It’s a difficult concept to explain really, the phenomena that is the MK2 Ford Escort in Irish Rallying culture. Every weekend, from mid-February to late December, is likely to have an event of some kind taking place, and its almost unthinkable to think that any would be devoid of the presence of a venerable Escort or two. Now nearly forty years since Ford released the second incarnation of their everyday car for the masses, Escorts continue to prove they’ll always be competitive! Swing by a Quarry for an Autocross and you’ll find one, the Forest rallies are littered with more robust examples but it’s on Irish Tar that the Mk2 truly is royalty.
As a small island, we may be devoid of much resembling proper Racetracks or dedicated Motorsport venues, but that’s turned a nation into a breed of backroad junkies. Rallying pushes drivers and machinery to go all out on twisty, slippy and generally mud-covered ribbons of tarmac passing over bogs, mountains, beaches and bridges. To succeed, not only does it take massive bravery, but a real all-rounder of an Escort is required.
Standing resplendent before me, in a unique shade of Fiat Bambino Blue, is Colin Byrne’s MK2. Squat, wide and aggressive, this beast is of the peak rallying pedigree, one of our much idolised ‘Class 14 Ultimate Escorts’. These cars are ones that sit at the top of the food train, the ones that roar past spectator lined ditches at silly speed and top time sheets stage after stage. This very car, in the hands of talented young driver Rob Duggan, is a recent event winner at the Killarney Historic Rally, while Colin has brought home a whole heap of Class Trophies that are a proud thought for Colin who has dedicated much of the last 20 years to the sport.
Ford has a long connection to Irish rallying, and while something like a 2.5 Escort may be the ultimate dream, many have entered the sport behind the wheel of a Blue Oval. Colin began in the humble surrounds of a 1300 Ford Ka, a perfect entry point for many newcomers to the sport. As the bug bit, the next step was into a true ex-Boreham works Puma. A slight head turn in the way of a French fancy, a Citroen C2R2, is remembered rather un-fondly, but come late 2015 a deal was struck and Colin was the beaming owner of his dream car, a Millington Powered MK2 Escort.
It’s that irresistible mix of a sideways MK2 and a screaming Millington Diamond that draws hundreds of spectators out onto the ditches in all weather, but inside the car it’s just the ultimate rush. While the original engine did fine for the first season, come the winter a deal was struck and a brand-new Series 2 Millington Diamond took the place of the Series 1. A 2.5L normally aspirated beast, the Diamond sends 350 bhp to the rear wheel, delivering a peak torque of 246 ft/lb down low in the rev range which is key in a tight and twisty rally stage.
The huge power is driven through a Tractive 6-speed Sequential gearbox feeding a fully floating Atlas Axle and a Tractive Diff and Half Shafts. Keeping that all traction and power being transferred into lightning quick acceleration is handled through some very trick suspension, designed nearly exclusively for the demands of Irish Tar. The suspension all around is handled by 3-Way Proflex dampers all around, with a pair of XTrac Shocks deployed out back. 15 Inch Minilite Wheels wrapped in Slick Michelin tyres add even further to a machine designed exclusively to cover asphalt against the clock.
With a kerb weight of approximately 1000kg, it’s obvious that plenty of measures have been taken to help gain that extra tenth of a second here and there. Outside, the original bumpers have been replaced with Carbon Fibre corner units. The vented bonnet is fibreglass, while much of the glass has been replaced with Polycarbonate.
Step inside and it’s strictly ‘race car’! A pair of beefy ATech bucket seats swallow up Colin and a brave co-driver, safe in the knowledge that the all manner of precautions including significant Roll Cage, Harnesses & fire extinguishers are designed to help the occupants should anything go wrong. Safety regulations mandate an alloy fuel cell in the boot, with a bulkhead separating it from the cabin.
The weight saving measures taken outside have extended inside, with a full wiring replacement by PT Motorsport Electrics saving over 9KG from the previous ‘mess’ of wires running through the car. Everything is now cutting edge, with a digital Gear display, onboard digital screen relaying vital engine reading and a carbon fibre centre panel containing all manner of necessary buttons and switches, although Colin cheekily adds that it’s up to the navi to learn them as he’s a too busy at the wheel!
