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TRACK

7 NEWSAll the latest paddock gossip

12 LANCIA BETA MONTECARLOA wild Integrale turbocharged replica of the orginal Group 5 bad boy from Italy dressed in its battle colours

43 HANS DEVICE TESTAll the facts from the fiction. TRCs John Hayman talks us all you need to know before buying a HANS Device

72 RACE REPORTSThe latest race round-ups from the TRC sponsored Pre-93 Touring Cars and Mono Championship

94 CLASSIFIEDPick up a track and race bargain

CONTENTS / AUGUST 200912

19

29

TECH

TEACH

4 TRCMAGAZINE.COM - AUGUST 2009

19 KTM V CATERHAM V LOTUS300bhp-per-tonne track specials

29 CARLIN DRIVER DAYWe visit the first timed track day

34 FOCUS RSThe only RS track test worth reading

47 RADICAL CRASH TESTBehind the scenes with Radical

54 NISSAN 200SX BUILDBritish built track day toy

58 PORSCHE 944 BUILDOur new road legal track day car

60 ALFA ROMEO ALFETTA RESTOBargain Alfetta restoration project

62 ALFA & LANCIA RACE RESTO2600 Sprint and Fulvia return

77 NEW PRODUCTSTesting the latest gear

46 OULTON PARK GUIDE The most comprehensive circuit guide

86 GO RACINGSee how easy it is to start racing

86 GO TRACK DAYSA rough guide to your first track day

Visit us online for updates on what’s coming up in the next issue:

www.trcmagazine.com

34

3747

4358

54

WELCOME TO / TRC MAGAZINE

R ace replicas don’t get any more serious than that of our cover car this month; a full-on Group 5 Lancia Beta Montecarlo (p12). Although I’ve seen body kit conversions for the lackluster, but rare, Lancia Beta this is much more than a kit, it’s a full-scale space-frame chassis entirely hand-buit from dimensions taken from the original 80s icon and

finished in the distinctive Lancia Battle Dress colour scheme.Sadly it wasn’t running at its usual rude health - which was subsequently tracked

down to a failed spark plug - but I still managed to enjoy my time behind the wheel. Although, I have to say, not nearly as much as I did in the three track specials over on page 19. A Caterham Superlight R300, a Lotus 211 and the latest KTM X-Bow Clubsport were my toys for a track day evening at Snetterton and to my surprise the KTM was exceptional.

Also in this issue be sure not to miss the insightful read on buying an HANS Device (p43) or our circuit guide to Oulton Park’s Island Circuit (p37). Oh, we also spent the day with Radical, crash testing its SR8 chassis (p47) which was eye opening to say the least. To top things off we introduce you to our two new additions to the growing list of project cars, a Porsche 944 and an Alfetta Saloon. Enjoy!

Keith Wood

Editor

ISSUE 64

Roberto GiordanelliEuro Correspondent

Has mostly been?Busy instructing the next Stig. If you want driver coaching then give him a call on:07973 508132

Andrew BrownPhotographer

Has mostly been?Dunking his tea bag and training to be a paparazzi press agent. Yar, yar, yar, no photos, that’s more money…

John HaymanSpecial Correspondent

Has mostly been?Smoking. Oh, and fixing the Lancia Fulvia’s head. That’s the last time the head is coming off or he will scream very loudly

Tom SaundersAd Manager

Has mostly been?In the TRC office! Work could not commence until his desk was bleached. Kim and Aggie would be proud.

TEAM TRC

PublishingFounding Directors: Keith Wood, Andrew Brown

Printing & Distribution: Warners Group Publications Plc, West Street, Bourne, Lincolnshire, PE10 9PH

Special thanks to: MotorSportVision, Radical Sportscars

EnquiriesEditorial: P1 Media Ltd,

194a Upper Richmond Road West, London, SW14 8ANTelephone: 020 8296 5467 Fax: 020 8240 8901

Email: info@trcmagazine.com Website: www.trcmagazine.com

Editorial Assistant: Michael Wood

AdvertisingAdvertising Manager: Tom Saunders

Telephone: 020 8395 2653Email: tomsaunders@trcmagazine.com

SubscriptionsTelephone: 01778 392481

Online: www.trcmagazine.com

Pit Stop© 2009 P1 Media Ltd ISSN:1742193

Track & Race Cars Magazine is published twelve times a year by P1 Media Ltd. All rights reserved. Reproduction in whole or in part without prior written consent of the publishers is strictly prohibited. While every effort is made in compiling Track & Race Cars, the publishers

cannot be held responsible for errors or omissions. All prices correct at time of going to press but subject to

change. The publishers can not accept responsibility for any unsolicited materials. It is assumed that any images taken from sources which are widely distributed, such

as the internet, are in the public domain. However, since such images are passed freely between sources such as websites, the original source is not always possible to

trace. It is possible that copyrighted material has ended up being treated as public domain as a result. If you

see a graphic or image in this publication which is not public domain please contact P1 Media Ltd. Readers are advised to pay by Credit Card when ordering goods off

the advertising and editorial pages as they are regulated under Consumer Credit Act 1974, unlike debit or

chargecards which are not.

