, it’s running on a stock engine, with power around the 1200bhp mark. What’s so unique about it? Take a look at those turbos. Those are dipped in 24crt gold to give it that shine. Continuing the gold theme are custom gold 6AD Forged Wheels and a purple wrap.

Liberty Walk Ferrari 458

Recognise this car? That’s because we featured Chris’s beautiful Liberty Walk Ferrari 458 a while back now. Built over Covid, it’s everything that Ferrari hates, which is why we love it. Chris stuck his two fingers up to the Italian marque and introduced some Japanese styling into the mix. The result is a car that stands out from the crowd, with a driver who loves to pitch it sideways at the earliest opportunity.

1000bhp McLaren 650s

In true fashion, someone who decides to cut up a Ferrari 458 probably has a few other cars in the garage. You aren’t wrong. Chris is also bringing along his 1000hp McLaren 650s complete with a spoiler that would be right at home at Duxford Air Museum. It’s wild, loud and fast, we love it!

Modified McLaren 720s

We’re going to go out on a limb here and say you’ve probably seen this car before. Or, you certainly have heard of the chap who owns it. This modified McLaren 720s is adorned with carbon fibre just about everywhere. From the front bumper, to he rear diffuser and even the active-aero spoiler, it’s dripping in the lightweight stuff. The owner is none other than Jay Cannon, the man behind The Cannon Run. Jay has also teased of bringing along a few other toys for you to ogle over.

We’ll be updating you with more cars once we have them confirmed for attendance. To book your tickets to the show, be sure to visit the Trax tickets page. You’ll also find more information about the show, as well as FAQs, track time sign on and even drift taxis. 

The post Supercar Zone At Trax 2024 appeared first on Fast Car.

Inevitable. After 40 years since the first M5 arrived on the scene, coining the term super-saloon, today, BMW has revealed its first plug-in hybrid electric M5. Thankfully, though, some things never change and that V8 engine has still been retained. The 4.4-litre capacity motor is good for over 500bhp, while the new 18.6kwh battery produces the extra 194bhp for a cool 717bhp collectively.

And while that is the biggest talking point, it’s the exterior that has to get a mention here. No, and not in a positive light either. It’s bigger than ever, but has lost some of its aggressive looks. In fact, it has a 75mm wider front track over the outgoing F90, while also being 48mm wider at the rear.

All of this growth, and the addition of the electric battery has meant that the car’s overall weight has bloated to a colossal 2,435kg… The result is that while it’s the most powerful M5 ever, it’s slower than the outgoing M5 Competition from 0-62mph. The new car completes the sprint in 3.5 seconds, while the outgoing Comp had it done with in 3.3 seconds. Progress and all that.

Tell me more about the new BMW M5 G90

As always, the options list has opened up an opportunity to lose some of that additional weight the M5 has gained. As standard, it comes with a sunroof, however, you can opt for a carbon pack, which gives you the traditional Carbon Fibre Reinforced Plastic (CFRP) roof, and carbon wing mirrors. This results in a weight saving of around 34kg. Furthermore, you can opt for 20kg-lighter carbon ceramic brakes. Presumably in time the M Performance store will add lightweight wheels and a performance exhaust option for those wanting more.

That being said, according to BMW, its M5 buyers prefer cars that are easier to get in and out off, and offer more comfort over something like an M3. As a result, inside you won’t find those spectacular bucket seats as seen in the M3/M4, instead getting a comfier sports seat.

As you’d expect from a modern BMW M car, power is sent to all four wheels, but you can dictate how much power is sent to the rear wheels, including all of it.

Adjustability is the order of the day in the new M5, with multiple settings for stability control, as well three mods for the adaptive suspension. You also get options to adjust the gearshift speeds, steering weight and brake pedal sensitivity.

How fast is the new BMW M5 G90?

Officially it produces 717bhp and 737lb ft of torque. It accelerates from 0-62mph in 3.5 seconds, and will go on to a limited 155mph, or 190mph if you tick the correct options. For those wondering about that electric battery, you can drive on solely electric power, however you’ll only be able to travel a maximum of 43 miles. The top speed in all-electric mode is 87mph.

How much does the new M5 cost?

The new BMW M5 G90 will start from £110,500. BMW has also announced that it will be building an M5 Touring, too, which we’re excited to see.

Love German cars? Be sure to check out our premier German Car Festival event this October at Goodwood Motor Circuit. 

The post New BMW M5 G90 Revealed With 717bhp Hybrid Engine appeared first on Fast Car.

TRAX Silverstone has been around since the late 1990s. It was the original multi-marque modified car show to be held at Silverstone and has played host to some amazing moments in UK car culture history. We’re going to look back at some of the highlights that have made TRAX the must-attend modified car event of the year. BOOK TRAX TICKETS TODAY!

Ken Block Jumps into TRAX

In 2009 the late great Ken Block was the star attraction at TRAX. In 2008 Ken Block released his first Gymkhana video to highlight his Subaru Impreza STi WRX rally car. KB was invited to show off his Gymkhana stunts to a UK audience at TRAX Silverstone.

A dedicated Gymkhana arena was created with obstacles, including a helter-skelter for Ken Block to donut around, not to mention a 70ft jump made up by moving tons of dirt into Silverstone’s infield.

Ken put on ten shows at TRAX 2009 and showed off his incredible skills that inspired a new genre and generation of petrol heads. The rest they say is history…

SEE WHAT’S ON AT TRAX 2024!

Chris Forsberg Doesn’t ‘Bottle’ It

Following on from the success of having Ken Block attend the show, the very next year in 2010 the Organisers of TRAX were at it again, inviting the 2009 Formula Drift Champion and renowned stunt driver Chris Forsberg to the show. Back then drifting was really starting to take off and Chris was the biggest name in the business, made famous by his drifting accolades and viral ‘bottle trick’.

The Live Action Arena was his playground, piloting Team Japspeed’s 450bhp Nissan S15 and demonstrating a plethora of high speed stunts including the ‘bottle trick’ to thousands of adoring fans.

CHECK OUT THE DRIFT ACTION AT TRAX 2024!

Driving THE FULL GP Circuit

Today, TRAX is still the cheapest way to experience driving Silverstone in your own car, with track sessions available for £40. For this you’ll get 20-minutes of track action around Silverstone’s National Circuit that includes the same Brooklands, Luffield, Woodcote and Copse corners that Max Verstappen and Lewis Hamilton will navigate in the 2024 British Grand Prix.

Turn the clock back 10-years and the whole Formula 1 Grand Prix layout was available for TRAX show goers to drive, including the infamous Maggotts-Becketts section and Hanger Straight. Is this something TRAX should bring back in 2025?

BOOK TRAX TRACK TIME TODAY!

The STIG at Silverstone

There have been a few professional drivers to anonymously wear the famous white overalls and helmet of Top Gear’s STIG but perhaps the most famous was Ben Collins. And in September 2011 the former STIG attended TRAX and put on some great shows in the Live Action Arena, where he melted a few sets of tyres and donuted around a Ferrari in a bright yellow Westfield. He also did a hot lap of the GP circuit that can be watched here:

SEE WHAT’S ON AT TRAX 2024!

LIVE Action Arena

The Live Action Arena has always been a massive attraction at TRAX, in this article we’ve already mentioned that it has played host to Ken Block, Chris Forsberg and Ben Collins but they’re not the only big names to wow the crowds at TRAX.

Professional stunt driver Terry Grant and Paul Swift have both put on numerous high-octane displays at TRAX’s Live Action Arena. These displays are some of best moments from Trax across the years, wowing crowds with hihgly impressive displays of car control.

SEE THE LIVE ACTION AT TRAX 2024!

Gymkhana GRID: The European Gauntlet

Two years after Ken Block broke the internet with the first Gymkhana video, it became a motorsport discipline called Gymkhana GRID. GRID had never been seen outside of the USA until Monster Energy brought GRID to TRAX 2012. Monster Energy descended on Silverstone with their entourage of energy drinks, athletes, and obstacles for an action-packed UK qualifying round. The winning participants of the rear-wheel-drive class would get the chance to compete against Vaughn Gittin Jnr and the all-wheel-drive winner would get to compete against Mr Ken Block himself at the final held later that year.

FC’s Car Culture Collection

We might be biased but one of the biggest attractions of TRAX 2014 was our very own display of 50 top level modified cars, which would grow to 100 in 2015. If you wanted to see the best selection of all-inclusive car culture, this is where you went.  The range of cars on displayed varied from classic resto-modded Imps and Hot Rods to wide-arched Honda S2000s. The Car Culture Collection would be the focus of the show for many years to follow, and in 2024 it’ll be back. If you want to be part of the display, and become one of new best moments of Trax, drop us a DM on socials.

SEE WHAT’S ON AT TRAX 2024!

Record Club Cars

While the Live Action Arena is one of the big draws of TRAX, Club Cars have always been the heartbeat of the event, filing almost every inch of Silverstone’s infield. Club Car bookings for 2024’s event are almost sold out but back in 2018 Club Car attendance peaked at nearly 5000 Club Cars; the biggest collection of modified cars ever to be seen in the UK. Every type of Car Club was catered for, from one make to regional.