With Colin’s CB-Tool Hire business flying and a growing interest in Autograss and Kart racing, you’d think that having the Ultimate MK2 would suffice, but that would be too easy. Having spent years supporting all manner of young up-and-coming driver and various events, this October see’s the CB name adorn an International Rally for the first time. September 29th and 30th will see over 120 crews tackle the CB Tool Hire Cork 20 Rally, and you can be sure that Colin will be in the mix. What he may be behind the wheel of though is still unknown, as while we finish the shoot, a little secret is dropped. An all-new Escort is currently being built by Den Motorsport for Colin, and its promised to have the best of the best in every area possible. That’s rallying for you, the constant strive to improve on Ultimate!
A fresh Sunday morning in late Spring, at a time where the addition of a jumper or coat becomes an optional extra, is an incredible time to escape and unwind. Getting out in the early crispness of a clear day seems to allow the whole body to release tension. The work week just past seems at this point almost forgotten, while the following is still somewhat far enough away to be of no true significance. Stood beside a mountain road, a sense of tranquillity reigns. Thin wisps of morning fog rolls off the lush mountain side all around, while shimmers of yellow and pink punctuate the vast expanses of green wilderness. Everything seems silent, except for the occasional swish of a Wind Turbine grabbing a rare puff of wind. But like everything, it just can’t last. The lucid early serenity must make way for reality, and I’m expecting a guest at any moment. Then, an unholy roar begins to echo through the tree’s below. It’s Here!
There’s something oh-so-mystical about hearing the iconic thumping roar of a Boxer engine punctuating the still and quiet air, forcing every hair on your body to stand up. Looking down the hill, flashes of blue whizz through breaks in the canopy. This is everything I live for all in one. The excitement of a rally derived monster from the pinnacle of the sport, rushing towards me at stunning pace. Images flash through my head of McRae, Liatti, Burns & Kankkunen racing up ribbonous mountains stages, and the buzz of the fans standing road side waiting for the roaring monsters to arrive. I am truly having a moment, and as soon as Piotr comes around the bend before me, I know this is going to be special.
I’ve had it said to me recently that cars, the newest in particular, are getting more and more aggressive looking these days. The beefed up, over the top styling of something like a Focus RS is the current poster child of the rally inspired road cars, but 20 years ago the method was very different. As a pair, Mitsubishi’s Lancer Evo and Subaru’s Impreza defined a section of the market totally at odds with all around them. As if wheeled straight off the World Rally Stages, the pair were landed into the 90’s car scene like a pair of spaceships. They brought useable, reliable face bending power to the masses. While the body lines and lack of arches may seem total opposite to the latest breed of Hyper Hatches, the truest modern continuation of the lineage, it can never be denied that the GC8 Impreza is one of the single most aggressive body shapes that ever made it into production.
Before me sits Piotr’s 1999 Subaru Impreza WRX Type-R, a car that belies its near 20-year age with ease. The clean crisp lines, razor sharp headlights and sweeping bumper vents are truly stunning, but the addition of bonnet vents, the large intake scoop and massive rear spoiler quickly remind anyone within sight that this car means business, real proper full tilt business. Looking around this Ver 5 model, there plenty of little touches that grab your intention, but then haven’t I gone and missed the largest and most obvious touch of all. While many people correctly couple Impreza and the colour Blue together, this particular car does not wear its original hue of World Rally Blue, instead the colour is that found on the 2003 spec WRX.