Independence Track & Race Cars Magazine is lovingly published

every month by P1 Media Ltd for all owners, drivers and enthusiasts of track and race cars. It is entirely

independent. And we speak as we find… The opinions of our contributors are not connected with P1 Media Ltd

P1www.p1-media.com

5AUGUST 2009 - TRCMAGAZINE.COM

123

DON’T MISS INSIDE……the start of our race restoration feature. We show you what to look out for when buying cheap on p60

…our Nissan 200SX over on p59 - it has a set of suspension specially created by BAD. Whose BAD?

…our Nissan 200SX over on p59 - it has a set of suspension specially created by BAD. Whose BAD?…book your place at the Track & Race Cars Action Day at Snetterton! Flick to p68 now

…book your next couple months of track days via the most comprehensive listings on p89

TEAM TRC CONTRIBUTORS: Ben Birch, Tony Murray, Andy Glenister, Paul Williams, Simon Davey, Jakob Ebrey, Norwich Photo

12

SPORT / Lancia Beta Montecarlo

TRCMAGAZINE.COM - AUGUST 2009

EXTREMEMACHINESome people build Tamiya models, some build kit cars but for Martin Kift and John Day they built a replica of the simply stunning eighties Group 5 Lancia Beta Montecarlo. Keith Wood assess its on track ability around Brands Hatch.Photography: Andrew Brown

13AUGUST 2009 - TRCMAGAZINE.COM

Above: Styled on the Battle Dress coloured Group 5 Lancia Beta Montecarlo Turbo, this replica is much more than just a pretty faceA

t the tail-end of the

Seventies a new class

for the World Sports Car

Championship was born

and titled: Group 5. From

1976 to 1980 it would be tagged the

World Championship for Makes series

and subsequently the World Endurance

Championship from 1981 and 1982, until

it came to a grinding halt… only to be

replaced by the Group C category the

following season. For the future of the

sport it was a good move by the FIA

although the Group 5 category produced

a plethora of extraordinary racing

cars from the likes of Ford and its wild

Zakspeed Capri and, of course, the iconic

Porsche’s 935/78. Although the most

successful was the entry from Lancia and

its wild Beta Montecarlo Turbo.

These were far from the production

cars the Championship was previously

akin to, for the then new Group 5 class

was essentially a ‘silhouette’ formula

albeit one with two classes; up to 2000cc

and over 2000cc. Rather cleverly the

Montecarlo would run in the ‘up to’ class

courtesy of the 1.4-litre 16v Beta engine

which was blown by a KKK turbocharger

producing 1.25 bar of boost for 410bhp

at a staggering 9000rpm. The then

equivalence factor, used to ensure

that there was at least a semblance of

fair competition between the forced

induction and naturally aspirated rivals,

was 1.4:1. And 1.4 x 1425cc gives an

effective capacity of 1995cc. Perfect.

The chassis wasn’t that bad either.

Before the Montecarlo project Lancia

was already competing in the Group 5

category with its Stratos. Remembered

for its outings in the forest stages rather

than the circuit, the Stratos provided

Lancia with a considerable amount of

circuit knowledge. It was more like a

test mule for the Montecarlo. So taking

its standard Beta monocoque (chopped

just ahead of the windscreen and

immediately behind the rear window)

the front and rear featured a space-

frame design which resembled that of

its older Group 5 brother, although with

its past niggles ironed out. Driven by

such motor racing royalty as Riccardo

Patrese, Walter Röhrl, Eddie Cheever and

Michele Alboreto the final results spoke

for themselves, winning the 1979, 1980

and 1981 Championships until its World

Sportscar duties were handed to Lancia’s

achingly good looking Lancia LC1.

