2017 01 01 Performance Ford

PF_276_Cover_Layout 1 09/12/2016 14:08 Page 1
TECH! GET THE LOW-DOWN ON AIR AND HYDRAULIC SUSPENSION • HOW TO FIT LOWERING SPRINGS
WE TEST A THROTTLE BODY SPACER • RONNIE WRAPS HIS MONDIE ROOF • JIM DEBADGES HIS RIDE
THE LOUDEST VAN IN THE UK!

THE 4,000 WATT AUDIO SYSTEM IN THIS MK6 FORD
ESCORT VAN BLASTS TUNES AT A STAGGERING 150DB
JANUARY 2017 #276 £4.20
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USED TO CARRY TOOLS EVERY DAY
ALSO INSIDE
• OUR REVIEW OF THE YEAR 2016
• RIDEALONG WITH ELFYN EVANS
• THE ALL NEW MODEL FIESTA
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FIRST WORDS
JANUARY 2017 #276
Editor in Chief: Julia Hope The first issue of all I was interested in driving. Plus I still
E: julia.hope@pixelwest.co.uk 2017! Although you have a large selection of Land Rover parts
Editor: Simon Hastelow could very well be that I’ll never use but are too good to
E: editor@performancefordmag.com reading this over throw away from the days when I was
Christmas in which trundling around the country, on and off
Design Manager: Joe Everley
E: joe.everley@pixelwest.co.uk
case I do hope road, in another of Birmingham’s icons.
you’ve all been I’ll skip over the workshop manual I still
Designer: Don MacLachlan good boys and girls and Santa bought you have for the one and only Vauxhall Nova
Contributors: Robb Pritchard,
all those car parts you wanted. He’s so SR that I’ll probably ever own and look at
Jim Blackstock, Ronnie Templar Kennedy, clever to know the exact spec of your cars the growing collection of historical Ford
Ben Steventon, James Ball, Nick Richardson, and get the correct bits to fit! tomes and a newly acquired radiator grille
Dan Woodrow, Glyn Ryles, Emma Woodcock, The year is starting on a high point for complete with badge from a 2016 Ford
Subscriptions: Ford with the new Fiesta being revealed Ranger (don’t ask how these things just
T: 01293 312183 recently. No details of an ST version yet turn up on my desk!).
E: performanceford@subscriptionhelpline.co.uk but if the other four models are Anyway, the point I’m slowly getting to
Group Sales Manager: Lyndsey Godfrey
anything to go by it is surely going to be is that we all seem to build up a decent
T: 01905 332980 the best little ST ever. We’ve even seen selection of paraphernalia and ephemera
E: lyndsey.godfrey@pixelwest.co.uk rumours of an RS version! But probably (posh words for junk!) associated with our
just the result of an internet warrior’s passions. Anything and everything with a
overactive imagination. Blue Oval seems to pop up online and
If you live in the UK and have trouble finding
Performance Ford please contact: Performance Ford M-Sport were not slow off the mark piques a certain level of interest. I’m half
HQ: 01905 330177
Print & Digital Publishing by CPUK Print Publishing.
either, befitting a motorsport specialist, expecting Blue Oval slippers to make an
Whilst every effort is made in compiling Performance with details of their 2017 WRC Fiesta (see appearance in my Christmas stocking – as
Ford, the publishers cannot be held responsible for
errors or omissions. Readers are advised to pay by
news story). At first glance you might be I’ve already been told that throttle bodies
credit card when ordering goods off the page as they forgiven for thinking ‘Metro 6R4’ but for a Zetec are off the list!
are regulated under Consumer Credit Act 1974,
unlike debit or charge cards which are not. possibly just because the only photos I hope 2017 brings you everything you
we’ve seen so far are all in white. However, wish for and look forward to bumping into
Independence
Performance Ford magazine is published every
if it is half as successful as BL’s only real you at a show or meet or two.
month by Pixel West Limited for all owners, drivers success in top-flight rallying (I’m not
and enthusiasts of performance Fords.
It is entirely independent of the Ford Motor including the Mini here) it’ll be a good one.
Company, its dealers, any club or association.
But thinking of the Mini, it reminds me
All rights reserved. No part of this publication may be
reproduced or transmitted in any form or by any that I still have a rather large collection of
means, electronic or mechanical, including
photocopying, recording or any storage or retrieval Mini model cars from the days when that’s
system, without the consent of the publisher.
Performance Ford magazine (established May 1987)
is published monthly (12 times per annum) by Pixel EAT VALU
West Limited, annual subscription price UK £45, EUR
£89, ROW £99 (with over 15% off UK cover price
DOWNLOAD THE GR
JUST
E
VALUE •
worldwide). US subscription subscribe online at PERFORMANCE FORD £2.42

• GREAT V
www.imsnews.com/performanceford AN ISSUE
Performance Ford, Pixel West Limited
6 Sansome Walk, Worcester
APP TODAY WHEN YOU
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Worcestershire, WR1 1LH
AT
Tel: 01905 330177

Search for ‘Performance Ford’ AL YEAR
UE • GRE
Website: www.performancefordmag.com at the app store, or visit
ISSN: 0955-0526
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Just £3.99 a single issue, or £2.42 an
issue when you subscribe for a year
PERFORMANCE FORD / 3
PF_276 Contents_Layout 1 12/12/2016 16:31 Page 1
CONTENTS
16
50
26 34
4 / PERFORMANCE FORD
PF_276 Contents_Layout 1 12/12/2016 16:31 Page 2
REGULARS FEATURES
7 NEWS 50 GALLOPING FOCUS RS
M-Sport have revealed their new WRC James Stewart very nearly didn’t get to
Fiesta. Ford have given us a taste of the enjoy this Focus RS after an accident
next gen Fiesta – but no ST yet. Ken involving a horse’s hoof and James’ skull.
Block puts his name to a transit. LEGO He spent his down-time planning mods
will be giving us a couple of new Ford and then recovered enough to put them all
GT sets (not just for kids!). And we pay into action.
tribute to two young Ford fans tragically
taken from us too soon.
61 2016 YEAR IN REVIEW
2016 has been an epic year for Ford, we
14 NEW PRODUCTS
New Bilstein suspension for the Focus
also choose some of the best feature cars
which have graced these pages.
ST. A BG Racing Pit Board Kit. DEI ONYX
MOTORSPORT
Turbo Shield. Webcon throttle bodies for
the Scorpio 2.0 litre. A Cosworth YB ECU
from Burton’s. Webcon Pico Injectors.
58 PULL-OUT POSTER SHAKESPEARE RACEWAY

Take down all those Christmas cards and 68 It is rumoured to be on the way out, we can
stick this up instead.
only hope that this iconic raceway gets a
88 SUBSCRIPTIONS stay of execution.
Here’s an idea: give us a bunch of
money and we’ll send you a copy of the 74 ELFYN EVANS RIDE ALONG
It’s not every day you get to go out for a
mag every month in the post!
spin with one of the finest motorsports
110 NEXT MONTH drivers around. Emma Woodcock was lucky
It’s all about February. A short month enough to hitch a lift with Elfyn Evans.
but lots of great Fords!
FORD OR NOT FORD 82 XR CHALLENGE
114 #7 The Jaguar XF is really a Ford, no
The end of the season for the XR Challenge
but plans are already underway to make
really, it is! 2017 even more successful.
FEATURES TECH
THE WORLD’S 84 PF FLEET - JIM
16 ONLY MK1 RS VAN Jim debags – or is that debadges – his
No one had done it before is as good a Mondeo. The things we do for you guys!
reason as any to build your own three-
86 PF FLEET - RONNIE
door Mk1 Focus RS. And this is a proper The Goththing is now in hibernation but the
RS with all genuine RS parts, it just big jobs are being lined up for winter.
started out as something else.
91 KNOW ALL ABOUT –
26 THE FASTEST PLUMBER’S AIR AND HYDRAULIC
VAN EVER SUSPENSION
When you’re a plumber and you need a Raise it, lower it, whichever way you want
new van you obviously look at Transits. it, by air or juice. Jim explains how it works.
What you might not do is buy one with a
Cosworth engine running full NOS! Unless 99 HOW TO -
FIT LOWERING SPRINGS
your David Hansom, that is.
Refurb your rims.
34 POSSIBLY THE LOUDEST
MK6 ESCORT VAN YOU’LL 105 TRIED & TESTED
One of those things that should work,
EVER HEAR according to science. We give it a whizz on
Trying to describe how loud something
the dyno to make sure.
is without you actually hearing it is
impossible. Imagine someone trying to
drill into your skull while standing next to
a passing freight train. Ben Hunt’s Escort
van is like that!
42 BAZ CANNON’S RALLY

WORLD
If you like rally cars then this place should
be your Mecca. Baz Cannon is not just a
custodian of some of the finest Ford rally
cars ever built, he was there when they
were being driven in anger.
84
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NEWS
THE 2017 FORD FIESTA WRC

Embarking on a new era in the FIA World Rally Championship (WRC), M-Sport have revealed the Ecoboost-
powered Ford Fiesta WRC – an innovation based on the new-for-2017 road-going Fiesta, which will spearhead
M-Sport’s challenge throughout 2017's eagerly anticipated season.
Designed to next-generation technical
regulations implemented by the FIA,
the Fiesta WRC ushers in the latest
technology in world rally cars. Based on
the recently unveiled, all-new, road-
going Ford Fiesta (see news story), the
Fiesta WRC derives its performance and
style from a car beloved on both the
road and the stage.
Since its introduction into the sport,
the Fiesta – in its various guises as R1,
R2, R5, S2000 and WRC – has become
rallying’s most successful model with Looking the part, a fully CFD-designed from scratch to deliver more power
countless victories and championship aerodynamic bodyshell features a front and more mechanical grip.
laurels around the globe. and rear splitter, dive planes and Producing 380 bhp and 450 Nm of
This year alone, the Ford Fiesta R5 impressive rear wing, which gives the torque from its bespoke Ecoboost-
claimed an impressive 159 outright Fiesta WRC a striking visual design. powered 1600cc direct injection
victories – that’s more than any other More spectacular and more powerful engine and 36mm inlet restrictor, the
R5 – as well as countless class wins and than its predecessor, the top-specification sound has to be heard to be believed.
a second successive FIA European Fiesta has undergone a complete redesign A newly designed six-speed
Rally Championship. and 95% of the car has been designed sequential gearbox with hydraulic
shift runs alongside a multi-disc clutch
and an active centre differential offers
enhanced control and performance.
Evolving further, redesigned
MacPherson struts with Reiger
external reservoir dampers are fully
adjustable in bump and rebound, while
ventilated brake discs with unique
four-piston monoblock calipers
provide the stopping power.
Improved safety has also formed
a key part of the Fiesta WRC’s
development. A T45 steel rollcage is
welded to the chassis with structural
door sill reinforcements.
www.m-sport-co.uk
THE NEW FIESTA –