Each year the organiser’s always have a nightmare when picking the winners of The Club Awards as so many are worthy of recognition. TRAX just wouldn’t be TRAX without all the amazing clubs that have supported the show for over 25-years.

BOOK TRAX TICKETS TODAY!

Drift Kings Competition

Last but by no means least on our list of the best moments at Trax is the fiercely fought Drift Kings competition. Drifting has been a spectacle of the show for many years with demos from the British Drift Championship taking place since the early noughties but in 2019 TRAX launched its very own Drift Kings comp. With a cash prize and huge trophy up for grabs it has grown into one of the motorsport’s elite prizes for pro drifters up and down the country.

Drift Kings will be back this year with four smoke-inducing rounds, and you can witness the action from Silverstone’s grandstands. So, if you want to see 1000bhp drift cars being driven to the limit through the Brooklands, Luffied and Woodcote complex, get yourself to Silverstone on the 1^st of September.

DRIFT KINGS ARE BACK AT TRAX 2024!

The post The Best Moments From Trax Over The Years appeared first on Fast Car.

Why you want a BMW E92 M3

The last of something is usually pretty special and so it is with the E92 M3, which has the honour of being BMW’s last naturally aspirated M car, powered by the company’s last naturally aspirated M engine, and what an engine it is. The S65 V8 revs to over 8000rpm, making 420hp in the process and is accompanied by an awesome soundtrack making it one of the best V8 BMWs you can buy. It is wrapped up in a muscular body with a fantastic chassis underneath that delivers a thrilling driving experience. This is a car that will never fail to put a smile on your face. It might be a little bigger and a little softer than its predecessor, but it’s still a true M3 through and through.

And while some will argue that BMW’s latest M cars with their turbocharged engines are far easier to tune (and boy can they handle power), with the right modifications, an E92 M3 can be transformed into a true track weapon, or a big power street build. With a bubbling aftermarket, there’s no stopping which direction you can go in. Many opt to use the fabulous high-revving V8 out on track, and if you’ve ever been to the Nurburgring, it won’t take you long to spot one…

What to pay

E9x M3 prices have been tumbling in recent years, however, prices seem to have stabilised, with some starting to rise. That being said, there are some bargains out there for early, higher mileage cars. The cheapest cars start at around the £13,000-mark and at this price we found a manual coupé and a DCT convertible, both with just over 92,000 miles.

At around £17,000 mileages drop and the selection of cars increases – we spotted a manual with 65,000 miles at this price along with a manual saloon.

As you start getting closer to the £22k-mark you start finding later cars with better spec and LCI cars appear around this price point, as do Competition Pack-equipped cars. Over £25,000 is where you’ll find Edition and LE500 models and we even spotted an extremely rare Performance Edition up for £35,000. The highest price we saw was for a 2010 M3 saloon, with a price tag of £45k! Although that car does only have 8k miles on the clock…

What to look out for on the BMW E92 M3

The BMW E92 M3 is a very well-built car and that means, general wear and tear aside, there’s really not too much to worry about as far as the base car is concerned. That being said, the S65 has two main weak spots: the electronic throttle actuators and the rod bearings. The actuators can last up to around 60k miles or so (there is no mileage-specific failure point) and you can get them repaired for around £500 with a lifetime guarantee. The rod bearings on the other hand will set you back around £1000-1500.

There’s really no way to tell if they’re worn as oil sample analysis has shown to be unreliable – the general consensus is to get them changed at around the 70k-mile mark for long-term peace of mind. It’s imperative that you talk with the seller about the car’s history. Ensure that the two weak points have been addressed in the past, or that the owner is at least aware of the issues. Have that part fail and you can wave goodbye to that S65 engine…

There have recently been some reports of injectors sticking open and causing engine failures so that’s also something to be aware of. DCT is so far proving to be reliable – sump gaskets can leak but that’s about all that goes wrong.

Modifying a BMW E92 M3

Chassis and Brakes

If you’ve got Electronic Damper Control (EDC) and want to keep it, Eibach Pro-Kit springs are the lowering spring of choice or you can opt for KW’s Height-Adjustable Spring kit; you’re spoilt for choice when it comes to coilovers, with something for every budget, and a few will even let you retain EDC functionality.

The brakes come in for criticism and while they’re okay on the road they wilt quickly on track – good performance pads and hoses will be a worthwhile purchase, and a big brake kit is definitely worth it if you’ve got the cash and are going to be upping the performance.

Increasing performance

The best drop-in air filter is considered to come from BMC, while Evolve’s Eventuri carbon fibre intake makes impressive power gains. There are also several carbon plenums on the market that don’t make any more power but do sound awesome; PSDesigns also offers a velocity stack kit, which the company runs on its own E90 M3 demo car, and it sounds incredible and delivers impressive performance gains.

As for the exhaust, the primary cats are the most restrictive part. You can either gut them completely, or fit a pair of test pipes in their place, which deliver a little more power and noise.. To keep your car legal on the road, we recommend a sports cat.

The S65 loves a supercharger – there are numerous offerings available from companies like ESS, VF Engineering and GP infinitas. The cheapest kit comes from GP infinitas and will set you back around £4000 for 500hp while its 600hp offering is about £8000; ESS kits start at £8000 for the 625 kit, the 650 is £9400 while the new G1 kit is £9300. VF Engineering kits, meanwhile, start at around £7000 for the 540hp version rising to just under £10,000 for the 650 kit. Alternatively, you could go for Harrop’s positive displacement blower – it makes around 550hp with massive mid-range torque and costs around £10,000.

Verdict

The E92 M3 might be a slightly softer proposition than its predecessor but it’s all relative and this is still a seriously full-on performance machine. The S65 is an awesome engine and makes this generation of M3 something truly special, putting the latest F8x and G8x M3s to shame in the sound department. The whole driving experience is simply sensational and while the engine needs to be revved, doing so is never a chore. There are a couple of big-ticket items to be aware of but, overall, this model is proving to be reliable. As the last naturally aspirated M3, the E9x is a fitting swansong and a superb and seriously exciting car.

With values of cars only set to go one way, now yours chance to get in the action before the train leaves.

Tech Spec: BMW E92 M3

• Engine: 4.0-litre V8 S65B40
• Transmission: Six-speed manual, seven-speed M DCT
• Power: 420hp
• Torque: 295lb ft
• 0-62mph: 4.8 (DCT 4.6) seconds
• Price When New: £50,625 (Coupé)
• Price Now: £13,000-£35,000

Love German cars? Want to see the coolest and most badass German car builds in one, special gathering? Why not check out our premier German Car Festival!

The post BMW E92 M3 Buyer’s Guide appeared first on Fast Car.

This might well be the most unconventional E36 we’ve featured in a while. And that’s not because it’s a liveried-up drift car, because that almost feels like the default setting for most modified E36s these days. No, rather it’s to do with Scott Robinson’s choice of propulsion for his E36, because this 3 Series is serving up a bit of Asian fusion, with some Japanese muscle nestling in its engine bay, and it makes for a seriously spicy sideways machine.

Scott’s car history

Scott is no stranger to serious performance machinery, working as he does for XCS Designs. “It stands for Extreme Custom Sportscars, building 427 Cobra kit cars, track cars and drift cars,” he says, so it’s not surprising that he appears to have developed a bit of a taste for V8s. But what about his taste for BMWs? “I have had E36s for around 12 years now, but I have always been interested in them since my older brother bought home a 328i Sport,” Scott tells us. “My first BMW was an E36 saloon, 318i base spec. It just happened to be a local car and within budget. So I thought, why not give it a shot and see what they’re like to live with? From then, BMWs have stuck with me,” he grins.

So he’s no stranger to BMWs, and he’s no stranger to modding them, either. “The longest I owned a BMW was an E36 Touring – that was completely modified over the eight years I had it. It was still a daily driver right up until it was scrapped. It started life as a 328 with beige leather, and I started with just a few mods – coilovers, wheels etc., just to make it look good for shows and car meets. Then I got into drifting, and it became my full competition drift car with an M3 swap, full cage, bucket seats etc.

Buying the BMW E36 Saloon

“This E36 Saloon was bought as the Touring had seen better days, and it was time for an upgrade to something a little less rusty,” explains Scott. “The car was a friend’s who decided to strip it and break it for parts. It was a completely stripped shell, non-rolling, with just overfenders on. My plan was just to swap all the parts from the Touring over and do the 1UZ V8 swap, but that got out of hand real quick,” he laughs, and he’s not kidding because this E36 is not messing around.

1UZ V8 swap for the BMW E36 drift car

It would feel rude to start anywhere other than under the bonnet when looking at Scott’s build, because of course we’re going to be excited about a turbocharged V8, regardless of whether it comes from Bavaria or not. “The engine is basically a stock 1UZ out of a Toyota Soarer, upgraded with MLS head gaskets, ARP head studs, re-gapped rings and ARP Rod bolts,” Scott tells us. “It took a few months to refresh as was awaiting parts from the States, but the engine had already been in and turbo-converted for around a year or so. I just wanted to up the boost and make it reliable at that power level,” he reasons, and he’s certainly got that. What you’re looking at is a 4.0-litre V8 that’s been bolstered by the addition of a Holset HE400 turbo, which has taken power to a very healthy 470hp.