Fast forward 30 years and I find

myself strapped into a replica of this

original Lancia Beta Montecarlo at

Brands Hatch during a blisteringly hot

day in June. Wiping the sweat from my

brow and tightening the race harnesses

I can already feel the heat radiating

from behind me as the engine is being

warmed (!) before my run. Although

the power-unit cooking my back isn’t a

replica 1.4-litre Beta engine but rather a

2.0-litre 8v Integrale turbo engine with

just over 300bhp. Cost effective and

more reliable, a very wise move although

its not any cooler for me in the cockpit

so I push down the heavyweight triple

plate clutch, engage first gear - which

transmits a reassuring ‘clunk’ - and peel

GRP5 LANCIA

CORNER WEIGHTS

195.5kg 219.5kg

282kg 311.5kg

FL FR

RL RR

TOTAL WEIGHT: 1008.5kg (DRIVER: 80kg, FUEL: 19.25kg)

41.2%

58.8%

47.3% 52.7%

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p003_TRCMagAug09AD.indd 1 15/7/09 20:40:58

TRACK SPECIALS

AUGUST 2009 - TRCMAGAZINE.COM

Photography: Andrew Brown

If you want a lightweight sportscar with 300bhp-per-tonne then you really are spoilt for choice and three of the best are from Caterham, KTM and Lotus. Keith Wood track tests three of their best back-to-back at Snetterton.

THREE 300S

19

Just a few issues ago (May 2009,

Issue 61) we took Caterham’s

latest Superlight R300 to

Brands Hatch along with its

predecessor; the original, best

selling K-Series model and

the equally legendary Superlight R500.

Surprisingly the less buzzy yet torque

happy Duratec did more than add useful

weight over the nose of the chassis, it was

the key component that contributed to

not only rejuvenating the wonderful R300

model but, according to John Hayman,

helped contribute in creating the

greatest Caterham ever made. I have to

agree wholeheartedly with Hayman, even

among Caterham’s long and illustrious

history of creating some of the world’s

greatest drivers’ cars.

It’s one thing being the ‘best of

Caterham’, but what about among the

now very fraught competition? There’s

no denying the Superlight R300 is a

good car, but what about against the

might of KTM and Lotus? These two

manufacturers have both produced two

very, very competitive contenders for

the track day market and over the last

year have also raced against one-another

in the flamboyant FIA GT4 Superlight

Championship. It was KTM with its X-Bow

model - who completed a full season

- that eventually took the inaugural

Championship win but the 211 from

Lotus certainly performed well - and also

won - at the rounds it entered.

So, together all three of these cars

derive from a race variant of some

kind which, more normally than not,

hone the chassis while highlighting any

potential niggly problems far quicker.

Running the cars to their maximum

capabilities is always a great way of

pushing components to their breaking

point. Every single product is truly

tested; the engine, the gearbox, the

brakes, the suspension, everything gets

run to destruction, if that’s what it takes.

If something doesn’t break, then there’s

a good chance the road car will be more

than tough enough and quick too…

Above: Three of the newest track day specials battle it out head-to-head around Snetterton

KTM X-BOWCATERHAM R300

LOTUS 211 GT4

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p003_TRCMagMay09AD.indd 1 15/7/09 21:19:42

29AUGUST 2009 - TRCMAGAZINE.CoM

EVoLUTIoN NoT REVOLUTIONTiming at track days has never been allowed… until now. John Hayman attends the first Carlin Driver Development evening track day which timed its attendees using race style TSL timing software.Photography: Jakob Ebrey

We sampled a

selection of Track-

Clubs ‘arrive n

drive’ fleet of

track focused

cars around Silverstone‘s GP circuit in

issue 61. And we sampled Palmersports

comprehensive array of likewise track

focused (and single seater) cars at their

bespoke facility at Bedford Autodrome

in issue 62 - the third in our series of

‘arrive n drive’ alternatives to taking

your own car on a track-day is a mix of

both the above with some very attractive

additions.

Carlin Motorsport‘s, Car and Driver

Development ‘arrive n drive’ package

isn’t as varied regarding the machinery

on offer as the previous two we’ve

sampled, but don’t be put off, that’s not

what these events are primarily about.