The model year designation in the paintwork is no fluke nor simple decision of what looked the best, instead it is a celebratory nod to one of the brands finest days, Petter Solberg’s WRC victory. Piotr, like myself, is totally obsessed with rallying. Have stared his motoring life competing in Poland, the aim was always to acquire the dream Impreza. Originally a JDM car, the route to Piotr’s ownership is rather unique. Rather than leaving the Far East destined for Dublin Port, the car was bought by an RAF pilot in Cyprus. Over the course of a few years, the car was transported back to the UK before eventually finding its way across the Irish Sea in 2007. As a high-grade import and having had a number of proper enthusiast owners, it plain to see why the car is immaculate all round. Besides the new paintwork, only a slight arch roll in the rear to accommodate wider tyres and the addition of a Ver 6 front lip, the car sits exactly as it left the STI specialist dealership in 1999, complete with original roof vent!
So far, so….normal. A clean two-door Impreza, while absolutely stunning, isn’t exactly what this car is about. It’s what’s under the surface, hidden from initial sight, that really marks this car out as being something truly special, and worthy of chasing to get this shoot done. The first clue to the purposefulness begins with the bright White 18” Rota GRA Tarmac wheels, an obvious bone of contention who like that distinctive Blue-on-Gold colour scheme. I question the colour choice, and Piotr says its simply about being different without being over the top visually, a theme carried through the build. Being different though means not settling for any old parts. Perfection, to Piotr, can only be achieved through the use of high-end components. It begins with the brakes. While the rear retains a Brembo setup from a ‘03 WRX, up front is a work of art. Sat behind the multi-spoke white faces of the wheels sit a pair of 355mm AP Racing Discs, with nothing less than a pair of Porsche GT3RS 6-pot calipers utilized for some of the sharpest stopping power I’ve ever seen on an Irish road car.
The brakes are only the start of the rare and expensive parts that make up this build, each sweep of the eye grabbing something previously missed. A genuine Prodrive WRC diff Guard shields the rear drivetrain from the harshest of terrain, much of which is dealt with ease through the BC Racing Coilovers at each corner. The Whiteline catalogue has been well and truly raided aswell, with everything from Anti-Lift camber enhancement plates through Bump Steer Correction kits, Adjustable Drop Links, Fully Adjustable Rear arms and a complete Polybush treatment ensure that every ounce of power is transferred onto the tarmac. Oh ya, there’s that word Power. I’d almost forgot about that. It makes a full blown 276 BHP!
Ha, as if.
Power here depends on which fuel map you choose, with the adjustable ECU being the very first addition Piotr made to the car. I feel almost giddy asking the question, waiting for figures that I would expel expletives as a reaction. The man plays ball, I swear and this car instantly gains monster status. On road fuel, power sits at 480 bhp, but add race fuel to the mix and fire up the methanol injection kit, your looking at well over the 520 mark. Under the vented and scooped bonnet lies the true beating heart of this beast.
While I could go into the incredible engine build, I’ll include a truly mega spec sheet at the end. To begin with though, this is certainty no standard Type-R Impreza engine. The build began with an EJ22 block more commonly found in the legendary 22B, in this case stoked out to 2.35 litres. Added to the ultimate Subaru engine is a shopping list of some of the true pinnacles of After Market tuning parts. The majority of the engine internals, including Pistons and Conrods are forged items from Cosworth, with the English tuners also supplying the Kevlar Timing Belt and Baffled Oil Control Panel.
The forced induction side of things are looked after with a MDX321T Hybrid Lateral Performance Ltd turbo, a huge addition designed to provide not only large power figures, but torque right through the rev range. The Alkatec stand alone ECU has been designed to allow for the provision of a ballistic sounding Anti-Lag at the flick of a switch. All the spent gases, and that sweet Boxer note are taken care of by a Kakimoto 3” N1 Racing exhaust system.
All in, this is truly one of Irelands top modified cars, and the culmination of a lifelong dream to create the ultimate incarnation of a dream car, one that evokes memories of a single pivotal point in the history of world Motorsport. Asked about future plans, Piotr wryly smiles. The obvious route is to head along the path to creating a replica of the S5 WRC, but the car is so perfect right now that it might be a while yet. And with that, in a blaze of anti-lag pops and bangs, the Scooby roars off into the distance, and quiet serenity returned atop the mountain once more.