IS THIS THE MOST TECHNOLOGICALLY ADVANCED SMALL CAR?
Ford has finally revealed the next generation Ford Fiesta complete with some of the most sophisticated driver
assistance technologies and connectivity features ever in a small car.
Although there is no word yet on a panoramic glass roof. The SYNC 3 MORE TECH
‘proper’ ST version, there are four communications and entertainment Advanced driver assistance technologies
distinctive production variants of the system is supported by floating high- are supported by two cameras, three
Fiesta available in both three- and five- definition touchscreens up to 8 inches in radars and 12 ultrasonic sensors, which,
door variants: the Fiesta Titanium, the size, and almost 50% reduction in centre in combination, are able to monitor 360
Fiesta ST-Line, the posh Fiesta Vignale console buttons. degrees around the vehicle, and scan the
and the Fiesta Active crossover – said Powertrains include the 1.0-litre road ahead up to a distance of 130 metres
to be the first in a new line-up of EcoBoost petrol engine offering up to – more than the length of a football pitch.
Active vehicles to be rolled out across 140PS, and a 1.5-litre TDCi diesel offering Ford’s SYNC 3 communications and
the Ford range in years to come. 120PS. Ford anticipates CO2 emissions entertainment system will enable Fiesta
Among the driver assistance from 82g/km, supported by an all-new drivers to control audio, navigation and
features – supported by sensor six-speed transmission with friction- connected smartphones using simple,
technologies capable of monitoring up reduction technologies. conversational voice commands.
to 130 metres ahead – is an enhanced
Pedestrian Detection system that can EXPANDED FIESTA LINE-UP
help prevent collisions at night; and The next generation Fiesta will be offered
the Active Park Assist system that can as a posh Vignale model, joining the
deliver brake interventions to prevent Mondeo, S-MAX, Kuga and Edge Vignale
low-speed bumps when parking models as the top rung of the Ford brand
hands-free. in Europe. It offers 18-inch alloys,
Fiesta is also the first Ford vehicle exclusive exterior detailing and colours,
to feature a premium B&O PLAY and quilted leather seats.
Sound System and an openable The Active is the first Fiesta crossover
model, combining rugged SUV-inspired
styling that includes raised ride-height,
roof bars and additional exterior
bodystyling; hatchback practicality; and Simply by pushing a button and saying
true Fiesta driving dynamics. “I need a coffee,” “I need petrol,” and “I
The Fiesta ST-Line features sporty need to park,” drivers can locate nearby
exterior styling, including unique alloy cafés, petrol stations or car parks, and
wheel, grille, front and rear bumper and find train stations, airports and hotels.
side-skirt designs. The interior features The system is compatible with Apple
sports seats, alloy pedals and a flat- CarPlay and Android Auto™. SYNC 3 also
bottomed steering wheel, while the offers SYNC AppLink, enabling voice-
driving experience is enhanced with activation of a range of smartphone apps.
sports suspension. The Fiesta’s floating, tablet-inspired 8-
Also revealed was the high-spec Fiesta inch colour touchscreen can be operated
Titanium. Higher specification models with pinch and swipe gestures. Also
accounted for nearly 60% of sales in 2016 offered with SYNC 3 is a floating 6.5-inch
and Titanium models account for 48% of colour touchscreen, and a 4.2-inch colour
Fiestas sold this year. screen is combined with the MyFord Dock
that enables users to store, mount and six-speed manual gearbox, and Ford’s 1.1-litre petrol engine shares a
charge mobile devices such as phones and anticipated CO2 emissions of 89g/km. The three-cylinder architecture with the
navigation systems. 1.5-litre TDCi engine is also offered with 1.0-litre EcoBoost, and is offered with a
The new B&O PLAY systems offer an 85PS – 10PS more than the most fuel- new five-speed manual gearbox in 70PS
“elevated audio experience with efficient outgoing Fiesta – and delivering and 85PS versions, replacing the
specifically tailored speaker placement from an anticipated 82g/km CO2 outgoing naturally aspirated 1.25-litre
and calibration for each vehicle in the supported by Ford’s new six-speed petrol engine and delivering more
Ford range”. For Fiesta, this means 10 manual gearbox. power and anticipated reduced CO2
speakers including a boot-mounted The 1.5-litre TDCi engine employs emissions from 101g/km.
subwoofer and a central mid-range optimised combustion chamber design, Fuel efficiency is further enhanced
speaker on top of the instrument panel, turbocharging – including variable with Auto Start Stop technology offered
incorporating the B&O PLAY aluminum geometry technology for the 120PS for all engines, and Active Grille Shutter
logo and a unique radiating hole pattern. version – and sophisticated fuel for 1.0-litre EcoBoost and 85 PS 1.5-
Total amplifier power is 675 watts. injection that enhances refinement. litre TDCi engines. A new Eco button for
Smart Regenerative Charging manual transmissions adjusts engine
SOPHISTICATED POWERTRAINS enhances fuel efficiency by selectively and throttle settings to help drivers
A simplified range of sophisticated Euro engaging the alternator and charging the save even more fuel when desired.
Stage 6 petrol and diesel engines offers battery when the vehicle is coasting Underbody aero shielding further
performance and fuel efficiency that and braking. reduces aero drag.
support a class-leading driving experience
and reduce costs for owners.
Ford’s 1.0-litre EcoBoost petrol engine
is offered with 100PS, 125PS and 140PS,
and a new six-speed manual gearbox that
helps deliver from 97g/km CO2
emissions, or an optional six-speed
automatic gearbox for the 100PS
variant with steering-wheel-mounted
paddle shifters.
Fiesta Active Fiesta ST
The turbocharged three-cylinder 1.0-
litre EcoBoost engine features advanced
technologies including high-pressure
direct fuel injection, Twin-independent
Variable Cam Timing and an innovative
offset crankshaft design for three-
cylinder refinement.
Ford’s 120PS 1.5-litre TDCi engine is the
first high-power diesel powertrain ever
offered for Fiesta – delivering a versatile
combination of power, torque and fuel
Fiesta Vignale Fiesta Titanium
efficiency for a fun-to-drive experience, a
ULTIMATE COLLECTION OF RARE RS500

COSWORTHS AT THE PERFORMANCE CAR SHOW
The Performance Car Show will play host to a very special display as the Ford RS Owners
Club confirms it’ll bring a rarefied collection of road-going and race Sierra RS500 Cosworths
to mark the iconic performance car’s 30th anniversary.
The Sierra RS500 Cosworth was first
announced back in July 1987 and
homologated in August of the same year.
To satisfy the homologation requirements
for Group A Touring Car racing, 500 road-
going RS500s were produced – all in RHD
exclusively for the UK market.
Evolution modifications were not
limited to the engine. A new aero package
introduced a new front bumper and
splitter to increase both downforce and
cooling and the tailgate had an additional
lower spoiler and a Gurney strip added to
the ubiquitous ‘whale tail’. Suspension
The Performance Car Show will play Also confirmed is the stunning Mobil- pick-up points were also changed amongst
host to a very special display as the liveried RS500 (chassis AREKAL 0288), a plethora of other changes to improve
Ford RS Owners Club confirms it’ll which raced in the 1988 season of the on-track performance.
bring a rarefied collection of road- British Touring Car Championship (BTCC). The RS500 went on to become one of
going and race Sierra RS500 With driver Andy Rouse behind the the most successful Group A touring cars
Cosworths to mark the iconic wheel, the car dominated the series that of all time, dominating events wherever
performance car’s 30th anniversary. year, winning nine of 12 races and they were raced. 2017 marks the 30th
Petrolheads attending the securing 10 pole positions in the process. anniversary of the racing debut of the
Performance Car Show will have the The 30th anniversary celebrations RS500 and all these years on, it is still
unique opportunity to see these cars continue, as fans will have the chance to very fondly remembered by drivers and
together on one stand in Hall 19 at the see the first ever RS500 to compete in spectators alike as one of the most
NEC in Birmingham. DTM. This special RS500 is owned by entertaining and iconic touring cars ever
The first car confirmed is Chassis Paul Linfoot and finished second in the to grace the circuits of the world.
DJR1, the Andy Lloyd-owned RS500 DTM Championship during the 1987 To this day, the RS500 holds the record
that raced in the Australian Touring season with Manuel Reuter behind the for the most consecutive wins in the BTCC
Car Championship (ATCC) and Bathurst wheel. It competed for a further two – 40 in a row. For more information on
1000 enduros in the 1987 and 1988 seasons after that with Volker Weidler this unmistakable performance car, visit
seasons with Dick Johnson behind the and Pierre Dieudonné taking the wheel www.rs500owners.com.
wheel. Visitors to the show won’t miss for this car’s final season in DTM in Tickets for the Performance Car Show
it as it is finished in the bright red 1989 with the iconic black and red are available from
Shell Ultra Hi livery. Texaco livery. www.performancecarshow.com.
KEN BLOCK PARTNERS WITH M-SPORT

ON FIRST-EVER SIGNATURE TRANSIT
Ken Block now has his very own signature vehicle and, you might guess, it’s a Ford product!
But perhaps not the kind one would livery pattern from Block’s current Ford
normally associate with the Head Focus RS RX racecar as done by
Hoonigan in Charge. The vehicle in international kinetic street artist Felipe
question? A limited edition – and Pantone. This look is also carried over into
murdered out – run of M-Sport’s the interior and featured on the seats.
custom Ford Transit van! “I’m really stoked with how this
Designed by M-Sport in the UK to collaboration turned out,” said Block. “I
borrow the cosmetic appearance from always thought that maybe someday I’d
their highly competitive Ford Fiesta have a signature Ford vehicle, but I never
WRC racecars, the Ken Block Edition of thought that it’d be a van! Ha! I really like
the van features custom bodywork, this thing though, it’s super practical for
me since I have a wife and three kids and
we travel a ton. This Ford Transit has the
look and styling that I like, is fun to drive
and manages to hold us and all of our
stuff. We’ve been running around Norway
a hand-crafted leather interior and special in a test unit the last week and a half and
blacked-out details that carry all the way I’m blown away by the looks and
down to the headlight housings and the attention this thing has been getting. Plus
Ford badges front and rear. The Transits my wife and kids like it, so it’s a win-win
also come with an enhanced and lowered in my book.”
suspension setup as well as lightweight On sale later this year and available
wheels. To finish out the Ken Block look, throughout Europe, more details on
these Transits feature unique hits along pricing and sales will be available later
the vehicle trim that incorporate the this summer.
FORD OFFERS CYLINDER DEACTIVATION

TECH FOR 1.0-LITRE ECOBOOST
Ford has announced that the 1.0‑litre EcoBoost petrol engine is to be offered
with innovative cylinder deactivation technology for further reduced CO2
emissions and improved fuel efficiency.
In early 2018 the EcoBoost will probably Schaeffler Group. Simple in concept but
become the first three-cylinder engine in featuring advanced engineering that
the world to feature this techology. enables it to operate at engine speeds of
Cylinder deactivation could deliver up to 4,500rpm – when valves are each
reduced running costs for 1.0-litre opening and closing almost 40 times per
EcoBoost customers by automatically second – the system uses engine oil lower rpm, and enable a wider
stopping fuel delivery and valve pressure to activate a special valve rocker operating range. Intake and exhaust
operation for one of the engine’s cylinders and interrupt the connection between the valves are closed when the system is
in conditions where full capacity is not camshaft and the valves of cylinder active, trapping gasses to provide a
needed, such as when coasting or cruising number one. spring effect that helps balance forces
with light demand on the engine. Sophisticated software determines the across the three cylinders for
The technology can disengage or re- optimum moment to deactivate the refinement, and also retain
engage one cylinder in 14 milliseconds – cylinder based on factors including speed, temperatures inside the cylinder that
20 times faster than the blink of an eye. throttle position and engine load. A new maintain fuel efficiency when
Combined with advanced solutions to single-piece camshaft module – similar to reactivated.
counteract vibrations, cylinder the design debuted earlier this year for New engine mounts, drive shafts and
deactivation will be imperceptible to the all-new Ford EcoBlue diesel engine – suspension bushes also will be
drivers in terms of operation and engine frees space within the cylinder head for specially tuned for refinement. The 1.0-
performance. new oil channels and valve-switching litre EcoBoost will feature enhanced
The cylinder deactivation system has componentry. durability to cope with the different
been developed by Ford engineers at A new dual-mass flywheel and a loading forces resulting from cylinder
Dunton Technical Centre, in Essex, vibration-damping clutch disc help deactivation, including a new camshaft
Germany and the US in collaboration with neutralise engine oscillations when chain, and valve rockers formed using
Ford’s engineering partners at the running on two cylinders, especially at advanced metal injection moulding.
FORD’S LE MANS VICTORIES SET IN LEGO BRICKS