For unlike standard format track-days,

those that many thousands of us attend

on a regular basis, and just like the one

we attended when sampling Track-

club’s cars at Silverstone for instance,

these Carlin events are a bespoke track

booking aimed fairly and squarely at

those who want more from their track

driving experiences - without having

Above: Arrive and drive a fleet of Carlin’s own KTM X-Bows or bring your own car along. Below: Carlin’s first event was held at Bedford Autodrome

CARLIN DAY

40 TRCMAGAZINE.COM - AUGUST 2009

DENTONSCASCADES

TRACK / Oulton Park Circuit Guide

DRIVE ITPowering all the way through Old

Hall will naturally push you and the

car over to the left. This is perfect for the

run down to Cascades but beware, there

is a slight bend just at the crest called

Dentons which hides the impending

corner and almost instantaneously drops

away as you mount it. As the road starts to

fall from beneath you, Cascades comes

into sight. It’s a fast entry made difficult

by the downhill braking zone and is,

surprisingly, a lingering left hander that

cambers over to left and rolls over to the

right by the exit. It’s real ‘grit your teeth

and hang on’ cornering which rewards

the brave but spits you off if you get it

wrong. Gulp…

As you come out of Old Hall you must

line yourself up for a smooth run across

to the right of the circuit. Time this well

with the drop at Dentons so you don’t

find yourself too far over on the left soon

after and before you rapidly approach

Cascades. On your first few attempts I

suggest an early braking marker and

with your car positioned more in the

middle of the circuit. The downwards run

can easily lock your brakes if you’re over

exuberant or miss your braking marker.

The following section of tarmac bends

around to the left and slowly cambers

over in the same direction so it pays to

enter into the corner slightly earlier and

with a fair amount of power applied. This

will take time and patience to get right,

oh and plenty of confidence too. Because

you’ll be going in quicker it’s possible to

hug the corner much earlier. Diving in

too early will result in your car running

wide and, as soon as the road cambers

the opposite direction, it will fire you

off without any respect - leaving you to

bounce your way along the grass verge.

DENTONSAUGUST 09/ISSUE 64

CASCADESAUGUST 09/ISSUE 64

OLD HALLAUGUST 09/ISSUE 64

Like with Old Hall, you want to aim

along the exit kerbs, not over and

beyond them. This (along with Druids)

will catch most new Oulton Park drivers

out and it’s very common to see cars

exiting wide, hitting the grass… which

is swiftly followed by a spin backwards

and towards the impending line of traffic.

So, please do take your time to learn this

fabulous corner, especially during your

early stages of your track or test day. Do

so by aiming for an apex much further

around than you will eventually use.

Above: Oulton Park is a great place to spectate and the fans flock to the circuit in their thousands

AUGUST 2009 - TRCMAGAZINE.COM

CIRCUIT GUIDE

41

NEXT MONTH :ISLAND HAIRPIN NEXT MONTH :ISLAND HAIRPIN KNICKERBROOKKNICKERBROOK

RACE ITAt the start of your race the first real

overtaking opportunity after Old

Hall will be Cascades. Because the cars

are cold that means the brakes and

nearside tyres are only lukewarm. The

offside tyres (right side) will take a good

two laps to get up to temperature, so

Cascades is a scene for many a collision

as failed ‘dives’ up the inside result in the

two or three cars coming into contact.

If you are going to make a move on the

first lap then do so by telegraphing your

move at Dentons, before your competitor

has time to squeeze you out. Come the

later stages of the race it’s The Avenue

which, believe it or not, becomes the

hotspot for race accidents as tiring

drivers exiting out of Old Hall - on the

ragged edge (and the grass) - spin into

the helpless traffic. ■

START & FINISHAUGUST 09/ISSUE 64

Above: Cascades can get lairy on the first few laps so watch out for over zealous driving tactics

Right: Coming out of Cascades could fire you off towards the lake… luckily there’s a nice hard crash barrier to halt your progress into the cold water

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p003_TRCMagAug09AD.indd 1 15/7/09 20:52:17

43AUGUST 2009 - TRCMAGAZINE.CoM

HANS DEVICETHE TRUTHSafety in motor racing is paramount and the HANS Device is another component we must invest in as John Hayman explains the facts and expels the myths…Photography: Andrew Brown

HANS DEVICE

There’s no denying

that the wearing of a

HANS device makes

racing a considerably

safer activity - by quite

a considerable margin actually, for

shockingly an estimated 50% of racing

deaths are directly attributable to basal

skull fractures, those being exactly what

the HANS device is designed to alleviate.

And likewise, there’s no denying that

the HANS device has slowly but surely

become a ‘must have’ within the UK

Club Motorsport scene in recent times -

only this year for instance The Masters,

Legends and Sports Maxx have all made

the wearing of one compulsory, many

others too, and many more will follow

very shortly. Internationally it’s pretty

much a mandatory requirement already.