Alongside the turbo, Scott has added a selection of upgrades to ensure the V8 makes all that power without breaking a sweat, which includes Bosch 550cc injectors fed by a Walbro 450lph pump, a front-mount intercooler, an uprated cooling system, and there’s a custom 3” exhaust system that exits from the front bumper. The transmission, meanwhile, consists of a six-speed gearbox conversion using an E36 M3 Evo Getrag unit with an adapter to connect it up to the engine, a lightened M3 flywheel and a Stage 4 Competition Clutch, with a welded medium-case diff sending power to the wheels.

E36 drift car chassis setup

With power to spare, that aspect of the E36 was sorted, but if you’re going drifting, you need a proper chassis setup, and Scott has taken things very seriously where suspension is concerned. “I chose to go for custom BC coilovers with the Ultra Low setup in the rear as I just wasn’t happy with the fitment on the last setup,” Scott explains. “The fronts have fully adjustable M3 top mounts to dial in my preferred setup for drifting.

Everything on the chassis has been reinforced that can be, again, to make sure that with the power it’s got nothing breaks, as the car was only a little 316 before,” he adds, and that just makes sense. Of course, those BC coilovers are just the tip of the handling iceberg and beneath the bodywork, you will find adjustable upper and lower arms, Icefab toe correction brackets, MACS Engineering tubular lower arms, reinforced front and rear subframes and a tubed front end. An E46 purple tag steering rack makes for quicker direction changes, while the brakes comprise an uprated M3 front setup, E46 320d rears, and braided hoses all-round.

Exterior modifications for the BMW E36 drift car

Now that we’ve dealt with the stuff you can’t see, let’s get on to what you can see. Obviously, what gets your attention first is that XCS livery over the bright red bodywork, a combo that ensures you can’t miss Scott’s car in action, but there are plenty of additional details to take in. First of all, that red is not a BMW colour, but is, in fact, a full respray that the E36 has been treated to in Porsche Guards Red, and it looks fantastic.

As for the rest of the styling, Scott breaks it down for us: “I wanted to do something different to the E36 that wasn’t really seen, so I’ve bonded an E46 lower rear bumper to an E36 top half. I also added E46 side skirts and a big splitter on a Sport bumper up front. I wanted the GTR-style vents on this build for the bonnet, as the Touring had a Nismo-style vent. Also, the big custom drag wing for style,” he smiles, and we also love the addition of the 340i badge on the rear.

Look closely, and you’ll notice that this E36 is wearing overfenders, and that increase in body width dictated Scott’s choice of wheels. “These Rota Torques have been the final choice for a while as you can get some good specs to fill the overfenders, also allowing 9.5” rears to have a good-sized tyre on for grip,” he explains, and the twin five-spoke 17s really work well on the E36s and suit the look of the whole build perfectly.

Interior modifications on the BMW E36 drift car

Finally, we come to the interior, and while Scott has added the usual track car equipment, it’s a little less barren than you might expect. “I fancied something a bit more comfortable than a fully stripped-out car,” he reasons. “This still has a full interior, with Corbeau bucket seats and a half-cage for the harnesses to attach to,” and those Corbeau Clubsport XLs have been paired with Takata harnesses. Ahead of Scott sits a Nardi steering wheel on a quick-release boss, and the stock gauges have been replaced with a tablet dash. Scott’s also got a short-shifter and a hydro handbrake in here, while the aforementioned cage takes up the rear of the cabin, and it’s been finished in a rather lovely rainbow flake.

We know a lot of you reading this will be a little sensitive to the idea of a non-BMW engine in a BMW, but we’d like to think that when it’s a hardcore drift machine, the ‘rules’ go out the window. And besides, we defy anyone not to get excited by the prospect of a 470hp turbocharged V8, and it’s the boost that Scott loves best: “My favourite mod has to be the big turbo conversion,” he grins, and that’s all you need to know.

Conclusion

Getting his E36 to this stage has taken Scott three years so far, but there’s definitely more to come, and while being around LS V8s at work has made him consider another engine swap, that’s something of a money-no-object mod, so the Toyota engine is here to stay – for now, at least. “I’m hoping to get a full cage fitted and make this up to full competition spec so I can do some more drift demos in it,” Scott tells us. With some serious Japanese muscle wrapped up in a classic Bavarian body finished in a hue straight out of Stuttgart, this fast and furious fusion of east and west is like dipping your bratwurst in wasabi, and the end result is an awesome drift missile that’s a real crowd pleaser.

Love modified cars? Want to see the very best of car culture? Then why not check out our premier event:

• Trax
• German Car Festival 

The post BMW E36 Drift Car With Turbocharged 1UZ V8 appeared first on Fast Car.

How would your family react if you spent Christmas day rebuilding your car’s engine next to the kitchen table? You may well find yourself on the business end of a particularly sharp sprig of holly, but evidently it’s just about possible to get away with it – because that’s precisely what Geraint James and his dad did. The fact that they’re still here to tell the tale suggests that the pursuit of automotive awesomeness can excuse you from all manner of festive sins.

“My dad has always been Ford mad, so it would have been rude for me not to get one,” Geraint grins. “Where do I begin with cars? Well, basically I’ve always grown up with helping my dad work on cars, from a young age to even now. I began with messing around with the typical Corsas before ultimately needing a cheap car to go to work, so I started properly with a Mk7 Fiesta 1.6 TDCi about ten years ago.”

Buying the Ford Fiesta ST Mk7

The inherent passion for turning up the coolness wick ensured that this cheap-and-cheerful runabout received a bit of ‘the treatment’ from this fledgling enthusiast; it may have been a budget daily hack, but it ended up on air-ride and kept obsessively clean. Meanwhile, Geraint’s brother had bought himself an ST180 with similar intent, wanting something practical to get to work in every day, and the fact that Fiesta STs are so much fun meant that, more often than not, he was ragging it up the farm lanes like a full-bore rally driver, bouncing it through fields and all sorts. When he found himself needing a truck, Geraint then bought the hard-driven ST and embarked upon a whole new set of Ford hot hatch adventures.

Transferring parts to the bagged Mk7 Fiesta ST

“When I bought it, the car was completely standard,” says Geraint. “Within the first week, I had it on air-ride – I swapped over the setup from my TDCi. And from thereon in, the build was basically an experiment… I’ve never gone this far with a project car before, absolutely everything involved was a learning curve. I like to keep myself busy and I’m always thinking about what else I can do. I just went with the flow regarding decisions: try something, see how it goes, and if I don’t like it, change it until it’s right.”

All of this has been done as a home-build between Geraint and his father, and there have been some really impressive skills developing here. Take all the carbon fibre, for example. This is a material that speaks volumes about the seriousness of a car, its low weight and high tensile strength earning a solid reputation in the pantheon of motorsport and thus trickling down to road cars as a marker of forthrightness; of course, it’s not something that just anyone can make, it’s a fiddly process that requires a Neeson-like special set of skills. But Geraint doesn’t see obstacles in the same way most people do. “I made all the interior carbon myself,” he says.

“The whole theme across the car was a bit of an accident really – I’d found this custom carbon bootlid and then I just went a bit carbon-crazy making everything match it. On the whole, the fact is that I just didn’t want it to be a typical Fiesta, I wanted something different and unique to myself. The seats took five months from order to arrive, and even the carbon diffuser took six months, so I’ve had to have patience on a lot of things.”

Turning up the power

It doesn’t sound as if patience is a particular issue, however. Perhaps life moves a little slower in the windy wilderness around Cardigan, but the painstaking efforts put into perfecting this ST have certainly paid dividends.

With his dad helping out with the paintwork, combined with a thoughtful approach to selecting the right exterior styling without over-embellishing, you can see why this ridiculously clean Fiesta is a hoover for show-and-shine trophies. And with the two fellas working their magic on that yuletide engine rebuild, it’s certainly got the guts to hold its own among its fast-road peers too; treated to bountiful upgrades including Airtec induction kit, an Outlaw intercooler and a Cobra system (complete with old-school outward-rolled 4” tip, like an RS Turbo on Southend seafront in the nineties), its Peron ECU tune has upped the ante to a robust 250bhp.

Show-and-go, then, is very much the ethos. If you’re going to cut it on the showground, you’ve got to have a magpie eye for desirable shiny things, and the rolling stock is a case in point. These staggered OZ Futura splits are one of only three sets in the UK made in a Ford fitment, finished in a one-off silver with polished Radinox lips. The stretch on the sidewalls mightn’t please all palates, but you can’t deny the theatrical artistry of airing out so that the arches sit precisely between tyre and lip – that’s taken a whole lot of measuring and adjusting to perfect.

Bagged Mk7 Fiesta ST Conclusion

So the car’s come a long, long way from being a thrashed farm track beater. Indeed, these days it’s pampered like a show poodle. “I admit, it hardly comes out,” Geraint laughs. “I’ll take it out for fun on a nice weekend, although we don’t get a lot of those around here; otherwise, it largely just goes to shows – I’ll road-trip it there, enjoy the show, then drive back and tuck it away in the garage again. But every time it’s out I get looks, and people come and talk about it as well which is really nice, it always gets complimented.” Which is all attributable to the secret sauce stirred into the recipe from the very beginning. No, it’s not normal to be rebuilding an engine in the kitchen on Christmas day – but the evidence is right here before us that the results are finger-lickin’ good.