TO INSPIRE TOMORROW’S RACING DRIVERS
The iconic Ford GT40 and new Ford GT that won Le Mans 24 Hours in 1966 and 2016 are being brought to life in LEGO bricks.
The new LEGO Speed Champions set will closely with Ford’s design and licensing these models will be closely scrutinized
include both cars as well as racing driver teams on every detail of the 1966 winning for authenticity.”
figures, a chequered flag and even a car, and the new Ford GT race car. Callum, who in his spare time races a
trophy to recreate those history-making “This was a dream project – with a lot of Ford Model A hot-rod, and started out
victories. pressure. The Ford GT40 is one of the most as a designer of full-sized cars, helped
“Many people in my team grew up with iconic race cars of all time, and the new develop 10 prototypes before the final
the legend of Ford’s history-making 1966 Ford GT is just incredible,” said Craig versions of each model were selected,
victory – and experienced the excitement Callum, head of design, LEGO Speed all created from existing LEGO bricks.
of building and design for the first time Champions. “Designed for children, but You can watch Callum assemble the
through LEGO bricks,” said Dave Pericak, with grown-up fan in mind too, we know new kit in record time here:
global director, Ford Performance. “This kit https://youtu.be/lauf-iym1zM
is a powerful way to tell our Le Mans story, The new 2016 Ford GT and 1966
and will hopefully inspire the race drivers, Ford GT40 set will be available to order
engineers, and designers of the future.” at LEGO.com/shop from March 1, 2017,
Ford won at Le Mans earlier this year with a recommended retail price of
after returning to the scene of what was a £29.99. A Ford Mustang set is on sale
historic 1-2-3 clean sweep 50 years now, alongside a Ford F 150 Raptor
previously. The LEGO Group worked with trailer and Ford Model A hot rod.
COP THAT! POLICE TRY THE FORD FOCUS RS

The Ford Focus RS has been on test with police forces across the UK. This special version of the RS – on trial
exactly 30 years after a Ford RS200 police car was put to the test – could be voted a ‘stunning hit’ by expert traffic
policemen lucky enough to get behind the wheel, and is sure to intimidate would-be speeders.
Law-breakers would be relieved to biggest-selling police vehicle, the Transit
learn that, due to limited production Custom, for patrol duties. Ford supplies
numbers, Ford does not expect many more than 1,500 vehicles to Britain’s
police forces to offer a patrol car police forces across the country,
capable of catching anything on the road. including the Ford Kuga and Ford Ranger
“But until they have tried it we won’t in rural areas.
know whether it meets any specialist Unlike the RS200, the Focus RS includes
need,” said Terry Adams, Ford’s police most practicalities expected of a police
sales manager. patrol car, including rear doors for
Most forces will continue to rely on suspected criminal accommodation and a
the standard Ford Focus and Ford’s boot large enough for traffic cones.
FRIENDS’ TRIBUTE FOR FALLEN ANGELS

Loss is a difficult and tragic thing.
We could sit and wonder what we nails and a box of 20 chicken nuggets
did to deserve the pain of losing both made her happy. She was full of life with
Tom and Nikki, but instead we will a heart of gold and a great sense of
celebrate the life they lived and the humour. She was loved by all and was a
amazing times that we were very loving and caring girlfriend.
privileged to have with them. We Although in the beginning she was shy
were honoured to know them and will and wouldn’t emerge from the car, we
keep them in a special place in our dragged her out and made sure she was a
hearts. part of the Street Defects family and that
If I were to write every great will never change.
memory shared with those amazing Although separately they were amazing
people, you’d be reading this for days. people, we also share memories of them
Both were a massive part of our lives. together, they were great friends who
Tom was so full of life and did really cared about everyone. One of our
anything he could to put a smile on favourite memories with them both was a
your face, he was caring and loved Street Defects to attending car meets trip to the ice rink, Nikki skated like a
life. His love for cars inspired many, in his pride and joy, a Ford Fiesta ST – snow princess and Tom tried to be Mr
from being a big part in the group spirit blue. Cool going too fast, while the rest of us
There are so many memories that we huddled at the side trying not to fall. Trips
will share and cherish together; a simple to Lakeside with arguments on what to
drive singing poorly along to our favorite eat and sitting in car parks singing and
songs, going to watch Manchester United, dancing like no one was watching while
Jump Giants where he tried his hardest to waiting for those who were always late.
look cool on the trampolines, the time he They were both brilliant friends not
drove 40mph on the motorway because a only to each other but to everyone that
fellow Street Defect kept breaking down they knew. They were important to a lot
and the thousands of car meets and jokes of people and will always be remembered
between us. Although we would all laugh for the incredible people they were.
at that leather jacket that came Although we have lost them, we won’t
everywhere and the shirt he refused to ever forget them. Family is what you
admit was a shade of salmon pink, he will make it and they were definitely a part of
be dearly missed. ours. There won’t be one day we won’t
Nikki was a strong individual. Her kind take a moment to think of them, we hope
nature made you feel at ease when with they are proud of us for everything we
her, she too would do anything to make a have done. We send our condolences to
smile appear on your face and she loved both families and friends. Two fallen
to laugh. A big Spurs supporter and a angels taken far too soon.
massive kid at heart, bringing joy to all Goodnight, God bless and rest in peace
our lives. A girly girl who preferred jeans Nikki Willis and Tom Putt.
and a t-shirt or a cosy onesie movie night
to heels and alcohol. Forever glued to her
phone and seeing shopping as a fun
hobby. Those out-of-this-world sparkly
PF 274 Adverts_Layout 1 17/10/2016 12:36 Page 4
PF_276_New Products_Layout 1 12/12/2016 16:21 Page 1
BILSTEIN B12 ADVANCED

NEW PRODUCTS
DAMPERS AND SPRINGS
FOR FOCUS ST
Focus STs fitted with the BILSTEIN B12 kit will handle in a more
precise and controllable manner, yet will still be able to absorb the
many ruts, holes and other imperfections that are sadly part and
parcel of driving on the UK's road network. They boast BILSTEIN's
world-renowned mono-tube/upside down and gas pressure
technology, both of which have proved their worth on countless
performance and competition cars over the last five decades.
All dampers within the B12 range have been fine-tuned by
BILSTEIN's industry-leading engineering test team, so those Focus
ST owners seeking to drive their car in a spirited manner can rest
easy! They will make the perfect addition to any ST, and will make
a massive difference to the handling of these popular, powerful hot
hatches.
Cost: £600
Contact: www.bilstein.de
B-G RACING PIT

BOARD KIT
A pit board is essential in most forms of
motorsport – B-G Racing Pit Board Kits have
been created to fulfil the requirements of race
teams by offering a choice of two different size
boards; both include a full set of hi-vis numbers
and a protective carry bag that features internal
pockets to keep the number set organised.
The alphanumeric character set for the Standard
B-G Racing Aluminium Pit Board Kit includes 38
numbers, letters and symbols. It is available in a
choice of White, Hi-Vis Green, Hi-Vis Orange,
Hi-Vis Pink or Hi-Vis Yellow. A unique feature is
that each number, letter or symbol displays a
smaller icon on the top left-hand corner to make
it easily identifiable when stored in the bag
pockets.
Cost: £155
Contact: www.bg-racing.co.uk
DEI'S PREMIUM ONYX T4

TURBO SHIELD KIT
DEI's Turbo Shield Kits are now available for Garrett and Mitsubishi
T-4 sized turbochargers. The ONYX Series Shield has been developed
to provide extreme heat protection, quicker spool-up time and
maximum turbo performance, thereby maintaining a more consistent
temperature in the turbo for increased efficiency and decreased
turbo lag.
DEI's ONYX Series shield features the company's most heat-resistant
textiles and its highest grade silica liner for extreme heat protection.
The ONYX Series is easily recognised by its rich, black 'carbon fibre'
look. The shield is made in the USA, comes with newly designed
stainless steel attachment points and is constructed with double
reinforced seams, inside and out, for durability.
Cost: £200
Contact: www.designengineering.com
PF_276_New Products_Layout 1 12/12/2016 16:22 Page 2
WEBCON PICO INJECTORS

The Weber PICO range of fuel injectors is available in a variety of flow rates
up to 480cc/m and has become the performance industry standard amongst
engine tuners. There are, however, many cheap copies on the market that
have a poor reliability record, some of which have been known to fall open,
thereby filling cylinders with fuel to disasterous ends. To ensure your engine
is not compromised in this way always insist on genuine Magneti Marelli Pico
injectors from Webcon and the Webcon dealer network.
Contact: www.webcon.co.uk
BURTON’S
COSWORTH YB
CONFIGURABLE
ECU & LOOM
Following a growing number of requests
for replacement ECUs for Cosworth
engines, Burton has introduced a fully
configurable ECU and wiring harness that
can be used as a straight forward
replacement of the original ECU and
harness or to upgrade by using the
benefits of the new ECU, such as high
impedance injectors, coil on plug or
wasted spark ignition, dual maps and data
logging to name a few.
The Link G4+ Atom ECU is well spec’d and
comes with no preset inputs or outputs. A
memory stick contains a base map
allowing the engine to be started quickly.
An experienced tuner will then be able to
programme the ECU to suit the owner’s
personal requirements
Cost: £1,440
Contact: www.burtonpower.com
WEBCON THROTTLE BODIES