So its inevitable that we are all going

to have to wear one sooner rather than

later, but I like many others have to date

found the subject rather confusing - so

with help from MSAR Safety’s Sales

manager, Jennifer Grace, who joined

us at Brands Hatch with a selection of

SCHRoTH HANS devices, along with TRC

contributor, Tony Murray, and his trusty

old Alfa Romeo for demonstration and

modelling purposes, here once and for

all we are going to spell out the facts and

dispense with all the myths - in a simple

and easily digestible format.

If you want all the technical ins and

outs, then go online to www.fia.com

or www.msar-safety.com where you’ll

find facts and figures along with some

brilliant videos.

BASIC FAcTS:We drivers weigh a considerable

amount, and when the worst happens

that is one hell of a lump that is being

propelled by inertia alone when the car

itself has come to an abrupt halt. our

weighty torso however is restrained by

a harness that has been put through

an intense testing programme before

being granted its FIA approval - our head

though is free to continue on its forced

trajectory unaided, add the weight of a

helmet into that equation and it’s likewise

one hell of lump that is continuing at

speed when everything else has stopped

- and there lies the problem, there’s only

a fragile organic link between our skull

and our spine, one which can be very

easily severed, and there’s no easier way

of doing so than in the above scenario.

Its called a basal skull fracture, and

the result is either fatal or at best being

paralysed… not nice. The reality is it

can and does happen with unnerving

regularity. So a way of restraining the

head is vital, which is what a HANS

device does. In layman’s terms it’s a

harness for your head and works in

conjunction with the straps on your torso.

So when a racing car comes to an

abrupt halt our whole body continues at

speed via inertia - the webbing straps

on the harness and likewise on the

HANS device’s tethers take up the slack,

stretch a little when under load too, and

thus bring us to a similar abrupt halt.

The important part here being, we as a

whole come to an abrupt halt, not just our

middle section!

BASIC MyTHS:A Hans device does not, nor is it in

anyway designed to stop one’s helmeted

head from tipping forward, so the

chin piece can still dig in one’s chest -

however the main thing it does is control

one’s helmeted head on the horizontal

plane, from forward momentum in

unison with the harnessed torso. A HANS

device will not 100% guarantee you

won’t suffer from a basal skull fracture

during a collision, it will though reduce

the likelihood of one by a considerable

margin.

A foam neck brace is not an

alternative to a HANS device, many

believe they support the neck and thus

would achieve similar results to a HANS.

Incorrect. A neck brace (with its rather

misleading name) is primarily a helmet

support. Rather than ones head and

neck supporting the weight of a helmet

during braking and cornering, instead it

transfers that load onto ones shoulders

instead - basically filling the gap

between the helmets base and the top of

the shoulders.

WHAT HANS? FAcT:10˚, 20˚, 30˚ or 40˚?

The simple rule of thumb is: 10˚ -

extreme upright (Rally and Sprint car

type of applications). 20˚ - upright

(GT and Sports cars with racing shell

seats). 30˚ - semi reclined (Single seater

formula cars and Sports-prototypes). 40˚

- extreme reclined (extreme Formula and

Sports-prototypes).

Above: Buying an HANS Device is as expensive as buying a crash helmet, so make sure you get fitted for yours properly

p058_TRCMagJune09AD.indd 1 16/5/09 14:38:23

47

CRASH TESTING

AUGUST 2009 - TRCMAGAZINE.COM

Motorsport is dangerous but Radical is constantly striving to make it safer. Michael Wood spent a day witnessing an SR8 chassis being FIA crash tested.

From an early age I have

witnessed numerous

different cars battle at

Brands Hatch, more often

than not at the bottom

of Paddock Hill Bend. Here you could

almost guarantee an accident unfolding,

whether in the middle of the corner or

washing wide and impacting the tyre

wall with a sickening thud. Although

many would safely come to a halt in the

gravel trap, the odd exception would

end up buried in the tyres with the St

Johns Ambulance crew in hot pursuit.

With the driver evacuated it was then

the job of the recovery vehicles to pull

the mangled wrecks out of the wall and

reveal squashed body panels and a

bent chassis. Innocently looking on I just

hoped the driver was ok.

Although the incidents requiring the

help of the St Johns Ambulance were

not a too common occurrence at Brands,

when they called for I, and everybody

around me, eerily knew it was serious.

We are constantly reminded that

‘motorsport is dangerous’ but only when

a driver is carted off in an ambulance

with the sirens blaring do you fully

appreciate the real danger first hand. In

the UK there are 34,000 licence holders,

some professional but the majority are

not. Most are people with full time jobs,

and motor racing is simply their hobby.