Love fast Fords? Want to see cars like this up close and personal, both on display and blasting around track? Or want to be involved yourself with your own fast Ford? Then we’ve got some shows right up your street. Check out our premier events below and don’t miss out on the action!

• Ford Fair
• FordFest
• Trax

Photos: Well Chuffed Media.

The post Bagged Mk7 Fiesta ST appeared first on Fast Car.

With an eclectic mix of modified cars on display, with anything from rare VWs to full blown race cars, it offers something for everyone at the historic Goodwood Motor Circuit.

If you want to watch the action, check out our full Players classic 2024 show report video below!

Players Classic Show Cars:

With around 1000 of the UK and Europe’s best show cars on display, it sure is difficult to stand out amongst the crowd, but here are a few of the rides which caught our eye.

Slammed Lotus Esprit Turbo

This slammed Lotus Esprit Turbo from Germany was a wicked wedge of everything retro cool. The split wheels, nostalgic livery and those iconic Lotus lines provided a much-welcomed break from the crowds of JDM offerings.

Honda Civic Type R EK9

This EK9 Honda Civic was the perfect balance of form and function. The Recaro bucket seats, half-stripped interior and engine bay goodies all alluded to the fact that this hot hatch has some go about it. Whilst the beautifully tidied engine bay, spotless interior trim and custom clear intake piping made this a show car worthy of the show and shine paddock.

Vauxhall Corsa

The award for the shiniest engine bay of the day was hands-down won by this Corsa. The attention to detail and gorgeous deep candy paintjob managed to draw the gaze of spectators away from the immaculate RX-7 and a plethora of Porsches alongside it.

Mercedes 190E

The Mercedes 190E is a platform becoming more and more popular within the modified scene. Players had offerings of every style on show, just in case you needed some inspiration.

S-Chassis Show-offs

The ever-popular Nissan S-chassis’ were out in full force with some stunning examples. The whole range of styles was on display from super clean stance builds to full blown drift cars. Could the S-chassis be the most diversly modified brand in the car community?

Drifting at Players Classic

As always, the home straight of Goodwood’s iconic race circuit received a fresh layer of rubber courtesy of the professional drifters putting on their smoky displays, the same drivers who put on a show at our Fast Car Entertainment events.

The star of this year’s show was a good friend of ours, Axel, and his bonkers triple-rotor C6 Corvette. Be sure to check out our video with Axel and the Corvette on track.

Liam Doran also put on a good show with his Eventuri-tuned E92 M3 as well as his custom-built Mini, sporting two engines in the back and pulling off some seriously impressive wheelies all the way down the straight.

It really is hard to beat a day at Goodwood. Luckily, we’ve got a couple more shows there in October that we’d love to see you at, check them out below:

• German Car Festival
• Classic Japfest

Words: Joe Dawes.

The post Players Classic 2024 Report appeared first on Fast Car.

The history of performance cars is packed with rivalry, but few are as long-running or closely fought as Volkswagen and Ford’s hot hatch grudge match. GTIs, G60s, VR6s and R models have locked horns with the likes of RS, ST and XR since the early 1980s, and Tim Dunn is unusually familiar with both sides of that divide. Having spent his entire adult life dabbling in the best that each brand can offer, Tim Dunn’s 500hp Mk2 is a meeting of worlds.

“My dream car in school was an Escort Cosworth, so when I had my first GTI I was always drawn to the RS Turbos… with the dump valves going off, and things like that,” he tells us. “At the time, the Mk4 Golf was out of the question because it was brand new and they didn’t have anything turbocharged before that, which is I went down the Ford route. Then I got back into Volkswagens and people were putting 20-valve turbo engines into Mk2s. That seemed like the ultimate Golf, and something I could probably do myself.”

Looking back, Tim had the makings of a life-long Ford fanatic. His uncle kick-started an interest in mechanics while he was in primary school, which developed into a career choice as his older brother enlisted his help working on Fiestas and XR3is as a teenager. By the time Tim started his apprenticeship at 17, he’d already bought – and written off – a Peugeot 309 GTI replica and the barely-roadworthy Mk2 Fiesta van that replaced it wasn’t really living up to the Cosworth ambitions.

From Ford to VW to Ford…

However, the path to this car was steadily unfolding even then. Tim’s apprenticeship paired him with another mechanic, Ernie, who not only taught him how to fix cars and bodywork but also put an influential project his way. A customer had abandoned a Mars Red three-door Mk2 at the garage after the cambelt had snapped, but the damage was minimal. With a new set of valves, the non-running 1.3-litre Golf evolved into a big bumper GTI replica, dropped over a set of 100+ wheels and with a Peco Big Bore exhaust, then eventually made way for an Alpine White 8V GTI.

“The GTI was really punchy, but I swapped it for a Series 2 RS Turbo, which I modded to within an inch of its life – at the time it was up to 237hp. I sold that for a Sierra Sapphire Cosworth and built another RS Turbo, which was featured, before deciding it was time for my Escort Cosworth. I sold the other two and got a loan to buy it, then that had to go when I bought a house,” he recalls.

…and back to VW

Ernie’s influence didn’t stop with the Mk2. After a few years working together, the duo left to set up Auto RS, and Tim still runs the same business today. Named to bring in other Cosworth owners and rank highly in alphabetically organised phone books, it’s become a busy workshop with a workload as broad as its owner’s car history, which didn’t take long to recover after life got in the way. Having ticked the Cosworth box and become a homeowner, Tim ended his hot hatch dry spell with a GTI 16V only to quickly lose interest and swap into modern alternatives while his concours Series 1 Escort RS Turbo took shape in the garage. Even this didn’t lure him away from Volkswagen – by the time the finished Ford got its outing as his wedding car, there was another Mk2 waiting to take its place.

“That Mk2 ended up being the longest I ever owned a car. It was a real sleeper, with a good track spec and K04 hybrid running 370hp, and scary when it was giving everything it had, but I stumbled across some videos online with VR6Ts running 4Motion and doing crazy launches. The VR6 has a distinctive sound, and it’s amazing when it’s turbo’d, so I wanted some of that,” he laughs.

“I had done a sleeper car already, so I had visions of what I wanted – wide arches, deep dish wheels, a roll cage and some modern twists. I decided that, if I could find the parts, then I’d do the build. This was probably going to be my last big project, so I wanted it to be the best I could do.”

Custom building this modified VW Golf Mk2

Nothing you see here is easy to track down. Tim spent autumn 2019 scouring classified ads for the Syncro conversion, which includes a larger transmission tunnel and raised boot floor for the differential and prop shaft, and a suitable bodyshell. He got lucky on both counts, finding a three-door Driver shell ten minutes from his workshop, then headed to the outskirts of Paris a few days later to pick up the four-wheel drive parts. It’s a perk of living in Kent, and close to the Channel, that this was easier than getting the same gear in the UK.

Well, almost. “It all fitted in the back of a van, but leaning across for the toll booths was a bit of a pain, and the seller couldn’t speak a word of English. We had to type everything into Google Translate and play it back to one another,” he laughs.

“It was worth it though. I’d found the same parts in Newcastle for £2000, but this cost me £1100 plus the ferry fare, so it was about half the price. Everything was there – tunnel, boot floor, rear diff, gearbox, carpets etc, so the work was ready to begin.”

Stripping everything

Being picky with the shell took some of the hassle out of an already intensive rebuild. Weekend by weekend, Tim stripped everything, unpicking the transmission tunnel from the one-piece factory floor pressing then grafting the new panels into place. Almost nothing underneath was originally designed to work together; the front subframe is from a Mk3, while the rear is Mk2-based but modified for a Mk4-platform Haldex differential and paired Mk3 Syncro arms to widen the track. Although the driveshafts are off-the-shelf, the prop had to be custom made with a shortened Audi TT section to fit the O2M gearbox. Every spare part was sold, and the money was pumped back into the Golf’s increasingly lengthy spec sheet.

VR6 engine

Naturally, he’d researched the engine spec in detail. The block is balanced and bore lined for the new bearing caps and ARP studs, then fitted with a shallower Mk5 R32 sump and multi-layer head gasket. With plans for a full paint job, everything was trial fitted and trailered to Zero Exhausts for a full custom system and to check for clearance issues. This was a smart move, because even a bespoke exhaust wouldn’t quite fit into the transmission tunnel without further modifications.

“The Americans seem to run a head spacer and don’t do anything to the bottom end, and they’re running 500-600hp no problem at all,” Tim explains, unveiling the tightly packed engine bay. “However, I’d rather go forged and know that it’s okay. The only things they mention are ARP main studs and, if you start to push them to 650-700hp and higher, you want a girdle plate in there. I had a limit of about 500-600hp – the Golf probably won’t cope with much more than that anyway.”

Gearbox modifications

However, not everything was within his control. The modified VW Golf Mk2 uses a strengthened 02M gearbox with a Quaife ATB differential up front, supported by a Haldex controller which enables him to adjust how quickly the rear wheels are engaged. Although he managed to time importing the latter and the MBL arch kit just before Brexit import duties came into force, Covid put paid to any plans for a fast turnaround. The upshot was extra time to figure out solutions to complex problems, like the Race Technology dash, which gets around the O2M’s lack of mechanical speed output. Clever stuff.