- EJ22 block (2.35 build)
- forged pistons & conrods
- baffled oil control plate
- kevlar timing belt
- MDX321T – Hybrid Lateral Performance Ltd turbo
- 1000cc ID injectors, flow-matched by Lateral Performance Ltd.
- FueLab fuel pressure regulator
- Bosch 044 fuel pump
- Exedy Hyper Twin clutch kit
- Apexi Power Intake filter matched with HKS RS intake pipe and Samco inlet turbo hose.
- HDI GT2 Front Mount Intercooler
- Blow-off valve delete
- Lightened Perrin crank pulley
- Mishimoto uprated radiator
- Alcatek stand alone ECU with custom maps (ALS + Launch control) with 2nd map for 20% meth add in fuel.
- 4bar MAP sensor
- 3 port Prodrive turbo solenoid
- Custom oil catch tank
- Cusco 3” decat downpipe
- Kakimoto Racing 3” Mega N1 exhaust
Chassis & Suspension
- BC ER series coilovers
- Whiteline polybushes all-round
- Whiteline AntiLift-Kit with custom castor enhancement plates.
- Whiteline Front Roll Centre / Bump steer correction kit
- Whiteline 22mm adjustable antiroll-bar
- Whiteline adjustable drop links
- Cusco lower arm brace Version II
- Beatrush front engine pitch stopper fork.
- STi Spec-C quick steering rack 2.25 turn from lock to lock
- Whiteline steering rack bushings
- v6 STI RA 5-speed close ratio DCCD gearbox with front LSD
- R180 rear LSD diff
- Whiteline gearbox solid mount
- AS performance gear link bushes with short shifter.
- Whiteline 24mm adjustable antiroll-bar
- Whiteline rear antiroll-bar mounting kit
- Whiteline solid droplinks
- Whiteline adjustable control arms
- Whiteline rear camber bolts
- HardRace uni-ball based lateral arms.
- Cusco top strut tower bar
- Whiteline rear diff solid mounts.
- Prodrive diff guard
- Rota GRA Tarmac 18” White
- Nankang NS2R 225/40 ZR18 medium compound track tyres
- Porsche GT3 RS – 6 pot calipers
- Powerstation adapter kit
- 355mm AP racing disks
- Brembo Sport brake pads
- 310mm disks with 2 pot Brembo calipers (conversion from 03 STi)
- Brembo Sport brake pads
- Sparco 383 steering wheel
- 5 DEFI Advance BF gauges with control unit (Boost press, Oil temp, Oil press, Water temp, EGT)
- The car was completely re-sprayed 4 years ago with a slightly different shade of WR Blue from 03 WRX STI (colour code 02C)
- Rear arches rolled to fit 225/40 18” wheels
- Ver6 STi front lip is pretty much the only part added to the bodywork as I wanted to keep it standard just as it came out from factory.
Anyone at all that has an interest in performance orientated, driver centred vehicles must surely look back at Japan in the 1990’s and smile. As greatest hit’s catalogues go, the sheer variety of automotive content created, most almost exclusively for, such a small island nation is just mind-blowing. I come from a generation that idolises these exotic beasts from the east thanks to Gran Turismo bringing never-before-seen knowledge straight to our living rooms, but now that I have matured, it’s almost crazier than I had ever thought. Manufactures were unleashing into the world everything from Turbocharged micro-Kei cars, through to V12 Executive Saloons. Car classes that would never have seemed even remotely cool or sporty were graced with behemoth’s like the 2JZ fed JZX’s in the large saloon class. We had Ford Scorpio’s in comparison, although there was a 24V Cosworth option, which highlights how performance mad Japan went in the 90’s. The world looked on as they offered domestic Supercar’s like the GT-R and the NSX, but one class in particular became a defining trademark.