FOR SCORPIO 2.0 ENGINE
Webcon has secured a very limited quantity of throttle bodies to suit the Ford Scorpio 2.0 16V engine manufactured from
1994 to 1997. These are genuine Weber 48CDF1A units marked with Ford code 95XF CA, and are supplied complete with
Throttle Position Sensor and Idle Control Valve.
Cost: £291 (Webcon reference 1903002204)
Contact: www.webcon.co.uk
PF_276_RS Van_Layout 1 09/12/2016 14:09 Page 1
MK1 FOCUS RS VAN
MK1 FOCUS RS VAN
SIMPLY
VANTASTIC! Every so often a photo appears on the internet that proceeds
to blow people’s minds. A single photo of Stefan Whiting’s RS
Van was just such an image that took the various Ford groups
on Facebook by storm. It wasn’t even posted by him, he’s far
too modest to do anything like that. This is the story of
probably the world’s only Mk1 Focus RS Van.
SIMON HASTELOW
MK1 FOCUS RS VAN
“Well anyone could have done This one started life as a five-door Focus
W that!” or “I had that idea years

ago!” are just two comments I
read under a photo of Stefan’s
Van on Facebook. But, the thing is, you
estate car. Originally he only bought it as a
winter runabout while his other car –
another Mk1 Focus RS – was in the garage.
Then he got to thinking how he could do
didn’t. You may have had the idea but Stefan something different with it.
Whiting is the man who made it real. He converted it to a three-door, dropped
Stefan is no stranger to doing crazy stuff in an ST170 engine and painted it all white.
that no one thought of before. “I once fitted It was only the repeated comments from
an engine to the rear of an RS Turbo for a people thinking it was a modified Astra Van
bet!” he said, rather enthusiastically. “It only that made him change it to blue (although
took me a week!” So he should be used to he does admit to using the Astra van as a
tackling jobs like this. reference point for how they created the
He’s always had Fords, like many of us he rear quarters).
can blame his dad for that. He built a Focus The casual way in which he says things like
OWNER PROFILE RS replica when they first came out, he also
built an Escort Cosworth a few years back,
“I converted it to a three-door” could lead
you to underestimate the amount of work
Name: Stefan Whiting which started off as a 1600 automatic into involved. Just think about the process of
Vehicle: Mk1 Focus RS Van which he transplanted Sierra running gear – taking out the four existing doors and pillars
and it is still prominent in the scene today. to fit two larger doors, fill in the gaps and
Location: High Wycombe
The one thing he hates, though, is the make the join invisible at the same time.
Occupation: Panel beater/Sprayer
attention he gets. He much prefers it for the The doors are from a three-door Focus
Age: 44 cars to do the talking for themselves. And and so are the new pillars. These had to be
Best modification: All of it they do! carefully removed from the donor car by
Next modification: New wheels
First Ford you owned: RS 2000 Mk2 “THIS ONE STARTED LIFE AS A FIVE-DOOR
Best Ford you’ve owned: Mk1 Mexico FOCUS ESTATE CAR. ORIGINALLY HE ONLY
Fantasy Ford: Lotus Cortina Mk1
Thanks To: Nick Whiting, David
BOUGHT IT AS A WINTER RUNABOUT
Wainwright, Coles & Blackwell for WHILE HIS OTHER CAR – ANOTHER MK1
letting me build it at work
(www.colesandblackwell.co.uk) and
FOCUS RS – WAS IN THE GARAGE. THEN HE
Jenny Hannah GOT TO THINKING HOW HE COULD DO
SOMETHING DIFFERENT WITH IT”
MK1 FOCUS RS VAN
drilling every spot weld to keep the pillars Under the bonnet it has certainly changed all new internals and fitted it himself. He
as straight as possible. a fair bit from the original 1600 engine. He got a turbo from one place, the wiring loom
He gets cross at any mention of got hold of an RS lump, and collected a from another. In total he estimates that 16
cut-and-shut. This is not what has taken selection of parts for it over a period of a different RS cars donated parts to the
place here. Working for an accident and few months then stripped and rebuilt it with project.
repair place he has to replace panels, pillars
and doors all the time. “When you remove
all the seals from a Focus, the mounting
points for the three-door are actually
marked on the five-door shell from the
factory anyway,” he adds reassuringly.
Initially he’d dismissed thoughts of “doing
an RS” as the parts were just so expensive.
Then a pair of genuine RS front wings and
bumper turned up on eBay for a bargain
price and the project got underway in
earnest. “It just snowballed after that!” he
said. “I just took everything to bits and
started again with a vision of a proper RS.”
He did consider building it with AWD
running gear but the prospect just looked
too big to handle with everything else he
was doing. “In the end I just tried to think
how Ford might have done it.”
MK3 FOCUS ST
TECHNICAL
SPECIFICATION His other Mk1 RS became his blueprint
SUSPENSION AND HANDLING for how everything should fit and became
a surrogate reference book. “All the
Focus RS brakes
mounting points and holes were there, it
AP coil overs
didn’t take much to swap everything over.”
Modified RS rear axle to fit an estate car
Only a power steering pipe had to be
custom made.
UNDER THE BONNET
“We have to thank Ford for making so
Rebuilt Focus RS engine many parts interchangeable and standard,
GT26 Turbo even if they don’t admit it!” he explained.
Blue flame exhaust “Things like the wheel bearings are
Airtec front mount inter cooler supposedly RS-specific but when you look
at them they are the same as those used in
EXTERNAL AESTHETICS a Mondeo. It’s good when you don’t have to
RS front bumper pay the ‘RS Tax’ for parts.” I agree!
Full RS steel body panels The RS axles had to be modified to sit
Handmade rear quarter panels properly inside the estate bodyshell –
Fiesta Turbo bonnet vents estate axles are slightly different from
hatchback ones – but he was able to
INSIDE retain the original springs. “It now handles
Focus RS seats, dash and clocks exactly the same as a ‘normal’ RS, to be
honest with you.”
“THE REAR BUMPER

IS A MODIFIED
ESTATE VERSION
HEATED, SHAPED
AND FETTLED TO FIT
THE NEW RS
ARCHES. HE HAD
WANTED TO CREATE
A NEW RS-STYLE
BUMPER BUT DIDN’T
HAVE THE TIME, IT
IS STILL ON THE
WISHLIST THOUGH.
“IT NEEDS TO LOOK
MORE LIKE AN
RS FROM THE
BACK TOO”
MK1 FOCUS RS VAN
The rear bumper is a modified estate in the right place at the right time, they just
version heated, shaped and fettled to fit the seemed to turn up at the right price.”
new RS arches. He had wanted to create a Wheels, side skirts, other RS specific bits all
new RS-style bumper but didn’t have the got spotted online and he called in favours
time, it is still on the wishlist though. “It sending people to get them.
needs to look more like an RS from the back, Some parts were even taken off his other
too,” he said, almost apologetically. He’d set RS and swapped onto the van if he managed
himself the deadline of getting it ready for to acquire anything ‘as-new’. He explains:
TRAX so what you see here is as far as it got “My other RS is the priority, that’ll be the
before the show. one that keeps its value so it gets the pick
The only body parts that remain of the parts.”
unchanged from the original Focus are the This build must have monopolised his
tailgate and the fuel tank. In the rear it is time? “My mates keep coming up with more
just ply-lined like any other work’s van stuff for me to do but these big projects are
would be. Again he apologises for not doing getting a bit much now. One wants me to
anything more exotic. “I just ran out of time. rebuild a Mk1 Mexico, an Escort Cosworth
I have a friend who is a carpenter so asked and a Series One RS Turbo. All at the same
him to line it out as best he could.” time! There’s only so much you can do.
How much has it all cost? “If you had to “I couldn’t do anything without the help
pay someone to do this as a commercial job of my brother. I can let him get on with some
you’d break the bank and it wouldn’t be of the straightforward jobs while I do the
worth it but I’ve been lucky with parts, being fiddly stuff. He’s also restoring an original
classic Mini so time gets spent on that, too.
It will be perfect when it’s finished.”
MK1 FOCUS RS VAN
Stefan’s problem now is that he only has forever be listed as an estate car. “It’s the a Focus pickup!” Then I am slightly taken
one garage space and three Fords – he has same when we turn a hatchback into a aback when he finished off by saying: “I
a Focus Diesel as a daily – but he cannot convertible,” he explains, “there’s no way wanted it to look better than this, really, but
decide which RS should go in the garage to send that info to the DVLA for them to I didn’t have the time to do everything I had
over winter and which just gets covered on change it, which is a shame.” in mind and I just had to get it finished.” If
the drive. He ended with: “It’s hard to think of things this is a ‘rush-job’ I’d love to see what Stefan
So what’s next with the van? “I need to to do that someone else hasn’t already tried. could create given unlimited time and
sort out the rear bumper and do something A mate has even tried to talk me into doing budget!
with the interior. Luckily I won’t have to
strip it all down, the bumper can be done
over winter.”
And performance-wise? “I’m just getting
a few miles on the engine for now, as it was
all built from mainly new parts, then I can
take it to get set up properly on a rolling
road.” His own estimate is that it should be
good for around 350bhp taking into account
the tweaks he added while building it,
including the bigger GT26 turbo. “I was just
happy that it started first time after I fitted
it all!” he said.
“Driving the van feels the same as driving
my RS, there’s no real difference in
performance, which is good as I’m not
adding unnecessary miles to the other RS.”
On the V5 log-book this Focus is still listed
as an estate. Stefan changed the details for
engine and colour but as it’s no longer
possible to change the body-type it will
NE
W
20
FO
R
16
Ta k i n g i t t o t h e n e x t l e v e l
FORD FIESTA ST180
297 bhp @ 6750 rpm
280 lbf t torque @ 3400 rpm limited
www.collinsperformance.com
Unit 6, Newman Close, Congleton, Cheshire CW12 4TR
FiestaCP42016.indd 1 19/01/2016 11:09

Untitled-1 1 18/04/2016 16:05
PF_276_Transit_Layout 1 09/12/2016 14:11 Page 1
MK3 COSWORTH TRANSIT
FASTEST
PLUMBER’S VAN
ON EARTH! When David Hansom was looking for a new van for his plumbing
business there were plenty to choose from. Transits are always a
favourite with the trades, but Cosworth-powered Mk3 with full
NOS kit? That is something you don’t see every day!
SIMON HASTELOW
David Hansom acquired this
D Transit just over a year ago. The

previous owner had it for 17
years but more recently it had
been garaged with only infrequent trips
out and its annual run to keep the MOT up
to date. Looking back through the various
owners it seems that the van has never
been owned by anyone ‘normal’ and would
have made an interesting story at any point
during the past 27 years.
It was originally built in 1989 for custom
bike builder Pip Higham to use for his shop
‘The Village Bike Shop’ near Manchester.
Local franchise dealership, Brooklands
Ford, were tasked with creating the
monster and David has the original
paperwork and bill of sale to indicate that
Brooklands ordered the Transit and a brand
new Cosworth crate engine, then mated
them together for the princely sum of just
over £40k! That was a hell of a chunk of
change back then – adjusted for inflation
that’d be a few quid short of one hundred
grand in today’s money!.
The next name on the log book is Gary
Rothwell, a stunt bike rider from Leeds with
a long history of stunt riding with skills to
match. Then bike-frame builders Martek
had their hands on it for a while before
Paul Hanson bought it. (The guy who kept
it for 17 years).
At the time of David’s purchase the
Cosworth engine was almost new. Despite
being used seldomly, a dodgy oil cooler had
quit, causing major damage to the original
lump. A replacement was sourced from a
rally car so it had already been tweaked
for racing.
David’s own motoring history reads like
a mad wishlist of someone that definitely
does not buy cars based on economy
figures and NCAP ratings. A Mk2 Fiesta van
with an Essex V6, a Vauxhall Viva with a
Rover V8 and Jaguar running gear as well
as plenty of bikes. He said “I have always
used everything as daily drivers. I don’t
believe in having something in the garage
just to polish!”.
OWNER PROFILE
Name: David Hansom
Vehicle: Ford Transit Cosworth
Location: Huddersfield
Occupation: Self employed plumber
Age: 54
Best modification: Cosworth engine
Next modification: Rear disc
conversion
First Ford you owned: Fiesta
Best Ford you’ve owned: Current van
Fantasy Ford: GT40
Thanks to: Motorsport Developments,
AET Turbos, Transaxle Services,
Huddersfield Exhaust, RnR motorsport,
Simon Harrison, everyone at The
Northern Retro
Q&A
Trackday, Club Event or Concourse
Competition? The Northern Retro club
meets, Yorkshire Retro Ford Club
meets and retro car events
Who would you like to ride shotgun
with? Evel Knieval
Cheapest fuel or premium grade?
Tesco Momentum
Football, cricket, rugby or any
motorsport? Drag Racing, F1, Isle of
Man TT, Rugby Union
MP3, CD or Vinyl? CD
Best tunes for driving? Planet Rock
iPhone or Android? iPhone
Early bird or night owl? Night owl
Twitter, Instagram or Facebook?
Facebook
“TO DATE THE TRANSIT HAS BARELY NOTCHED UP 25,000 MILES