Exterior modifications on the Mk2 VW Golf

Body modifications were taking shape in the background, with that carefully planned stance as a starting point. Instead of taking chances with fitment, Tim tasked Image Wheels with building a set of staggered 17-inch three-piece wheels to fill out an extra four inches of bodywork at each corner and to clear the Tarox big brake kit at the front. Picking the right colour contrast with those gold centres was no easy job. Not that you’d guess, but you’re looking at Plan C.

“Originally the car was going to be either BMW Twilight Purple or Long Beach Blue, but I painted up two wings and they weren’t right for this build. My mate kept saying about San Marino Blue, which I wasn’t sure about, but I painted under the bonnet and it grew on me. I think it suits the hard lines of the Mk2 – in some lights is like Bright Blue Metallic but, being a Xirallic paint. it really alters in light and dark settings.”

Tuning the modified VW Golf Mk2

It took almost 18 months to know for sure. Lockdowns continued to delay progress, and Tim built a PD130-swapped Mk2 Driver to keep his wandering mind occupied, finishing it just as the main attraction returned from the bodyshop. Reassembly wasn’t entirely straightforward, requiring a scratch-built wiring loom to pair the new hardware with its Ecumaster EMU Black management and get the car ready for mapping.

If a 500hp Mk2 had been unusual back when he had his first GTI, then the finishing touches getting it back on the road would have been unimaginable. The management uses an R32 base map, carefully honed to the Mk2’s spec by a specialist called Deondré. Deondré hasn’t seen the car in the metal – he’s based in Grenada, and everything was done remotely.

“I normally turn a car around in 18 months, maybe two years, but Covid delayed it, the bodyshop had it for a long time and we had our third baby in between as well. Everything slowed this one down, but that gave me time to concentrate on the bits that I would normally have skipped over. Thinking about it and saving up more money, I’ve ultimately specced it better.”

Minute details

You get a sense of that in the details. Despite the aggressive presence and decidedly un-subtle performance, Tim worked hard to retain the Mk2 styling that lured him in at the start. Every component added to or deleted from the bodywork serves to enhance the original lines, and even the interior borrows heavily from the GTI heritage. Volkswagen stopped short of stripping and caging a factory road-going Mk2, but the Corbeau buckets and door cards in matching red pinstripe tartan are unmistakeable.

Better yet, it’s worked almost perfectly out of the box. Upgrading from a Corrado VR6 radiator – the only one that would fit in the available space between the inlet manifold and intercooler – to a taller, wider Pro Alloy one has cured warm-weather overheating. Although Tim admits taller diesel final drives would improve driveability, the end result is a perfect blend of classic hot hatch styling, subtly modernised and injected with supercar performance to match.

“We are now up to 22 PSI of boost and timing is still slightly conservative, but I think it must be getting close to 500bhp now,” he smiles. “The VR6 gets rid of some of the turbo lag you’d get on a four-cylinder, so it’s really responsive and boosts very quickly – you wouldn’t know it was a larger turbo the way it comes in. The Escort Cosworth is still one of my favourite cars, but they’re £60,000 to £70,000 now and mine was 360hp – the Golf would wipe the floor with it.”

Conclusion

Hardly surprising, then, that this modified VW Golf Mk2 is sticking around even longer than its predecessor. Decades of rivalry – at the factory and enthusiast level – have raised the stakes on both sides of the Volkswagen-Ford hot hatch grudge match. But if the middle ground between them shapes up like this, then we’re all for being open-minded.

Words: Alex Grant. Photos: Jason Dodd.

Want to see cars like this in person? Be sure to check out our premier car events!

• Trax
• German Car Festival

The post Modified VW Mk2 Golf With 500bhp & 4Motion appeared first on Fast Car.

What is going on with BMW car design at the moment? Is it just me or is it a bit hit and miss? Take the fresh M3 for example, that front end still feels marmite. Sadly, I don’t think things have improved here with the arrival of the new BMW M135 xDrive, either. Well, facelifted. And quite literally facelifted too, as the 1er gets a revised front end that for me hasn’t improved the current-generation’s appeal. That being said, underneath things are are still sharp, with the B48 engine producing a cool 296bhp.

Yep, gone are the days of 300+bhp M-lites these days like in the F2X generation, the turbocharged four-cylinder engine is capped at 296bhp and presumably the same in torque, although BMW hasn’t confirmed this yet. That being said, 0-62mph comes in at a tenth slower than the current car, 4.9 seconds.

Tell me more about the facelifted M135 xDrive

You might have noticed I’ve not included the “i” in the M135. That’s not a typo. BMW has elected to remove “i” from petrol-powered cars to avoid confusion with its electric range. As a result, you’re looking at the facelifted BMW M135 xDrive. No “I”.

Now the name’s out of the way, as you’d expect from a midlife update, there’s not a whole lot changed. The new front end is the biggest talking point. The lights have been sort of stretched, which looks a little odd. At the back you’ve now got a quad exhaust and the side skirts have grown too. The wheels are slighter bigger, as are the breaks and the suspension a touch stiffer.

Inside, the cabin is now dominated by the 10.25in (in front of the driver) and 10.7in (central) curved display that appears in other models across the range.

Standard trim has been improved, though, with heated, leather-free seats making the list. There’s also a redesigned steering wheel and gear selector.

How much is the new BMW M135 xDrive?

Prices for the facelifted M135 start at £41,000. BMW has revealed that options to make the car lighter will be available later in the year. We’d hazard a guess at some lighter M Performance wheels, exhaust and carbon ceramics to name a few.

The post New BMW M135 xDrive Revealed With 296bhp appeared first on Fast Car.

Chassis 000 will head to auction at RM Sotheby’s Tegernsee sale on July 27th with an eye-watering price tag of €714,000. Ignore that price tag for a second, though, and take this restomod in. It’s been created by HWA, the company created by Hans Werner Aufrecht, the co-founder of AMG. And to say Hans knows a thing or two about making Mercedes cars faster would be an understatement.

What is the HWA Evo 190E restomod? 

The official figures speak volumes for this car’s potential. It weighs just 1350kg, has 50/50 weight distribution and features a 3-litre twin-turbo V6 engine up front. That engine produces a cool 450hp and 405lb ft of torque, which is thankfully linked to a transaxle six-speed manual!

On the chassis side of things, HWA has stayed true to what it knows best, DTM. With historic milestones achieved in the sport, it’s no wonder that the Mercedes 190E restomod that bares the famous Evo moniker will deliver astonishing lap times. To that end, HWA’s brochure alludes to double wishbone suspension, electronically adjustable dampers and a lift system that can raise the height by 30mm. Lightweight forged wheels measuring 19 inches at the front and 20 inches at the rear hide 6-piston and 4-piston steel brakes respectively.

Let’s not forget, though, this is still a road car. So inside, while you’ll find classic Recaro bucket seats (and 2 seats in the back), you’ll also find climate control and a digital instrument cluster with displays. Oh, and because it’s a racecar at heart, there is an integrated roll cage.

The looks

As for us, anything that looks as bonkers as this gets our seal of approval. The wide, flared arches are delectable, as is the wing, reminiscent of the original Evo DTM car. Of course, with it being a restomod you also get up-to-date LED lights, but again, in-keeping with the original design with those square headlights and thin tailights.

Sadly, at the time of writing there isn’t an RM Sotherby’s listing for the auction just yet, but this car, chassis 000 will be up for grabs at the Tegernsee sale on July 27th. The starting price for each HWA Evo 190E restomod is €714,000. Don’t worry if you can’t snap this one up, there will be a total of 100 cars built, with sales starting in 2025.

The post HWA Evo 190E Restomod Goes To Auction appeared first on Fast Car.

With so much excitement and disappointment around the A90 Supra, there’s been a natural resurgence in interest for the old A80/Mk4. Of course, for people like us this enthusiasm never went away – we love these things, stock or modified, UKDM or JDM, subtle-and-smooth or big-power-and-boisterous, we’re well into a nineties Supra. So much so that we placed it in our list of the best used cars to buy.

Toyota Supra Mk4 history

At launch, the Toyota Supra Mk4 offered a pair of fresh new engines: the 3.0-litre 2JZ-GE straight-six offered 220bhp, while the twin-turbocharged 2JZ-GTE amped this up to 276bhp. For the export models, Toyota saw fit to pump up the adrenaline a little, adding bigger fuel injectors and smaller steel-wheeled turbos to produce a peak 326bhp.

The holy grail for the UK buyer today is to find a genuine UK TT6; that is, a twin-turbo with a manual six-speed gearbox in full-fat UK spec. Not easy to achieve, but they do exist! Giveaway details are that the UK models had a bonnet scoop and glass headlights instead of plastic.

Check out our guide to tuning the legendary 2JZ-GTE packed full of advice on all power levels. 