If you were in a position to buy a reasonably priced, fun and reliable 2-Door Coupe in the 90’s, your choice was pretty varied. Ford would sell you a Cougar, Fiat it’s rather originally named Coupe, VW had the Corrado and Porsche had the ever present 911. There were plenty more aswell, but then you had an onslaught of Japanese competition for the European regulars. Taking a 10 year window, we saw an influx of MR2’s, Celica’s, Supra’s, Levin’s, Prelude’s, Integra’s, Starion’s, Colt’s, RX-7’s, Cosmo’s, Supra’s, Skyline’s and even Subaru got in on the act with the 2-Door Impreza. These were all great cars, some utterly brilliant, yet one particular coupe range was to unwittingly become the poster child of a whole new wave of interest in JDM metal. Its easy to argue, at least in the early days, that Drifting was the Nissan Silvia!
Across four generations, S12-S15, Nissan’s affordable sportscar platform became a global success. Originally designed as a JDM only goodie, much of the early cars gained a cult following having filtered down into the hands of young drivers, shaking off perhaps the air of a GT car that Nissan intended in the design stage. Soon, S13’s in particular became the weapon of choice alongside the AE86 Corolla for drivers exploring the limits of grip on mountain roads. When this thing became a sport, naturally the people there kept using their Silvia’s as normal, and thus Drifting and the Silvia became a match.
Later, Nissan began to feed cars out into the rest of the world, with us in Ireland getting the later S14 in the shape of the 200SX, but the link between sport and car grew. It seems rather fitting then, that the two Silvia’s here are soo intrinsically linked to drifting, and it was a drift event that I shot both rather quickly. The first of the pair, in complete Darth Vader-esq style, is a car built as a reflection of a man. Peden Nielsen is one of Irelands most prominent drift personalities, a pioneer of the sport and the absolute King of Branding. Having come to drifting late in the 00’s with his Nissan Skyline, competing in things like the Prodrift Super Series, I became more aware of Peden through his Evicted Clothing brand. After taking to the judging tower for a number of years though, it was through an iPhone and a selfie stick that Peden Nielsen became a star.
Keep Drifting Serious became pretty much the first behind-the-scenes look ever done in 10-odd years of Irish Pro Drifting. Naturally, these are a lot more entertaining in the delivery than a regular ‘this is what you’ve not seen before’ style of video, and this sense of wacky out there style and flair had to be translated into a car somehow. That’s where the KDS15 was born. Straight away, the most obvious additions are both the matt-black exterior, and the aggressive Rocket Bunny body kit giving this Silvia an incredible amount of presence. Up close though, the wrap work is at a level almost un-imaginable from a distance, with sponsor logo’s embedded and visible up-close. This is a testament to Moose Design, the same company behind the Akai Livery on Ronan’s MK1 Golf.
Under those massive arch extensions, a matching set of black XXR alloy’s in 18-Inch size resides, wrapped in Westlake RS tyres. Added to this is a combo of Mintex brakes and HKS coilover’s, making this surely a handling dream should the daily commute develop into a backroad blast, although the height the car is sitting at and the large swathes of lower aero and diffusers may encourage against that type of carry on.
While Peden has aimed to create the ultimate Street Silvia, another of the breed present may rightly claim to actually be the Ultimate Track Silvia, and it’s a car that need very little introduction. The man behind the wheel is a certain James Deane. You might have heard of him. He drifts cars, and is rather good at it. He wins quite often, and must surely have a room of his house rammed at this stage with trophies and memento’s. I could list off the achievements, but that deserves a proper article soon enough! Sat here in the gravel of Watergrasshill, this Silvia has defeated all comers both here in Ireland and across Europe, but today is here to put on a show and have a good time.
Seeing a drift car from a distance, it’s easy to spot the modifications that have been done to what was once a rather clean S14A. The iconic Falken teal & green livery covers the bolt-on overfenders, each housing a Japan Racing wheel within it’s arch. The suspension is Wisefab, evident by the obscene angles being thrown on track, while inside is pure race-car. Under the bonnet, a 2JZ engine does the necessary mechanical grunting, while an Owen Developments turbo adds the necessary boost. It’s in the flesh that you notice the differences.