AND THE EXTERIOR IS STILL VERY ORIGINAL, EVEN THE BLACK
PAINTWORK – A VERY RARE CHOICE FOR A MK3. THERE CAN’T BE
THAT MANY VANS OF A SIMILAR AGE THAT LOOK THIS GOOD”
And we believe him, why else would you insulation all over. The rear is fully 6mm
need Cosworth power with NOS just to carry ply-lined and covered with automotive
your tools? spec headlining material, 15mm on the
To date the Transit has barely notched floor, carpeted and covered with rubber
up 25,000 miles and the exterior is still ‘chequerplate’.
very original, even the black paintwork – a Moving the bulkhead gave him extra room
very rare choice for a Mk3. There can’t be for the kids so that it could be used as the
that many vans of a similar age that look family daily but also left enough space for
this good. his tools in the rear. He built a new rear
Inside it has changed quite a bit. He bulkhead from 22mm ply, secured it just in
completely gutted the interior, adding over front of the wheel arches and created a new
£500 worth of sound-deadening and seat-box himself using an angle-iron frame.
TECHNICAL
The second row seating isn’t the normal Cosworth specialists, Motorsport
SPECIFICATION
bench, which would have been much easier. Developments in Blackpool to get PERFORMANCE
David chose to fit three Cobra bucket seats everything checked out with the
Has run 13.5 sec Quarter mile at 110
complete with harnesses, having seen them aftermarket ECU, fuelling and general
375bhp without nitros
going for a rather bargain price on eBay. running condition. The van was a great drive
(They’d been used for a gaming demo at but he wasn’t sure it was quite giving him
SUSPENSION AND HANDLING
some show or exhibition). The Cosworth-level performance.
Lowered rear and front
workshop-end at the very back is lined with As it turns out they confirmed it was only
black vinyl and he’s added racking and managing to summon up 140bhp at the
UNDER BONNET
storage for tools. wheels, mainly due to a faulty boost
From the outside you’d never know it was controller maxing out at 7lb. He adds “I Cosworth T5 gearbox with Helix 5
Paddle clutch and pressure plate
anything other than standard, the darkened normally drive a Subaru Impreza STi and
Short throw gear lever linkage
glass windows that he cut into the side the Tranny wasn’t giving anywhere near the
himself just look like the standard panels same performance, it was a hell of a lot Wet Nitrous system with pushbutton on
gearlever
until you get up close. From the rear the different to drive.”
only clues that this is a non-standard van is A call to AET Motorsport in Leeds resulted ERL water injection
the use of rear LED light clusters from a in them advising the fitting of a new Spec R flowed inlet plenum
Land Rover Discovery. He found they fit into Turbosmart solenoid valve. The difference Turbosmart dump valve
the Ford apertures very neatly and almost was amazing. The next dyno run indicated Turbosmart boost controller
look OEM spec. it was getting a lot closer to what David Turbosmart external wastegate
The bulkhead is also where the amps and expected at 374bhp! Even loaded with F1 intercooler
subwoofers for the audio system sit. Being bodies and all his tools in the back it could Porsche radiator
a bit of a music fan (Planet Rock on the now spin its wheels in both first and 205 cosworth block
DAB radio gets the thumbs up from me! Ed.) second gear! Low comp pistons
he had to make sure everyone could enjoy The van now has a weekend-weight of Balanced crank
the noise. 1,780kg (ie unladen and heading for the Flowed head
After the internal modifications were drag strip). Just 200kg heavier than a Solid lifters
complete David took the van to leading standard, empty Mk3 van. Bespoke cams
In the past it had been used for speed
K&N filter
events by previous owners and David has
Kent cams with adjustable vernier
the print outs to show mid 13s for the
pulleys
standing quarter mile so he was itching to
Samco hosing
give it a go himself. At York Raceway,
Quaife anti-torque biasing LSD diff
however, the best he could come up with
was 16.2. He dismisses these early attempts 4.11 rear diff
as being down to technique and SW boost, temp, fuel gauge
inexperience with the van rather than Spa digital boost, temp, fuel
anything else. He was finding it hard to pressure/volts, oil/water gauge
launch with full power at green.
EXTERNAL AESTHETICS
One off wheels
INTERNAL COMFORTS
Cobra buckets front and rear
Alpine head unit Autobahn Amps and
Sub
Alpine component speakers and Focal K
Series Door speakers
After a bit of practice spinning up the and the end result is truly a work of art,
turbo he was now easily getting 15.5 and even knowing there had been a piece
over 90mph per run even without NOS knocked out I couldn’t spot the join.
(he’d used it all up on previous runs and Later this year he is looking to convert
didn’t have a spare bottle!) So 13s or mid the rear brakes to discs and swap the L6
12s should be a realistic possibility soon ECU for an L8 from a late-model 4x4 Sierra
with plenty of spare NOS to hand. It has Cosworth. This should make it a hell of a lot
a limited slip diff and heavy duty AP easier to map and fine-tune to eek a few
clutch – as the original was slipping too more horses.
much – so putting the power down If you saw this Transit parked up in a
shouldn’t be difficult. supermarket car park you’d give it hardly a
Other modifications are quite mundane glance. Even if it pulled up outside your
on the whole, rear tow hitch and roof house after you’d called the guy out for a
bars look standard enough but for an old leaking radiator you probably wouldn’t
truck like this just getting hold of the think anything was out of the ordinary. But
correct-fit parts can be tricky at times. if David gave it a bit of go-pedal you’d very
Transits were not designed to live this long definitely give it a second look. The noise
and gutter-mount roof racks are a thing of of a Cosworth at full chat is not what you
the past. expect from an aging van like this!
He had a nasty shock after knocking a That David uses it and drives it every day
ding out of one of the Compomotive alloys, is a real credit to him. The fact that he also
replacements are just not available chucks it down the strip at every
anymore, even the used market tuned up opportunity just goes to show that he is a
nothing. Luckily a mate offered to fix them real petrol-head.
“AFTER A BIT OF PRACTICE SPINNING UP THE TURBO HE WAS

NOW EASILY GETTING 15.5 AND OVER 90MPH PER RUN EVEN
WITHOUT NOS. SO 13S OR MID 12S SHOULD BE A REALISTIC
POSSIBILITY SOON WITH PLENTY OF SPARE NOS TO HAND”
Project1_Layout 1 08/09/2014 14:02 Page 4
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ocus Mk2 ST Mk2 £ 521.00 7566.00
£ 756.00
CCosworth
osworth (2wd, 4w
(2wd, 4wdd and Escor
Escort)t) N/A £ 630.00
Focus Mk2
Focus M ST Section
Section 59/500 £ 567.00 8022.00
£ 802.00
CCosworth
osworth OE st yle
style
Focus Mk2 RS
Focus £ 546.00 £ 850
0.00
850.00
(2wd, 4w
(2wd, 4wdd and Escor
Escort)t) N/A £ 756.00
Focus Mk2 RS Section
Focus Section 59/500 £ 567.00 £ 871
1.00
871.00
Escor
Escortt RS TTurbo
urbo N/A £ 451.00
Focus Mk3
Focus M ST £ 680.00 N/A Escor
Escortt Mk5/6 RS2000
(2w
(2wdd and 4w d)
4wd) £ 388.00 N/A
Fiesta Mk7 1.6 ST 180
Fiesta £ 529.20 N/A
FFiesta
iesta Mk6 ST 150 £ 415.00 5988.00
£ 598.00 Escor
Escortt Mk5/6 ZZetec
etec £ 436.00 N/A
KKaa £ 420.00 N/A
PPuma
uma £ 462.00 N/A
Mondeo ST MK2 & 3

(24, 220, TDCI) £ 535.00 N/A
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WAIT FOR
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BOOM!
Ben Hunt didn’t just build a fabulous Mk6 Ford Escort Van,
although it is a very neat truck, he built a transportation unit
for the loudest Car Audio system I have ever heard. 150dB is
the equivalent of standing next to a jet aeroplane at take off!
He has relentlessly pursued decibels the way some people
pursue horsepower.
SIMON HASTELOW
escort van.indd 34 12/12/2016 16:13

LOUDEST ESCORT VAN IN THE UK
escort van.indd 35 12/12/2016 16:13

“THE PLY LINING IS COMPLETELY

ENCASED IN EXPANDING FOAM TO
CREATE A BARRIER BETWEEN IT AND
THE EXTERIOR BODYWORK. NOT ONLY
DOES THIS GIVE GREAT INSULATION BUT IT
PREVENTS IT FROM REVERBERATING WHEN
CRANKING UP THE VOLUME”
escort van.indd 36 12/12/2016 16:13

Ben Hunt bought this Mk6 Escort barrier between it and the exterior bodywork. loudness, so he can’t use it when driving along
B
nearly three years ago. As an Not only does this give great insulation but it as the car goes nowhere.
ex-BT van it had already served prevents it from reverberating when cranking A standard 1.8 Ford unit puts out just 50
a purpose and was, as Ben up the volume. In competitions the dB meter amps. Ben sourced one from a Renault that
describes “A complete shed!”. It is is placed on the driver’s headrest so Ben now puts out 285amps! It is only rated for
not a thrilling ride in the performance stakes, had to ensure that the maximum amount of 210 but the helpful hands of Tom at Crown
being a naturally aspirated 1.8 diesel in full sound was projected forwards and none is lost Customs Car Audio showed him how it could
‘Snail’ spec. “It’s a baser, not a racer”, he adds. unnecessarily going backwards. be deregulated for 35% more power output.
He didn’t intend to do anything special with That might sound like a long job but he Because of this the alternator is manually
it, at the time it was just a cheap-as-chips reckons it took just two weeks! Nothing like switched to be used during competitions only
vehicle to get around in and use for carting a forthcoming competition to get the tools and as it only gives maximum power at over
tools for his job as a mechanic. But then he flowing. The result was 4,000 watts delivering 2,000 rpm he has to keep his foot on the go-
met Adam from Gorilla Audio and saw the over 150dB of bone-crushing sound. pedal to keep it fed.
audio installation he’d built into his motor and This hasn’t all cost a small fortune either. However, the electrical cable that he initially
a little light bulb appeared over Ben’s head, The headunit is still a pretty basic affair, it’s used to run front-to-back in the van could
and it was ambitious right from the off. what he fitted before getting properly into the only accept a 200amp fuse, which melted!
He said of his first audio install, “I started audio scene, two of the subs and amps were So he had to use a double-run cable, both
off with just two 12” in a box and got it tested, bought new but two other subs and the door individually fused to prevent overheating and
the plan started to get underway. I then speakers were all bought second hand. preserve the fuses.
started looking at what I needed to do to start “The budget wouldn’t stretch to getting The choice of wiring is also important when
winning competitions.” everything new so the headunit had to do”, installing the speakers. The amps output
For the next outing he’d added another said Ben. “It’s not perfect but it has RCA current in a similar way to what an alternator
couple of 12” in the rear, but still in a outputs for the subs and the amps so that’s all does. So if there is too much current from the
horizontal box, to get the numbers up I needed.” amp the cable melts. Ben’s van has very big
even more. After that the box was The biggest modification inside – apart from cables running to the subs and mid-range then
thrown out, the rear of the van was the audio – is the Mk1 Focus dashboard. He smaller cables to the tweeters only as they
fully ply-lined and a bulkhead described it as a good idea at the time but it don’t use much power.
was created to mount the turned into a complete wiring nightmare with The competition series that Ben competes
audio equipment and a lot of bits still not working. “A proper bodge!” in – EMMA UK – stipulates that the music and
subs instead. In fact it is due to come out and the old one tune still has to be audible when testing. That
The ply lining is is going back in. Mainly due to the fact that is to say that it has to still be recognisable as
completely encased the original is much more secure and it doesn’t music, not just a massive drone or blast of
in expanding flex and rattle as much as the Focus dash does maximum loudness. Each competitor is given a
foam to during competition rounds. copy of the same CD or USB stick so that they
create a On the performance side of things it only create a level playing field and they compete
has a straight through exhaust, which gives over five rounds throughout the year, with
a measly 1-2bhp extra at the very most. The the top two going on to an international round
problem with the electrical set-up he has in Austria.
is that the huge alternator he uses to Ben prefers to listen to drum ‘n’ bass mostly
power everything pulls over 30bhp as that’s what his system is designed for.
out of the engine on its own Other people do use re-bass tracks that have
when everything is cranked a real low-down drone quality, which creates
right up for maximum a ‘windy’ effect that you may have seen on
escort van.indd 37 12/12/2016 16:13