Gearbox options

In all markets, the turbo models had the option of the Getrag six-speed manual gearbox. Nat-asp cars made do with the W58 five-speed manual. Although the GT nature of the car means that a lot of them were bought with four-speed automatic transmissions, which does rather dull the fun. That being said, die-hard enthusiasts will claim the automatic model is actually faster than manual cars. While on some occasions that may be true, the moment you start adding extra power will be the moment you wished it was a manual…

Turbos got 17-inch wheels while nat-asps had sixteens, and with either engine you could option a targa Aerotop. The SZ-R, available from 1994, had the option of bigger 4-pot brakes, as did the RZ from 1995. This was also the year that Recaro seats arrived on the option list. A mild facelift in 1996 introduced Sport ABS and made dual airbags standard-equipment, along with revising gear ratios and equipping the RZ with an aluminum radiator.

Turbo models from 1997 had VVT-I along with revised ‘REAS’ suspension, and automatics had Tiptronic gear selection added. The Aerotop was discontinued in 1999, and Supra production ended in July 2002.

Why do people love the Toyota Supra Mk4?

There are a few reasons why enthusiasts love the Toyota Supra Mk4. It shot to fame thanks to its appearances in the Fast & Furious movie franchises, with Brian O’Conner famously picking up a burned example for Dominic Toretto to settle his 10-second car debt. The movies shed light on the extensive aftermarket available for Japanese tuner cars, with the likes of the Mk4 Supra, Skyline and RX-7 sitting on top of that tree. But even before these movies, enthusiasts all over the world had torn the 2JZ engine apart in such of unimaginable power. You see, this engine is one of automotive’s seven wonders. It was only a few years after the Supra arrived that cars were producing over 1000bhp.

It’s lust for more power, the sound it made, coupled with the elegant looks, excellent chassis and arguably the best interior in the business made it a hit. Speaking of that interior, Toyota nailed it. The cabin is angled around the driver, like in a fighter jet cockpit. After all, there’s only one driver, and therefore everything should be angled towards them.

There’s also no forgetting its success on the race track either, and subsequent use in videogames. While the JTCC Supras weren’t powered by the 2JZ engines, they did provide the base for some of the most recongisable liveries in motorsport today thanks to cars taking multiple race wins and titles. Remember that Castrol livery? How could you forget?!

Toyota Supra Mk4 common problems & things to look out for

It’s pleasing to know that Supras are pretty bombproof. Just look out for age-related wear such as warping of the dash top, boot rubbers perishing, and yellowing of the headlights on JDM examples. Naturally, being a 1990s Japanese car, you need to check thoroughly for rust. As a rule, fresh imports are likely to be less rusty than older imports or UK cars.

You should also be careful to check through the history, particularly as very few Supras on the market are factory-standard. If it’s been modified, ensure that it’s been done by competent people with quality parts. There was a time when you could pick up Supras for relative peanuts, and some have been ham-fistedly modded by people who saw The Fast and The Furious and thought ‘how hard can that be?’.

And finally, keep in mind that imported cars will have a 112mph speed limiter. Oh, and of course the easiest way to spot a proper UK car is by its functional bonnet vent, glass headlights and headlamp washer ‘horns’.

Toyota Supra Mk4 prices

It’s very much a case of déjà vu when it comes to Mk4 Supra prices, as like its JDM rivals such as the Skyline GT-R, prices have started to climb as more and more stock, original examples become harder to find. In fact, finding a bone-stock manual TT Mk4 Supra is like trying to find a needle in a haystack. That being said, there are usually a few automatic, non-turbo models on the UK market, with prices starting from around £25,000, but the average price is naturally much higher.

Modified, manual TT examples can be seen for around £40,000+, depending on the level of modification, mileage and condition. We spoke with import and tuning company JM Imports who reckons you’ll need around £50,000+ to get your hands on a manual, twin-turbo Supra. Chances are, though, you’ll be looking at a modified example so do your homework, ask the seller what modifications have been added and who carried out the work, the more provenance the better.

As for the American selection of Mk4 Supras, ropey examples start at closer to $35,000 but on average you can expect to pay between $60-70,000 for a good one. The cream of the crop can fetch extraordinary prices though, extending close to – and sometimes beyond – six figures.

Should you buy a Toyota Supra Mk4?

There are a couple of schools of thought here, but all of them end up with the same answer. If you can afford to buy one at current prices, then yes you should. The Supra is one of those iconic drives that earned a reputation for a reason. Whether in stock, midly tuned or obsencely modified, the Supra will deliver on thrills that few cars can.

With the lust for Japanese classic cars only growing stronger, there’s not much worry of losing money on your investment either, whether you decide to park it up and leave it in a garage or use it.

And if you want to see what all the fuss is about, there’ll be plenty on display at our Classic Japfest event at Goodwood.

Best Toyota Supra Mk4 modifications

We’ve highlighted five modifications below that will enhance your Supra experience. For more details on tuning a Supra Mk4, check out our how to tune a 2JZ-GTE guide. We’ve packed it full of advice on tuning the legendary engine to all power levels.

Exhaust

Price: From $550/£450 (backbox)

The 2JZ responds well to exhaust upgrades (particularly if you throw in a decat), and we reckon Supras only look proper with a huge drainpipe poking out the back! The Blitz Nur Spec-R is a popular choice – buy it here.

Fuel Cut Defender

Price: $150/£130

An essential for modded turbo models, the FCD changes the airflow signal to the ECU to trick it into thinking it never sees more than 1 bar of boost, which is the point where the computer cuts the fuel supply as a safeguard. JDM icons HKS supply an FCD which you can use on your Supra. Buy it here.

Single turbo

Price: $/£ various

If you’re chasing big power (and remember, the stock internals should be good for well over 500bhp), swapping to a big single turbo is always a strong option. Japspeed can set you up with the required conversion gear for around $200/£180, and then it’s just a case of finding a big ol’ snail to hook everything up to. Buy the Japspeed conversion kit here.

Intercooler

Price: $450/£359

A bigger front-mount intercooler is another must for turbo Supras – Japspeed are, once again, the experts here. Click this link to get yours.

Big Brake Kits

Price: From $3600/£2900 for the brands mentioned below. Cheaper (lesser) kits are also available.

The stock brakes are pretty damn good, but you’ll need them to be even better if you’re throwing more power in. Popular big brake kits for the A80 include the Brembo range, or offerings from AP Racing.

The post Toyota Supra Mk4 Buying & Tuning Guide appeared first on Fast Car.

The scene is set — the 2023 Summernats Car Festival, Canberra, Australia. At every turn, outrageous, mega-horsepower, mechanical beasts with fire and brimstone souls assault your senses. Ground-shaking choppy V8 idles are complemented by tyres so big they could be on a steamroller. Open exhaust systems send the ashes out, while huge air scoops grab any and all available air to stuff inside, and standing too close can see your baseball cap disappear in the blink of an eye. This Aussie car event delivers the best, the wildest and the most mind-blowing vehicles.

Amidst the craziness, a red car suddenly breaks cover, and the crowd’s reaction is instantaneous. The car is an eye-popping Candy Apple Red 1968 Mk2 Cortina, and the owner Derek Mackay is on the receiving end of some well-deserved mob admiration.

“It was so well received,” says Derek. “It’s no V8, but the blower and the factory look was well liked. I got compliments all weekend, so it’s safe to say the Cortina was accepted.” Indeed, accepted it was, with the supercharged Mk2 Cortina drawing admiration whenever it was cruising. Watching the mobile phones come up to grab a shot of the Cortina was epic; so was the occasional throttle stomp, sending the blower screaming as the rear Simmons rims scrambled to get traction.

Supercharging the Mk2 Cortina

It’s not often you see a classic Ford with a blower out the bonnet, and even rarer to see one with the blower coming out to one side. If it was in the middle, well, it would be a V6 or V8 underneath – however, if it’s on the side, that means it has been strapped to the flank of a six- or four-cylinder. In this machine, Derek has kept us diehard Ford enthusiasts happy by bolting it to a stout 2.1-litre Pinto.

Buying the motor

“I bought this motor as a bit of an unknown for just $400,” he smiles. “I was told it was a good runner, so at that price I took a gamble.” While the buy-in price was low, the reality is that all unknown engines are a lucky dip at the best of times, and in this case, Derek hit a huge home run. After removing the cam cover, he got an insight into his mystery purchase. “There was a set of Camtech valve rockers staring back at me, and as I dug deeper, I found out that it had a big-valve head, rebuilt bottom end and a capacity of 2.1,” explains Derek. It seems the mystery motor was not only well built, but also offered a sound platform to develop the driveline further.

After spotting the large-lobe camshaft, Derek set about making sure it had plenty of air to shift at high RPM. A rare Spearco four-barrel Holley-style intake manifold was sent out for modifying, a custom sump was bolted up, and an electric water pump and MSD ignition system was wired in place. The exhaust manifold was a custom-made item, and the remaining system is best described as being a mix of fast road, free-flowing and, well, loud!

Back to the intake side of things, Derek was well into his big plan to stand out for all the right reasons. “Who doesn’t love a blower?” he laughs. “I just had to do it. My dad helped me with the advice in modifying the manifold to take the GM 3/71 blower, and after playing around with some Weber setups, the Holley 390 four-barrel carb has been modified to work correctly.”