The rear arches, in particular, fascinate me. In action, the design seems to sit flush with the car’s flanks, but up close you see a variety of different length screw providing a handy gap to allow the plumes of tyre smoke to be ejected. Battle scars pepper the surfaces, each a reminder of a battle or a run where limits were pushed to the maximum. It was interesting, when talking to another driver, to think just how much driving and competing this car has done. Each event entered, the expectation and often the reality is that it will see the podium or finals, and over time this accumulates to the point that James and the S14 may easily have twice or three times the driving done of a competitor in a year.
So that is a quick feature on two incredibly built examples of Nissan’s Silvia, a success story not even those in Japanese boardrooms may ever have imagined. These are very quick features, so apologies if we don’t have all the details or spec lists. We’ll leave that for when we eventually track more car’s down for in depth features in 2018!
Car’s, like people, evolve over time. Build’s grow, modifications become wilder and reputations soar. To many of us, the internet has become the go-to place to get an overload of forum Build Threads, Instagram posts detailing every nut and bolt or even dedicated online video series’ all allowing the masses to watch on as yet another PetrolHead dumps their own money into a labour of love. The likelihood is that we may only physically see the finished product out of the digital world and in the flesh at a large show or event, but on the flip side there are always the select few local car’s who’s evolution can be tracked in frequent passing glances. This Golf is definitely one of these cars.
Growing up in Cork City through the middle of the recession, the car scene was certainly there, but so too was a distinct sense that every conversation was verging on going down the route of “It used to be soo much busier” or “All the best cars are gone now”. That’s natural, that with time people hanker for what isn’t there anymore, but us new breed continued to do our thing. Toyota’s ruled our lives, with the local Topaz liable to see an influx of up to 15 of the brands finest on a Friday night with everything from my Corolla Gti through Glanza’s, Levin’s and all else. Around the City, cheap affordable JDM goodies ruled the streets, but there was always a mysterious Black Golf roaming.
The car, in it’s first guise, was hard to miss. Personally, I’ll always have my head turned by the MK1 shape as I’m an freak for all things old-skool, and so the sight of those distinctive lines was enough to lure me in. To other’s, the bright red BBS mesh wheels were certainly eye catching. Parked around the City and in other locations, I often passed feeling admiration for the mystery man doing things soo differently to the rest of us, keeping things real and doing so with style. Over time, the car changed. These changes wern’t seen on a screen, but with each passing glance subtle differences became obvious. And then I met the man behind the creation, and became aware of just how potent this machine was, and would ultimately become.
It was the Sunday of Dubshed 2016 when I was introduced to Ronan Hickey. Waking up incredibly hungover and having slept on a hotel room floor, I was asked if I had room for a stragler to take to the show. My little 106 was in full anti social form at the time with little in the way of interior, smelled strongly of fuel and was covering as a make shift van carrying all manner of ex-works Peugeot goodies. Effectively a single seater, a bearded man managed to somehow fit in the passenger seat with the flexibility of a Gymnast, head pinned about 6 inches from the windscreen thanks to a pair of bumpers for a car not much longer than it is wide. This was Ronan MK1, the man behind that Golf I’d seen for soo long and now here we were talking pure shite about cars driving around siuth Belfast headed for the show. Plans were forged to get photo’s taken, but thankfully the 14 month wait allowed the car to hit peak evolution.
Now on a set of Ronal Turbo wheels and sporting a seriously aggressive and uber-rare Foha front splitter, the car really felt more shouty then I had remember from years ago. With very little in the way of body modifications, it made it even clearer just how good a job the boys with the pencils did in Wolfsburg when drawing that now iconic shape. Finished in that sumptuous VW Schwartz black paint, the MK1 just seemed to shout ‘look at me’. After the show, I finally got to see the car I suppose ‘in the wild’, to hear the racious exhaust roar, to smell it’s dumps of un-burnt fuel and to experience the immense task of trying to keep up with it along a back road.. It seemed fitting for a guy who always wanted to stand out from the typical JDM crowd, that one of the best reactions to the car I ever saw was when it gatecrashed a local Japanese Car meet!!