“THE BIGGEST MODIFICATION INSIDE – APART FROM THE AUDIO

– IS THE MK1 FOCUS DASHBOARD. HE DESCRIBED IT AS A GOOD
IDEA AT THE TIME BUT IT TURNED INTO A COMPLETE WIRING
NIGHTMARE WITH A LOT OF BITS STILL NOT WORKING.
‘A PROPER BODGE!’”
escort van.indd 38 12/12/2016 16:13

DRIVER PROFILE
Vehicle: 1999 Ford Escort Van
Name: Ben Hunt
Location: Berkshire
Occupation:
Age: 19
Best modification: Audio and
Mk1 Ford Focus dashboard
Next modification: More audio
First Ford you owned: This one
Best Ford you’ve owned: This one
Fantasy Ford: S2 Escort RS Turbo
Thanks to: Stumpy at SJF Detailing for
doing the bodywork, painting the van and
detailing the van, Adam at Gorilla Audio for
his assistance with the audio build, Tom at
Crown Customs Car Audio for deregulating the
alternator. Bass Face Car Audio for sponsoring
the audio build.
IMPORTANT QUESTIONS
Trackday, club event or concourse
Competition? Club event
Who would you like to ride shotgun with?
Colin McRae
Cheapest fuel or premium grade? Cheap! So
long as it isn’t supermarket crap
Football, cricket, rugby or any motorsport?
Touring cars
MP3, CD or Vinyl? MP3
Best tunes for driving? Anything with bass
iPhone or Android? Android
Twitter, Instagram or Facebook? Facebook
TECH SPEC
PERFORMANCE: Straight through exhaust
with twin 3” tip
SUSPENSION AND HANDLING: 60mm
lowering springs on front with Koni adjustable
shocks, 16” Mondeo wheels with 195/45R16
Nankang NS2 tyres, Polybushed front
suspension
UNDER BONNET: Deregulated 210A
Mitsubishi alternator, Powder-coated rocker
cover, 50mm2 cable running from alternator
to batteries etc
EXTERNAL AESTHETICS: Full respray in
Ford Diamond White with gloss black roof,
Smoothed side strips, Smoothed front
bumper, Smoothed rear doors, FM Antenna,
Team HEKO Wind deflectors, Rear windows
tinted, Cosworth style rear bumper, Tinted
front number plate, HID kits in headlights
and front fogs, Bonnet pins,
Seat Leon Cupra front splitter, Brake
calipers and drums painted red
AUDIO: Box made out of 18mm MDF bolted
into the van and sealed all around with
expanding foam, Silentcoat sound deadening
on all doors, MDF roof, 4 x Bassface SPL12.2
Subwoofers, 2 x Bassface DB1.3 Amplifiers
for the subs, 2 x Lion 95aH batteries in the
back for the audio, 4 x Sundown 6.5” Neo
Pro mids in the doors, 2 x B2 HNTT tweeters
in the doors, Hertz HCP4 amplifier for the
door mids and tweeters, Custom door pods,
Pioneer FH-X700BT Headunit, Voltmeter
OTHER INTERIOR: Blue lighting throughout,
Mk1 Focus dashboard, Richwood Ford
gearknob, Puma steering wheel, Marvel
superheroes theme on sub box, Carpeted in
the back
escort van.indd 39 12/12/2016 16:14

Just look at the size of the wiring under

the bonnet! Not what you’d expect to find
surrounding a derv lump. That’s 50cm2 just
to power the amps in the rear!
“THE COPPER perfect on top of whether it delivers the dB

levels expected or not.
some competitors use a bracing pole to try
and prevent it.” He also recalls seeing one guy
Ben’s only stipulation is that nothing should having to drive home wearing safety goggles
COILS INSIDE THE distort and the power shouldn’t exceed the having gaffa-taped his shattered windscreen
speakers. So he uses a device that monitors after a competition!
SUBWOOFERS GET each speaker to tell him when the levels are Now that this season has ended Ben’s plans
just right. “Some people just do it by ear but for the winter are quite drastic. “I’m tearing it
WARM WHEN YOU I don’t want anything to go pop, so I set it all
up right.”
all out and starting again!” So by the time you
rear this article it’ll probably be very different.
TURN THEM UP, He adds: “The copper coils inside the
subwoofers get warm when you turn them up,
“I’m going to be running eight of those 12”
subwoofers on 8,000 watts, so double the
WHEN THEY START when they start to smell you know it’s time to
turn it all down, just before they catch fire!”
current set-up.” (Cue very large grin).
“It’ll have four speakers in each door and
TO SMELL YOU Anything else that breaks? “The amps don’t
like low voltages, if they detect anything
eight smaller speakers rigged up like a PA
system in the back.” The list just goes on. “And
KNOW IT’S TIME TO below 10v they’ll go into self-protect mode

and for some units that is the end of them,
if the budget will stretch to it I want a TV and
Playstation in there, too.”
TURN IT ALL DOWN, just bin it. You have to keep the voltages up,
hence the large alternator, heavy cabling and
But first up will be a few sheets of MDF
and about 40 cans of expandable foam before
multiple battery installations. he even starts wiring in the business end of
JUST BEFORE THEY “And one other thing – the windscreen!” Eh? things. The deadline is April for his first run
“Turn it up too loud and the windscreen just out, if you can’t get along to the competition
CATCH FIRE!” cracks due to the air pressure from the inside, you’ll probably hear it anyway.
videos where people’s hair starts to levitate.

During a competition round they have to
MORE INFO
play each track for 30 seconds with the doors
EMMA UK
open then another 30 seconds with the doors
European Mobile
closed. These scores are added together along
Media Association
with ‘install points’ where 1dB score is given
emma-uk.com
for quality of installation, wiring, matching
speaker grilles, etc. This gives the final score.
BASS-FACE
For the level he’s at, his van’s install seems
bassfaceaudio.co.uk
to work well, the car is set up to deliver
maximum dB to get higher up the leaderboard.
Crown Customs Car Audio
For the next level up, ‘Expert’, the installation
crowncustomscaraudio.co.uk
itself also comes into play and they seem to
choose judges with harsh OCD conditions.
SJF Detailing
They will look at wire routing, the spacing
sjfdetailing.co.uk
of cable ties has to be exact and at specific
intervals and the dash installations must be
escort van.indd 40 12/12/2016 16:14

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Untitled-1 1 07/07/2014 14:49:36

RALLY WORLD
rally world.indd 42 12/12/2016 14:33

RALLY WORLD
BAZ
CANNON’S
RALLY
WORLD
Somewhere in the windswept wastes of Essex
the door of a non-descript barn clatters. I’m not
sure the GPS has brought me to the right place…
but once inside, it is a Ford lover’s heaven.
ROBB PRITCHARD
rally world.indd 43 12/12/2016 14:33

RALLY WORLD
The first things I see are two huge
T rear wings. One belongs to the

day-glo Repsol red WRC Escort
Cosworth with the hallowed
names of Sainz and Moya on
the side window. The other is the equally
evocative white and blue designs on an
ex-Blomqvist Sierra. They are here to be
serviced and worked on by Baz Cannon and
it’s clear to see that he has a very cool day
job, one that’s a culmination of a lifetime
of working on competition Fords. “Fancy a
brew?” he asks. My welcome is complete.
Baz is a very humble guy. If he has a
trumpet it must be locked away somewhere
gathering dust as he doesn’t really blow it
and despite being a long-term and important
part of Ford’s motorsport history no one has
ever done a story of his life and career before.
For Performance Ford magazine I am here to
change that. Standing next to the RS1700T I
know that this is going to be a good story.
Straight from school in some place north
of Watford that his accent hints at, he started
out as an apprentice for a Ford dealer in
Yorkshire. That was in the early 70s and on
the weekends he rallied whatever Mk1s and
2s he could get his hands on. Although the
dream was to work with the Works Rally
Team at Boreham, at the tender age of 22 he
set up his own business called Road and Rally
Services… and it was his reputation there that
led to a job preparing and servicing cars for
a Greek driver called Dimi Mavropoulos. That
gave Baz invaluable experience at European
and World Championship level events and
even if he didn’t have his dream job with
Ford at least building an unlimited Audi S1
for Dimi’s Rallycorss exploits wasn’t such
a poor alternative. But it was working for
Dimi that brought him to the attention of
John Wheeler...
Dimi rented a full works Sierra for the
1987 Cyprus rally and Baz went to collect
it and after doing that and a few events in
Lebanon he brought it back, where John
offered him a job with Gordon Spooner,
which to all intents and purposes was the
same as working at Boreham. His first job
there was running Mark Lovell in the British
and Dutch championships and a few selected
WRC rounds, but soon expanded to include
preparing RS200s for Rallycross and Martin
Schanche’s space-framed MK5 Escort. And
when Ford took on the WRC in the early 90s
with the Escort Cosworth, Baz was there to
do plenty of development work on ACE 14,
the pre-homologation prototype car.
“BAZ IS A VERY
HUMBLE GUY. IF HE
HAS A TRUMPET IT
MUST BE LOCKED
AWAY SOMEWHERE
GATHERING DUST AS
HE DOESN’T REALLY
BLOW IT”
rally world.indd 44 12/12/2016 14:33

RALLY WORLD
rally world.indd 45 12/12/2016 14:33

RALLY WORLD
“HIS FIRST JOB THERE WAS RUNNING MARK LOVELL IN THE

BRITISH AND DUTCH CHAMPIONSHIPS AND A FEW SELECTED
WRC ROUNDS, BUT SOON EXPANDED TO INCLUDE PREPARING
RS200S FOR RALLYCROSS AND MARTIN SCHANCHE’S SPACE-
FRAMED MK5 ESCORT.”
rally world.indd 46 12/12/2016 14:33