Transmission and chassis upgrades

This supercharger is a statement piece that is both visually and audibly amazing. As the belt drive whines away on that rorty Pinto, the Cortina’s rev range has now become a mechanical musical symphony that would bring many of us old-school Ford brethren to our knees. There is a heavy-duty clutch to assist with gear changes, and a late-model Pinto four-speed gearbox as well. The Cortina’s English axle now has a locked centre, and sits three inches closer to the body courtesy of reset leaf springs. Up front the Mk2 suspension and brake hardware has all been rebuilt, but now also includes a Datsun dual-circuit master cylinder.

Cleaning up the body

Complementing the mechanical madness the Mk2 now offers is that stunning, factory-style bodywork. “My dad was the one who bought it originally – sadly he passed away not that long ago – and in 2012 he gave it to me, so it has a lot of sentimental value,” explains Derek. “When I got it, I had the body sandblasted and found there was a lot of filler underneath.

Luckily there wasn’t much rust, so cleaning it up and getting it straight was achievable.” Derek knew he needed to call in the troops to get the finish he was after, and turned to good mate Matt from MJH Paint and Panel to lay on the flawless Ford Candy Apple Red pearl. The mint finish can also be accredited to another good mate, Kerry from Americar who, along with staff member Jordo, ensured the panels were arrow-straight before paint. Sadly Jordo has since passed away, leaving an incredible legacy of work in the Mk2. The twin gold stripes are there to pay homage to the Australian Mk2 Cortina GT stripe kits, and the trim, chrome and stainless is immaculate. Under each wing, Derek kept the colour coordination in check with a monster set of 17” Simmons three-piece alloy rims, tastefully matched in colour to those side stripes.

Interior modifications on the supercharged Mk2 Cortina

Inside the supercharged Mk2 Cortina, Derek’s strategic build approach is also very apparent. Rather than some ill-fitting, late-model bucket seats, he has stayed true to the Mk2’s heritage with a Sport Stock approach. The seats have all been retrimmed to echo the factory look, new black carpets have been installed, and some covert gauges needed to monitor the monster up front have been installed. The GT-style wheel is classy, but like the rest of the interior is purposeful and understated.

“I really wanted to take my own path with the Cortina, and when I first got the car from my dad, I was really inspired by its original state,” he says. “All of the changes I have made are able to be removed so it can be reset to stock in the future if it needs to be. It’s not hard to get the blower off, and a different bonnet and rims and bingo, you would think it’s a clean stocker.”

Verdict

It’s not often we get to see a classic Ford with a crazy, bonnet-bursting blower, let alone on a mint Mk2 Cortina rolling on a set of 17” rims. This level of sensory overload is fast becoming a thing of the past, with the advent of turbos and EFI technology and the push to keep our rare chrome bumper cars as close to factory as possible. Derek’s creation is a timely reminder that walking your own path in 2024 can be a rewarding experience, and daring to be different never looked and sounded so good… especially when the revs rise!

Do you love Fords? We’ve got two premier Ford car shows just for you. Be sure to check out Ford Fair at Silverstone and FordFest at Mallory Park!

Words: Jason O’Halloran. Photos: Sean Davey.

The post Supercharged Mk2 Cortina: Blown Away appeared first on Fast Car.

When we say teased, we quite literally mean that. There’s not much info to go on, but VW has shown us the new Golf GTI Clubsport Mk8.5, which is said to become the fastest Golf GTI ever. By that measure, we can safely assume that the Mk8 Clubsport’s 296bhp will be eclipsed, but will VW venture past the old Clubsport S that had 310hp? Dare it put it that close to the current generation R? After all, the Golf that will be competing in the Nurburgring 24 Hours features 348bhp. Surely it can’t be that powerful.

What we do know is that the new VW Golf GTI Clubsport will feature VW’s latest AI infotainment system, like the regular GTI Mk8.5, which is said to aid the driver in controlling certain aspects of the car. It will also do away with the truly horrible haptic-feedback steering wheel, opting for one with physical buttons. Hoorah! Aside from that, you also get a new drive mode, Nurburgring. That being said, to get the benefit from this mode, you have to opt for the Dynamic Chassis Control (DCC) dampers that allows for changeable rates. On the plus side, the Nurburgring mode tends to work well here in the UK on our back roads!

What else is new on the VW Golf GTI Clubsport?

While information is limited ahead of the full reveal on May 31st, we do also know that the Clubsport will get a redesigned front bumper, presumably to improve aero or reduce drag. Alongside that are new lights and some wicked looking 19-inch wheels. These Queenstown wheels are said to emulate that of the Detroit rims featured on the Mk5 Golf. For those wanting a lighter option, for the first time ever there will be an optional forged wheel. These 19-inch Warmenau wheels are said to weigh just 8kg each, meaning there’s some hefty weight savings to be had from the factory.

The cherry on top for the midlife update is a new ‘modified lateral dynamics setup’ for the onboard Vehicle Dynamics Manager. Not entirely sure what that means in reality, but hey, it sounds fancy enough so hopefully it delivers an exciting drive.

Golf GTI 1st Generation

Mk1 Golf GTIs racing at N24

Before the main Nurburgring 24 hours race, three Mk1 Golf GTIs will race for the KWL Motorsport team, who is celebrating its 45th anniversary in 2024, alongside 50 years of the Golf. The team from Burscheid will enter a legendary Golf GTI 16S Oettinger (Group 4) from 1981 that has an output of 208 PS. Just as legendary: a 1978 Golf GTI Kamei (Group 2) with 183 PS. The third Mk1 is wrapped in the GTI camouflage design (with the ‘50 years of Golf’ logo): a 1980 Golf GTI from Group 2 with an output of 184 PS.

Check back in a week’s time where we’ll bring you all the information from the full unveiling. And if you love German cars, why not check out our premier German Car Festival event! 

The post New VW Golf GTI Clubsport Teased Ahead of N24 appeared first on Fast Car.

Ross is no stranger to building fast Ford project cars. After all, he’s lost count of how many he actually owns at this point. See, Ross is the owner of Laird Performance, a company dedicated to pushing the boundaries of the latest hot Ford products. Needless to say, the 3-cylinder engine found in the Mk8 ST wasn’t going to deter Ross. No, instead he’s poured countless hours into developing a Mk8 ST tuning platform to create what can be considered the fastest Mk8 Fiesta ST in the world.

Developing 310hp and completing the ¼ mile in 13.4 seconds, Ross reckons it’s around 0.2 seconds quicker than the next quickest Mk8 ST time. Not bad considering this is a track car and the run was without drag tyres nor a drag setup.

Laird Performance at Ford Fair 2024

We’re proud to have Laird Performance on board as Ford Fair’s 2024 headline sponsor. The team at Laird will be bringing all of their cars down to the event and Ross is hoping to have the Mk4 Focus ST track car running in optimum condition ahead of the event. You can catch Ross and the team at the event where you can have a nosey around this pocket rocket, while also seeing the cars take to the track.

Modified Fiesta ST Mk8 engine modifications

To develop 310hp from that small 1.5-litre 3-cylinder engine, Ross has had to think outside of the box. No one had developed a turbo option that was going to substantially increase power. So they set about opening up the turbo housing, machining it and fitting larger custom blades. The result is a custom hybrid turbo that has boosted output from 220hp to 310.

Supporting the hybrid turbo is a full SD performance intake, as well as a Laird-developed Outlaw intercooler to keep the temperatures in control. A new Outlaw turbo-back exhaust not only improves performance, but also sounds wicked! Oh, and last but not least, there’s also a meth injection kit, too.

Chassis modifications

In the chassis department, Ross has elected for camber plates, BC Racing coilovers, Sparco wheels and an SD performance big brake kit (including a 218mm rear big brake kit). The most obvious thing to note on the exterior is that wing. It’s gigantic. Built by MGC it dominates the ST’s presence. Backing up the aggression is a Maxton rear diffuser.

What’s next for the modified Ford Fiesta ST Mk8?

Ross plans on continuing the Mk8 ST tuning development, with his eyes set on a new turbo. Laird Performance is working alongside a turbo manufacturer to build something bigger. The next problem, however, is fuelling. Ross is hoping that a bigger turbo could squeeze some more performance before having to look at upgrading the fuel system.

Can’t make Ford Fair?

Don’t panic. There’s also Ford Fest! This year sees the end-of-season Ford festival return on September 22. Now at its new home of Mallory Park Circuit in Leicestershire, Ford Fest brings together modern and classic Blue Ovals of all ages. Plus, being at a picturesque race circuit, offers both a family friendly and relaxed showground alongside the fast-paced track action too. It offers something for every Ford fan.
Book your Ford Fest tickets today!

The post This Modified Fiesta ST Is the World’s Fastest Mk8 appeared first on Fast Car.

The Ur-Quattro’s legendary status is assured, but we bet Audi didn’t even dare to consider that its all-conquering rally weapon would spawn whole families of all-wheel drive sporting machines. Yet that’s exactly what it’s done. The 1990s S2 coupé started the ball rolling, the 311bhp Porsche-fettled RS2 (RS = Racing Sport) laying the foundations for the super-swift estate car. The first Audi hot hatchback, the S3 arrived in 1999, and has been followed by mega-powerful saloons, estates, and SUVs. Currently numbering 15 S and RS-badged cars, that sporting lineage has ultimately resulted in the R8 supercar, a very long way from those first snowbank-sliding Ur-Quattros, but a descendant none the less.