Over last winter, I’d heard that the car was undergoing a change of look, but when I saw the first teaser images, my inner motorsport geek was intrigued. Emulating historic race liveries has become a thing of late among the VW show scene, with countless iconic colour schemes seeing modern twists on all manner of German metal. Here though, this is no spin on a household style, but a complete detailed reproduction of the GTI Engineering Group 2 race car campaigned by Peter Lloyd in 1979. Finished to an incredible standard by Seamus Walsh in Moose Design, this truly was the icing on what was in reality an incredibly executed cake.
A quick meet up in a local car park allowed me to see the end product first, but it just wasn’t enough. A few quick pics blew up online, so reality hit that I really needed to pull the finger out and get a proper shoot done on the VW. Initial thoughts were veering towards using a local Kart Track, but things spiraled. Suddenly, the shoot became my very first feature shoot for a massive Car Magazine in Performance VW simply by a few chancing-my-arm email’s, and before I’d fully processed things, two weeks later I stood in the paddock of Mondello Park, deserted bar our little cohort including the E34 BMW already featured here and the Golf. This was dream material, mainly as my utterly dreadful Alfa Romeo actually made it (and yes it was on an AA truck the next morning), to have all this to ourselves to create automotive art.
As I already mentioned, the car’s exterior is totally original bar the wheel’s and splitter, but step inside and it’s a world apart. Ronan was a former Kart racer, and a quick one at that, so a love of motorsport has fed through into the cabin. A pair of beefy Recaro bucket seat’s grab the headlines straight away, the driver’s one in particular being a full wrap-around piece, but are added to by a Weickers half-cage to add to incredibly chassis stiffness. Ably assisted by a complete set of Poly-bushes all round and BC Racing coil-overs, the car sit’s with purpose, and even at speed remains flat with all the required agility to justify the safety additions. Nestled in place, the other main practicalities are special aswell, with the steering controlled by a small Momo steering wheel, yet it’s between the two occupants that a bit of engineering-porn sits.
Milled from Billet Aluminium, CAE have become famous for producing some of the most eye-catching gear shifters around. Looking like a sequential, this ultra close shifting unit not only cost an eye-watering amount, but is simply beautiful to look at. Mated to a standard 5-speed box, the gears click through with immense speed and are often accompanied with loud bangs of fuel out of the hand built stainless steel exhaust. The driving gloves are a gentle reminder that while this car can strut with the best on the show floor, it is was for simple driving pleasure that it came to be.
For how cool the whole things look externally, pop the bonnet and watch jaw’s drop. Where a humble 8v engine once sat, now resides a G60 Supercharged lump. The blower itself is a G-Werks unit, while the engine has been treated to all manner of goodies including a Large Port Head, Schrick Cam’s and Covers and an all-new ECU. Add launch control into the mix and this little car certainly doesn’t hang about, ever further cementing the need for the safety gear loaded inside. Being a welder by trade, much of the piping is both home-made and exquisite, while the lashing’s of gold insulating foil just finish off the bay to a tee.
For a car that took almost 10 year’s of evolution to get to this point, there was a distinctive sense of closure. Although the old saying is that a project car is never done, to Ronan it was. He had brought the MK1 as far as he wanted, and it was time for a change of scenery. About a month after the shoot, as is the way soo often in the car world, the MK1 had been stripped of many parts and was on it’s way to a new owner. And as for the change of scenery, well that changed aswell, and who can go to OZ these days when there’s and uber-rare MK2 Golf after landing in the shed…..and a 3.2 VR6. Ya, you might want to stay tuned for that build thread!!!
The car life is a weird phenomenon. As a hobby, it becomes all consuming, drawing every last drop of spare time and money that it can until your left tired and broke and very confused. On the flip side, cars have brought countless people together, creating lifelong bonds and friendships that add enjoyment to the whole thing, as well as feeding creativity through like minded ideas of style and car design.
As the madness ensued all around Letterkenny over the rally weekend, a closed garage on the edge of town played host to one of the most impressive line-up’s of road cars I’d seen in a long time. Like something straight out of Osaka or the like, a string of well built JDM machines will always catch the eye, but among the swarm of IS200’s about the town it really was a special treat. The gathering though, was more a crew meet-up than random car people.