RALLY WORLD
And before the current restrictive

regulations on the reccy, cars he was in
charge of a fleet of high-performance Escort
Cosworths that drivers Miki Biasion and
Bruno Thierry thrashed around the stages
as many times as they liked. The cars had
to be pretty much the same spec as the
rally versions and took a lot of looking after
as they had to do many more miles than
their full WRC-spec brethren. Instead of just
making notes, drivers could practice the
stages as many times as they liked and would
do up to as many as 15 high speed passes of
each stage. It was a very time-consuming and
labour-intensive job.
1997 saw the new WRC rules, so again there
was a serious amount of development on the
new generation cars, but Baz was taken off
that to run the F2 cars in the 1996 British
Rally Championship. “Yeah, that was quite
a step down and I wasn’t too happy about
that actually. But once I got on with it F2 was
some of the best rallying I ever did. Seven
manufacturers were all competing together! Of
course, it helps the good memories that with
Gwyndaf Evans we won the championship
for Ford.” And parked up at the back of the
workshop is that same Escort in for a full
rebuild for its new owner. It will be at the Eifel
Rallye next year in the Manx colours.
At the turn of the century there was a short
stint with MG again with Evans, but this didn’t
come to much and when the project ended he
had a year in Cumbria with Malcolm Wilson
in charge of the transmission department…
then progressed to doing all the development
work for the ’03 Focus for Francois Duval
and Marko Martin. But who wants to live
in Cumbria, so after 30 years of full time
rallying Baz came back south and took a bit
of a break.
“It seems a bit strange to say it now, but
I ended up fixing boats,” he says with a
shrug. “But it was harder work than cars so
I went back to rallying and have been here
ever since. I did anything that came through
the door, shells, cages etc and then started
running a couple of guys at events so I got
more people on board and a few service vans
and one day, out of the blue, John Wheeler
rang me up and said that we needed to go
and look at Blomqvist’s RS200 from the
1986 Swedish rally as it needed verifying for
classic rallying. It was obviously the original
car and after talking to the owner about what
he needed to do with it I ended up getting
the job of completely restoring it. That was
a lot of fun and when it was done we took
it to one of the first Eifel Rallies… and that’s
where I got chatting more with John and he
brought up the idea of finishing off his Group
S RS200 that had been sitting around for
years and years.”
rally world.indd 47 12/12/2016 14:33

RALLY WORLD
Rally World
(RPM Performance) is
based in Maldon, Essex
www.rally-world.com
“HE UNFOLDED A cylinder seals in. It was sent to Julian Godfrey

the Rallycross engine specialist, who did a
use.” Folders stained with the prints of oily
fingers with all of the test data and rally info
BLUEPRINT AND IT full rebuild. And with the 35-year-old Bosch
Motronic system there were electrical faults
from names such as Mikkola, Vatanen and
other legends of the sport with hand-written
TOOK A MOMENT everywhere so although it still has a period
ECU it’s wired with modern-day technology.
information about what parts had been
worked on, what pressures the tyres were at
TO WORK OUT Because it’s such a valuable car it now runs
an F88 unit and a WRC wiring loom that we
and notes to the mechanics about what they
needed to put in the service vans. Then he
WHAT IT WAS FOR. made, which is programmed with so many
alarms that you cannot blow anything up. If
unfolded a blueprint and it took a moment to
work out what it was for. “It’s a design for the
‘IT’S A DESIGN the oil pressure drops, or if it gets near to
overheating, or if the fuel pressure fluctuates
first ever prototype quick-release handbrake.
It is from 1979,” he muses. “It was a bit ahead
FOR THE FIRST it will switch off. But, of course, to look at no
one can tell.”
of its time!”
It’s not just classics or Fords in the
EVER PROTOTYPE The car will be out for its first public drive
soon, the first in over 30 years.
workshop though as there is a BMW 325
up on the ramps and an Impreza that Baz’s
QUICK RELEASE But it’s not just the cars that are full of
history, in a filing cabinet in the office there
son Alex drives in the Motoring News Circuit
Tarmac Championship, which he should have
HANDBRAKE. IT are some treasures that have been passed
down for safekeeping. “When Mick Jones was
won for the second time as you read this. He
runs the preparation and servicing for half a
IS FROM 1979,’ HE clearing out his workshop he found lots of
old paperwork and spec sheets and as I am
dozen other guys. Whatever comes through
the door, as he says. But one thing is for sure,
MUSES. ‘IT WAS A doing more work with classic cars these days
he thought that I might be able to put them to
Baz is going to keep doing what he’s done all
of his life. Exactly what he loves.
BIT AHEAD OF ITS
TIME!’”
And as classic rallying, especially the
‘demonstration’ events such as the Eifel
and Rally Legend, became more and more
popular Baz became the go-to man for
anything from information to restoration
work to full rebuilds… and that’s how the
workshop became cluttered with ex-works
cars of yesteryear, one of the most unique of
which is the RS1700T that we featured in the
November issue of Performance Ford.
“That was a very big job,” he smiles. “The
car looked like this when it came to me, but
when you started it up oil ran out of the
exhaust pipes as the engine had the wrong
rally world.indd 48 12/12/2016 14:33

PF_276_Focus RS_Layout 1 09/12/2016 14:14 Page 1
GALLOPING FOCUS RS
RS AT
FULL
GALLOP
James Stewart treated himself
to this Focus when he qualified
as a farrier. He just wanted a
nice, straight, unmodified RS. It
is now very modified and very
capable of 560bhp.
SIMON HASTELOW
GALLOPING FOCUS RS
GALLOPING FOCUS RS
Turning up for this photoshoot I This fine example on the RSD stocklist had
T was initially a bit stumped – and

very much lost. I had the address
but this is one of those places
where the numbers are not in an organised
only covered 19,000 miles and was totally
original in every way. The intention was just
to have a decent car to knock about in when
he wasn’t working, nothing crazy but with
and sensible straight line. So I parked up and enough power to make things interesting.
started to wander around looking for the He had no plans to modify it. Yeah, right!
correct house. It was at that point that I heard Once he’d started earning, Jamsport were
the unmistakable revving of a five-cylinder tasked with breaking its cherry. A Syvecs
Ford lump so just followed the noise! ECU, full remap and forged internals were
James Stewart’s obsession with Fords is just the first items on the to-do list. A dyno
well established. Kicking off with a 1.4 litre run with Devil Developments confirmed the
OWNER PROFILE Fiesta Flame that was capable of
summoning an impressive 78 horses to aid
Name: James Stewart forward motion, he quickly realised that this
Vehicle: Mk2 Ford Focus RS wasn’t enough.
Location: Lambourn Next up was a Mk6 Fiesta ST that upped
Occupation: Farrier the bhp to over 200 after a few well-chosen
mods. Just enough to satisfy the quest for
Age: 32
speed and give a thrilling ride. “It was just
Best modification: Syvecs S6 ECU and
like a mad go-kart,” he reckons. But there
AP Racing Brakes
was always room for more power. He also
Next modification: Remap to turn the owned a Pug 205GTi and his younger twin
boost up brothers own and drive matching Fiesta
First Ford you owned: Fiesta 1.4 Flame ST180s, so he knows how well small cars
Best Ford you’ve owned: This one, can, and should, handle.
although I did love my Mk6 Fiesta ST, As he was studying to be a farrier the
which was 200hp – it was like a go kart! progression up the motoring power ladder
Fantasy Ford: Lotus Ford GT had to wait a while, but as soon as he
Thanks to: Firstly Laura for putting up qualified he made a trip to RS Direct and
with my car addiction, Jamie, Ben, put his name on this Focus. He’s always
Sam, Brad and the rest of the lads at fancied an RS and the classic blue was the
JamSport for building me a great car! only colour he would consider.
Lee at Devil Developments, Jez at
Horsham Developments, Owen
Developments, AandK Motorsport for
my Summit bits, and anyone else who
has offered advice and helped me
along the way.
Q&A
Who would you like to ride shotgun
with? Colin McRae, he’s probably the
reason I got into Fords in the first
place when he was driving the WRC
Focus
Cheapest fuel or premium grade?
Premium only
Football, cricket or rugby? Cricket,
horseracing and football
MP3, CD or Vinyl? MP3
Best tunes for driving? Catfish and the
bottlemen, Maccabees, Foals, Kasabian,
anything indie rock
iPhone or Android? iPhone
Early bird or night owl? Early bird
Twitter, Instagram or Facebook?
Instagram and Facebook
“THIS FINE EXAMPLE ON THE RSD STOCKLIST HAD ONLY

COVERED 19,000 MILES AND WAS TOTALLY ORIGINAL IN
EVERY WAY. THE INTENTION WAS JUST TO HAVE A DECENT
CAR TO KNOCK ABOUT IN WHEN HE WASN’T WORKING,
NOTHING CRAZY BUT WITH ENOUGH POWER TO MAKE THINGS
INTERESTING. HE HAD NO PLANS TO MODIFY IT. YEAH, RIGHT!”
GALLOPING FOCUS RS
power was now up to 426bhp and still on months and even when he was getting back
the standard turbo. Lots of track days were to normal and thinking about returning to
booked, and thoroughly enjoyed to the max. a life of shoeing horses he still wasn’t
An life-changing event then intervened allowed to get behind the wheel. After such
and put everything on hold with the Focus, a severe injury you need to get the thumbs
and most other activities, too! up from your doctor.
Working with horses can be a dangerous During this down-time and
occupation, even ones that are used to being convalescence James considered getting
around people can suddenly get spooked rid of the RS, convinced that he wouldn’t
and become unpredictable. One such nag be able to enjoy it again. He even
lashed out and managed to crack James’ approached RS Direct to see if they were
skull into the bargain. He was off work for interested in taking it back. Unfortunately,
or fortunately, depending on which way
you look at it, they were reluctant to add
it to their stock again due to the Syvecs
ECU. At the time there were very few RS
with that set up and a couple were still
experiencing teething problems.
After that ‘set-back’ having to keep the
car was not too much of a burden for James,
he used it as a mental incentive to get well
again and spent the time dreaming up
different ways to get up towards the 600bhp
target that he’d always dreamt of.
MK3 FOCUS ST
TECHNICAL
SPECIFICATION
PERFORMANCE
Three different calibration settings at
the moment are:
501hp @ 1.6bar
451hp @ 1.2bar
414hp @ 1bar
SUSPENSION & HANDLING