Audi RS3 History

The first generation Audi RS3 8P came to the UK in April 2011. Packing a 335bhp turbocharged five-cylinder engine from the TT RS sports coupé, the RS3 turned up the wick on the 261bhp S3 quite considerably. Its 332lb ft of torque saw it scamper to 60mph in just 4.6 seconds – no doubt helped by its standard launch control system – and an S-Tronic double-clutch gearbox and permanent ‘quattro’ all-wheel drive system (actually a Volkswagen 4Motion-derived Haldex system with Audi fettling) helped it grip the roads like a limpet. Only available as a five-door Sportback, the RS3 ‘8P’ signalled that Audi had serious hot hatch ambitions, building a car with more firepower than the all-wheel drive Golf R. Initially only 500 RS3s were UK-bound, but so popular was it, that another 250 of the £39,930 cars soon followed.

Audi RS3 8V

The second-generation car that we’re focusing on here, the RS3 8V hit the streets in 2015. The ingredients were very similar – a warbly and deliciously sounding five-pot engine, all-wheel drive, Sportback body – but a power bump to 362bhp that eclipsed that of the hardcore Mercedes-Benz A45 AMG. This time, 343lb ft of torque helped 0-62 times tumble to 4.3 seconds before the new pocket rocket romped onto a top speed of 155mph. Owners could ask for the limiter to be removed, liberating a truly Top Trumps-beating 174mph where conditions allowed – in a five-door hatch! Optional weaponry included magnetic dampers and wider 255/30 front rubber. More driving fun was also guaranteed this time around, with the Quattro system dialled to push upto 100% of the engine’s torque to the rear wheels.

Introduction of the RS3 8V saloon

A wide-reaching update in 2017 heralded the arrival of the handsome £45,250 three-box RS3 Saloon, as well as a hike in power to 394bhp. Now firmly under the Audi Sport umbrella, the updated 8V RS3s gained enhanced tech including a 12.3in fully digital Audi Virtual Cockpit driver’s display. Audi Sport Edition versions arrived in 2019, the £50,285 RS3 Sportback and £51,285 RS3 Saloon featuring a black styling pack and gloss anthracite 19in alloy wheels. Inside, carbon inlays and a panoramic glass sunroof signified the special edition.

Latest 8Y generation Audi RS3

Finally, in late-2021 saw the reveal of the latest generation RS3, the 8Y.  Although it packs the same 394bhp under its more muscular body, torque is now at 369lb ft, which delivers a 0-62mph pace of just 3.8 seconds. The biggest talking point was the new RS Torque Splitter, though, which made its debut. Distributing drive torque between the rear wheels in a fully variable manner, it transformed the way the Audi hot hatch drives. Gone are any signs of a dull experience and in comes a far livelier rear end and a front end that wants to turn in. It’s even got a drift mode!

What to look out for on the Audi RS3 8V

Based on sorted Audi and Volkswagen Group mechanicals with a proven pedigree, RS3s offer little to catch out the unwary. As with most used cars, a complete service history is worth its weight in gold. Regular maintenance by a specialist is a must, though, especially when it comes to the Haldex all-wheel drive systems and DQ500 S-Tronic gearboxes. Interiors and body work present no notable issues and the engines can cope with huge power outputs, so there are plenty of reasons to get out there and get yourself an all-wheel drive mega-hatch!

Engine

The RS3’s 2,480cc engine is generally tough and can deal with massive mileages. Winner of the Engine of The Year award for the 2.0-litre-2.5-litre category for a massive eight years running, the 362bhp ‘CZGB’ unit first appeared in 2015-2017 RS3s, based on the ‘CEPA’ engine installed in the 2009-2014 ‘8J’ TT RS. These can suffer from a build-up of carbon in the cast aluminium-silicon alloy cylinder head, especially around the valves. The 394bhp ‘DAZA’ arrived in 2017, but both have an almost unburstable reputation as long as they are regularly serviced and maintained. “Having built a number of customer vehicles now running the TTE700 turbochargers, the ‘DAZA’ motor in the later 2017-2018 (67-68 plate) cars is an absolute gem of an engine,” confirms Brown. “Providing they see regular maintenance, they should last well.”

Some cars may have seen an update for the fuel pump module carried out by an Audi retailer, which replaces the lift pump module under the rear seat. If this hasn’t been done, constant cutting out at low speeds or when idling, or a refusal to start for around 10 minutes will be the tell-tale signs, along with a low fuel pressure error code.

Transmission

The quattro permanent all-wheel drive system installed on smaller Audis is in fact a Haldex multi-plate clutch arrangement which sends power to the rear wheels. The seven-speed DQ500 dual-clutch gearbox was designed for high performance engine outputs with up to 443lb ft, so it should very easily handle the RS3’s gobfuls of torque. Check that all gears engage cleanly, and watch for other common issues that include faulty Haldex clutch system pumps. These give the game away by repeatedly illuminating the traction control light. Leaks around the bevel boxes or drive shafts should be replaced under warranty on later cars.

However, whatever you do, don’t skimp on servicing and maintenance as it’s a false economy. “The DQ500 gearbox is a good, strong unit; however it does require the S-Tronic oil and filter services to be done routinely,” states Brown. “Picking up a car that has had these forgotten or omitted could be costly. However, in general, as long as they’ve been well serviced and driven with a moderate amount of mechanical sympathy, we don’t see many major issues with them. The prop shaft coupling bolts can be a weak spot for people who partake in regular ‘launches’ – for which we offer an upgraded ARP prop bolt kit.”

Chassis

The standard suspension is reasonable and not particularly problematic, according to Brown. “Many RS3 owners opt for a thicker rear anti-roll bar to dial out a little bit of the understeer that these cars can see,” he says. If you plan to regularly venture on track with your fast Audi, you may choose to consider more comprehensive suspension upgrades. “A complete coilover kit would be a welcome addition for fast road use and beyond,” Brown states. If the rear of the car sounds noisy, check that the rear shock absorber mounts have been changed, as early cars were fitted with the incorrect items during the build stages.

“The cars come with a decent set of calipers from the factory,” Brown reports. “However they are fitted up front with non-handed discs, which often result in them overheating one side on the front discs when used on the track.” This can be sorted by fitting upgraded discs. As with other performance machines, check the alloys for signs of corrosion or damage. The inside edge of the front tyres can wear very badly and is a known fault. Mismatched rubber and tyres from the more budget end of the scale should also raise eyebrows.

Interior

Being an Audi, the RS3 is built to a very high standard and this is readily confirmed by Brown, who reports no major issues with the interiors of the all-wheel drive hot hatch. “There really is nothing to report. As with most VW/Audi Group cars, they are fairly well put together with very few reports of electrical gremlins or ‘fit and finish’ issues.”

Body

Audis come with a 12-year anti-perforation warranty as standard as well as a three-year paint guarantee and issues are generally few and far between. The flared wheel arches can attract stone chips and, as with any used car, it’s sensible to check for any uneven panel gaps as well as obvious inconsistencies in the paintwork, which might point to hidden accident damage. Overall though, the RS3’s body seems to invite very few issues. “We’re not really in the body work game, but we’ve not really seen any notable issues on these models that we’d have any cause for concern on,” says Al Brown, product and trade manager at Volkswagen and Audi part specialists Awesome GTI Ltd.

Audi RS3 8V servicing & maintenance costs

With any high performance car, regular serving and maintenance not only protects the life of the vehicle, but also ensures it holds its value. A minor service every six months for cars that put on the miles costs around £179 from an Audi or VW specialist such as PSC. An annual service which includes oil and filter changes can cost £260, with a comprehensive 24-month inspection around £375.

Brown points out some specifics that will need their condition to be maintained to be in tip-top order. “The Haldex all-wheel drive system needs regular care. Removal of the Haldex pump and cleaning the pump strainer is necessary as the fifth-generation Haldex system used on these cars does not have a replaceable filter like the earlier generations do. Also keep on top of regular oil changes and the DQ500 S-Tronic gearbox; it’s heavily recommended to keep this in order to keep the car in good condition.”

If you should find the RS3’s stopping-power wanting – and we very much doubt that you will – a complete Tarox front and rear disc upgrade with Ferodo DS Performance pads will cost in the region of £1,834 from a specialist such as Awesome GTI.

Audi RS3 8V Top 5 Top Mods

• Forge Motorsport turbo inlet pipe
• Intercooler upgrade (APR/Forge/Wagner)
• Milltek or Scorpion secondary exhaust catalyst deletes
• Vagbremtechnic 362mm brake disc set with upgraded pads
• 034Motorsport rear anti-roll bar

Tech Spec: Audi RS3 8V

• Engine: 2,480cc
• Max power: 394bhp @ 7,000rpm
• Max torque: 354lb ft @ 5,850rpm
• Transmission: 7-speed DSG dual-clutch
• Max speed: 155mph
• 0-60mph: 4.1 seconds

Words: Rich Gooding.

Love German cars? Why not check out the German Car Festival!

The post Audi RS3 8V Buying Guide & Most Common Problems appeared first on Fast Car.