With the amount of people competing

each weekend race car manufacturers

have a big responsibility to the people

that drive them.

Radical Sportscars is one of the

manufacturers taking their responsibility

seriously and the clever guys from

the R&D department invited us along

to watch them complete a full FIA

crash test at Cranfield Impact Centre.

With those images of the high impact

crashes from Brands scarred in my

head I duly accepted and headed to

Cranfield University. Hollyoaks it isn’t, but

driving through the maze of buildings

- that confine the university - we’re

eventually confronted with airplanes

TESTING TIMES

Above: Strapping down the SR8 chassis shortly before having its nose cone fitted and followed by driving head first into a wall at Cranfield University

Photography: Andrew Brown

We have been building successful fast-road, track-day & competition engines for 30 years.

Full machine shop, engine & gearbox building.

Turbo, non-turbo, injection.

Engine replacement,fast-road & track-day

1293 - 1400ccPlease call with your

requirements

Engine builders to Avonbar by Ian HargreavesEngine builders to Avonbar by Ian HargreavesEngine builders to Avonbar by Ian HargreavesEngine builders to Avonbar by Ian Hargreaves

Hitech 2 core radiator special From £74.95Pacet / Kenlowe fan kit(from) £114.95Kenlowe/Pacet capilliary stat £36.95Blanking sleeve £6.99Silicone hose set, Red/Blue £77.00Silicone hose set SPi Blue £185.0013 row oil cooler £47.7516 row oil cooler £61.00Oil cooler pipe kit mini rubber £17.10Oil cooler pipe mini, braided From £23.75Braided oil transfer pipe £38.00Oil cooler pipe, clubman rubber £24.00Oil cooler pipe, clubman braided £29.95Oil cooler pipes long for turbo conversion rubber £37.95

Facet fuel pump, fast road £31.99Facet fuel pump, fast road kit £38.19Facet fuel pump, competition £39.95Facet fuel pump, competition kit £47.50Red top comp. pump kit £77.75Mechanical fuel pump uprated £31.66Fuel pressure regulator (adj) £21.09Fuel fuel filter, inline, washable £21.09Braided fuel line 8mm p/mtr £8.26Fuel Pump blanking Plate £4.50Twin HS2 £365.00Twin HS4 £365.00HS4 Carb From £174.99HIF44 carb From £185.00HIF44 carb turbo From £265.0045DCOE/W Price From £299.00NGK Road Plugs x 4 £6.40NGK Fast Road Plugs x 4 £11.20NGK Track Day Plugs x 4 £15.40NGK Rally Plugs STD x 4 £16.80NGK Turbo Plugs x 4 From £22.40SU Repair Kits From £29.95

Engine Components Cooling

DCOE’s available 40/45/48 full range of Jets and chokes in stock

FuellingPerformance Engines

Longman Spec Modified HeadsGT6 Stage 4 £495.00GT7 Comp £550.00GT14 Big Valve £640.00GT17 Offset Big Valve £950.00Turbo Phase 4 £550.00

ComponentsH/D Main Bearings 1275 From £34.00H/D Big End Bearings 1275 From £31.00HCHP Oil Pumps £17.951275 Engine Plug Set £12.001275 Payen Engine Gasket Set £15.951275 Payen Gearbox Gasket Set £12.951275 Payen Head Gasket Set £17.50Camshafts From £78.00Cam Followers H/D £17.95Titan 1.5 Roller Rocker Kits £305.00Ultralight Steel Flywheel From £122.00Arrow Conrods per set £750.00Omega Pistons From £285.00 per setHepolite Pistons From £75.00 per setAV-R 1275 Engine Fastener Kit £35.00

UNIT 11, AVEN ENTERPRISE PARK, AVEN IND EST, TICKHILL ROAD, MALTBY S66 7QRTel: +44 (0) 1709 816138 Fax: +44 (0) 1709 816138 Email: mail@mksportscars.co.uk

www.mksportscars.co.uk

MK SportscarsThe MK Indy is a Ford Sierra based kit with independent suspension, a choice of many engine fi tments bike or car, lightweight spaceframe chassis and GRP bodywork and accessories in a wide range of colours.

MK.indd 1 13/2/09 17:17:36p006_TRCMagMay09AD.indd 1 15/7/09 21:11:36

53AUGUST 2009 - TRCMAGAZINE.COM

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REAL WORLDWe talk-the-talk and walk-the-walk…

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