The crew in question here is the Zero7Four brigade, a group of serial JDM car fans from north Donegal. We previously featured this Nissan S14 built in the wilds of the North West, and while that car screams presence, seeing a multi-car line highlights the aggressive styling cues that seems a trademark touch, with plenty of big wheels, spoilers and aero attachments.
The most impressive and eye catching car was a Midnight Purple, wide body Nissan S13. Sitting on a set of Rays TE37 below the bolt-on over fenders, the plethora of JDM stickers and body kit hark back to the street drifting world of the Far East.
Elsewhere, a pair of R34 4-Door’s, each a very rare sight in their own right, served as a reminder that I have a deep love for a well executed saloon, especially those built in such an aggressive nature. I am sorry now that I didn’t take the time to rightly investigate the spec list on any of these cars, but surely its an excuse to follow up with some more in-depth features. Nearby, another Nissan Skyline, this time an R32 lurked with intent, and from talk online I do know that the trusty RB power has been sacrificed for some V8 grunt.
The Honda S2000 has long been revered as an incredible driving car, but we don’t see many modified examples. Here, a stunningly clean example has been subtly enhanced with nice touches, but out back a pretty tasty rear wing makes things a lot more interesting!!
Out by the roadside, the Pro Fit Kits demo S14 was stunning, and a car I’d wanted to see in the flesh for quite some time. A plethora of aero bits and large dished wheels seem to work so well with S-Body’s, yet its a design we see very little of on this Island.
Its just shy of 9500KM from Tokyo to Letterkenny, yet the lads and lassies of the Zero7Four are keeping that Japanese style alive while at the same time they are building some of the most impressive cars on the island right now.
As a car fan, I find my tastes in what I believe to be cool or interesting to be a constantly changing experience. I constantly have eureka moments, when something I may have derided or ignored all my life just hits me. Over the past few months, German produced cars have really become a lot more appealing in a way I never believed to be possible. Growing up in a JDM obsessed country, well engineered Deutsch vehicles seemed en-mass to be dull and boring, but, and perhaps its my transition into sensibility, more and more I look to our European comrade and see cars that just tick boxes, and tick them well!
Case most certainly in point I feel is my growing admiration for all things BMW. For year, they just did nothing for me. As my friends played around with E36’s, I didn’t get it. Granted, while halo cars synonymous with Motorsport dominance could turn my head, run of the mill Bavarian’s just seemed dull and sadly boring. God how wrong was I.
I first laid eyes on Conor’s pristine E34 BMW 5 Series in the halls of Dubshed, and the timeless 90’s look sucked me in. For a car edging towards 25 years old, the E34 shape has proven to be somewhat timeless. Clean, sharp lines were all the rage at the time, and even now its a design ethos that simply works. While doing some other work in Mondello recently, hearing the grumble of the 6 Cylinder saloon cruising into sight got me very excited, but with a lot else on it meant I really needed to get a very quick feature done.
The M-Sport divising of BMW are well known for creating a variety of high speed monsters, but I have become increasingly aware of how well their back catalogue of styling kits have transformed the look of countless BMW models. Here, a factory style needs no adjustment to look spot on, while a subtle bolt on boot spoiler, very akin to the E30 M3 Evo, and lip splitter just set the car apart from the run-of-the-mill 5 Series fare.
Sitting under each corner are an immaculate set of AC Schnitzer split wheels, with the grey centers contrasting with the polished lip. Obviously, as much as the aggressive stance is spot on, its a little too hardcore for driving, and so a full Air Lift Performance setup is on hand to provide the perfect balance of show and go!
Inside, and everything is all very retro-business-chic. Black leather is match with some very cool white piping, and as a pure geek I was transfixed with the center console mounted telephone. Never has such a pointless device seemed soo damn cool!! While all may seem refined, slap bang in the middle sits a rather potent looking CAE shifter, an obvious motorsport touch for a car certainly more of a driver than a show queen!