BC coilovers
JWR front strut brace
Summit rear strut brace
Whiteline rear ARB
Hardrace front bushes
Hardrace upper and lower rear
adjustable arms
AP Racing CP9040 362mm front brakes
Reyland Willwood 325mm rear brakes
Braided lines
UNDER BONNET
Syvecs S6 ECU
K1 Rods
Wiesco pistons
Ported and polished big valve head
Autotech Stage 2 cams
“AFTER WE’D FINISHED WITH THE PHOTOS,
Bosch 044 external fuel pump JAMES OFFERED TO TAKE ME FOR A LITTLE
JamSport high flow fuel pump
1000cc injectors
SPIN. IT WOULD BE RUDE NOT TO SO I
Airtec Stage 2 Intercooler STRAPPED IN. HE WASTED NO TIME AT ALL
Ram Air custom-made 4 inch to turbo
crossover
IN HARNESSING EVERY SINGLE OUNCE OF
Pro Alloy big boost pipes TORQUE TO GET US ALONG THE ROLLING
Zircotec coated tubular manifold COUNTRY ROADS IN A RAPID FASHION.
GTX3582r Turbo
Turbosmart 45mm external wastegate
THE KMS THUNDERSTORM GIVES IT JUST
Anembo inlet plenum ABOUT THE BEST SOUND EVER”
Ported lower inlet
Vibra Technics torque mount
3 inch down pipe
BCS sports cat
KMS Thunderstorm cat back
JamSport oil breather system with
sump return
Auto Specialists oil cooler
Auto Specialists radiator
Spec-r header tank
Spec-r PAS tank
Satin black engine plastics
Red engine hoses
Helix 6-paddle clutch
3J plated differential
EXTERNAL AESTHETICS
Rota PWR bronze 19x9
Compomotive MO6 18x9 track wheels
INTERNAL COMFORTS
OMP snap off steering wheel
JT Innovations Toucan Touchscreen
Gauge
GALLOPING FOCUS RS
As soon as he got the thumbs up to drive expertly to keep everything under control “I’ve tried one or two different versions
again he wasted no time at all in the pursuit while the BC coilovers, strut braces and of most parts, a couple of exhausts, different
of that dream. A GTX35 turbo was first along bushes make it feel like we are quite literally wheels. It’s good to experiment with
with a big valve head and another remap glued to the road with not so much as a different set-ups. As it’s not my daily driver
by Jamsport to get it over 500. cheeky wiggle while under power. I can afford to just leave it with someone
A Toucan Touchscreen system from JT James has set this RS up for maximum while the work gets done.”
Innovations was installed. This links direct power on the track and the rest of the spec He has also experimented with different
to the Syvecs ECU and is programmable with list comes into play by making sure he can boost pressures. “At 1bar I top 400, which
a number of pre-set maps for easy selection make the most of it all safely and for is more than enough for most tracks I’ve
according to how you want it to handle. You maximum enjoyment. The diff is from driven. Donington is a good example, it’s
can also view pretty much anything you 3J, “Slightly noisier on quiet country roads mostly short straights so you can’t get up to
want on the screen: need to know the than the Quaiffe” says James, “but just so top speed. Coombe is slightly different so I
precise boost, coolant temp or throttle much better. can give it a bit more.”
position? The Toucan can tell you. It also has
the ability to control what is available via
a PIN code. Like an additional security
device, you can tell it to switch off the
injectors or limit the engine revs to a very
low limit if it’s in for a valet. Being fed all
this information gives you great feedback
on the car and how it is operating on a
track day.
After we’d finished with the photos,
James offered to take me for a little spin. It
would be rude not to so I strapped in. He
wasted no time at all in harnessing every
single ounce of torque to get us along the
rolling country roads in a rapid fashion. The
KMS Thunderstorm gives it just about the
best sound ever. The uprated brakes – AP
front and Wilwood rear – are utilised
GALLOPING FOCUS RS
The most recent tune fettling was “It is made for driving hard, not sitting in a car has held up very well considering it cost
entrusted to Horsham Developments. At garage. No one would describe it as original half what others paid for similar spec Beemers,
1.8bar it offered 541bhp on the dyno, crank anymore, but it’s not too way out either.” which are now worth a lot less than the Focus.
it up to 2bar and it was good for 570 so the His mates have been known to criticise the As for paying for all the mods over the
magic 600 figure he envisaged way back basic FWD set up of the RS when compared to years, James said he’s just been keeping up
would be an easy enough prospect if he their German marques but he reckons he gets with what his wife spends on her horses. Both
chose to go for it. absolutely no roll at all and the value of the are expensive habits!
A fresh approach
to insurance
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PF 276 Poster_Layout 1 12/12/2016 09:32 Page 1
PF 276 Poster_Layout 1 12/12/2016 09:32 Page 2
Passion For Power & Performance

FORD’S BIGGEST YEAR YET?
It is fair to say that Ford HQ had a pretty good year in 2016. More eagerly awaited debuts than almost any other year in its
history. This mag featured a bunch of pretty amazing vehicles, too. This is our look back at a year that, elsewhere, could only be
described as ‘interesting’.
Where do we start? Ford hit so less than gushing comments in the million+ NEW FIESTA
W
many brilliant home-runs in reviews of the car were as a result of trying (See news pages in this issue)
2016 that we could spend hours to compare it to cars costing double or treble The Fiesta is still the UK’s best selling
discussing each one. The GT what the RS costs. For not much more than car, and for good reason. Ford build so
returned to Le Mans – and won! an everyday rep-mobile you can sit behind many variations, trim levels, engine and
The Focus Mk RS was released and properly the wheel in a proper RS. Or you can when drivetrain combinations that there’s almost
smashed it. The Mustang was FINALLY they get back to producing enough to whittle as many options as people wanting to buy
parked on UK dealer forecourts. The new the waiting lists down a bit. Order one now them. Whether it’s the granny buying just
Fiesta is revealed. The Ka+ is introduced. And for NEXT Christmas! one to go shopping in, the mum who needs
in the SUV stakes we get to take a ride in the just one for the school run or the enthusiasts
new Ford Edge. UK SPEC MUSTANG who love the performance and thrill-a-
At last, an official Ford Mustang with the minute that the ST gives, the Fiesta offers
LE MANS steering wheel on the right side of the car. it all.
We covered it extensively in these pages We all feared we’d only be offered the 2.3 The new model comes with the
but before the actual race no one, not even litre, neutered of all thrills by twonks in the obligatory ‘SUV crossover’ lookalike.
Ford, was confident that the GT could win EU. But no. We got the chance to order the Which really just means raised suspension
again 40 years after they did the treble. full-fat 5.0 litre V8 GT and put real UK reg and plastic wheel arch flares. There’s no
Exactly one year to the day after Ford plates on it without the paperwork hassle of mention of the ST yet but the ST-Line (the
announced the brave decision to rekindle the bringing one in as a personal import. So, we ST with all the fizz removed) is selling
motorsport spirit of 1966, the 2016 model know it is not a performance car in the same enormously well.
GT did it again. Just consider for a minute vein as the Mk3 RS but for the same money The only downside with the New Fiesta
the other manufacturers that sent cars to Le you get a Mustang! It needs no explanation, is the price hikes. The Ka+ is taking the
Mans: Porsche, Ferrari, Jaguar et al. All with it needs no justification. It’s a Mustang! position of the entry-level motor allowing
an immense racing heritage and year-long Ford to add a hefty premium to the nation’s
motorsport programmes that occupy the favourite car. The Vignale edition gives you
very pinnacle of the sport. every bell and whistle wrapped up in plush
Then, to reward our faith in the Blue Oval, trim for those who want top quality in very
those nice suits in Dearborn tell us they’re small packages, but they’ll need to pay
going to build a few road-legal GTs for us. handsomely for it!
Only you’d need very deep pockets and even
then you’re already too late, they’re all pre- All in all, 2016 was a good year for Ford.
sold before they’ve even been built! The new US President had a bit of a fall
out with them at one point but they seem
MK3 RS to have kissed and made up now. 2017
This was the one that took the world by is going to be interesting for all kinds of
storm, and we’re not exaggerating when we reasons, let’s just hope Ford keep doing
say that. This is a road-legal race car for what they do best.
the rest of us. You can keep your Lambos, Over the next few pages we look back at
prancing horses or Porsches, if you want some of the best feature cars to have graced
maximum thrills at a price of a ‘normal’ car our pages, we hope you like our Top Picks
them the Mk3 RS has it all. The only slightly from the hundreds we featured.
review 2016.indd 61 12/12/2016 15:30

A LOOK BACK AT 2016
THE £60K
ESCORT RS TURBO
JANUARY
The car that broke the internet
with comments like “How
much??!!” Sixty grand for a
Series 1 RS Turbo with barely
5,000 miles on the clock, not a
spot of rust and totally original.
If you want back-to-basics
driving with the sort of fizz-in-
your-pants excitement that is
difficult to find in more modern
electric-everything RS models,
then this really is the one you
want. Was it really too much?
It’s a hell of a chunk of change
but a pretty safe investment
in today’s volatile financial
times. And for all those people
complaining, it did other RS
owners a few favours, too. On
paper at least, their assets took
a jump northwards. If we had
the money we’d have bought it!
HOME BUILD HERO

Gavin Pink took this Sierra
FEBRUARY
from a bog-standard company

car and turned it into a track-
day rally-inspired monster.
Originally he built it for his
boss, but after he jumped
into the Porsche fold, Gavin
adopted the Sierra and took it
even further forward. The 2.9
litre V6 runs on Jenvey throttle
bodies and an Emerald K6 ECU.
It’s still AWD but now has an
LSD and much bigger brakes
hidden behind those 18”
wheels to cope with the power.
ON YER BIKE
The Fiesta has a fair few
enthusiastic followers but,
it has to be said, the early
MARCH
examples lack punch. So what

better way to get more power
than to take out the gutless
Ford lump and swap it for an
engine from a Kawasaki ZX9R?
Rob Ransom was the guy with
a plan to turn a granny-spec
car into a track-day killer, and
he did it! He tried a few other
Fiesta engines first and they all
died. Then he stumbled upon
the idea of a bike engine. On
the Pod strip he manages 13.6
and 108mph on something
that only puts out 145bhp. Not
bad at all. Best of all is that it
sounds just as crazy as the idea
sounds. Nuts!
review 2016.indd 62 12/12/2016 15:30

A LOOK BACK AT 2016
THE WAITING GAME

Alex Gregory waited 20 years
to get behind the wheel of this
Escort, not just a similar Escort,
APRIL
but this exact one is the one
he fell in love with when he
was 12. Sometimes once you
get the bug there is no remedy.
You have to have it. It has the
original 1600 8v engine, which
is good for 186bhp or so. It
has been mildly fettled just
enough to put Alex’s mark on it
but still keep it fairly straight.
He reckoned he’d never sell
it, owning a Focus ST170 and
ST-3 he has a decent line-up to
choose from, but this one will
still be the one he drives to
collect his pension.
IT’LL BE ALL WHITE

Matt Brooke rescued this
lovely Fiesta as an insurance
write-off. He took on the
forlorn looking Fez and got
it back on its feet, just as
standard to start with to make
sure everything was OK with it.
But then he got a few mods in.
MAY
Throttle bodies, AP coilovers,
polybushes, a remap to get
it up to 180bhp, you know
the kind of stuff. Then he got
it resprayed in genuine Ford
Frozen White to give it the
real ‘RS’ look. It’s described
as a nice car to drive on the
road and on the track, just as it
should be!
INSTAGRAM STAR
For the June issue we chose
the Instagram Star Car. A Mk1
Focus RS that belongs to Dan
Cowdrey. On the outside it
looks, at first glance, like a
decent Mk1 RS, still neat and
JUNE
very well cared for. On the
inside the bright red roll cage
and stripped out interior gives
the game away a bit. Go and
give @danielcowdrey a squint
on Instagram to get the low
down on this fabulous Focus.
review 2016.indd 63 12/12/2016 15:30

A LOOK BACK AT 2016
RACING PUMA
This Racing Puma is nothing
short of outstanding. We have
Vas Lashley to thank for that.
There were only a handful of
these built – in Ford terms
JULY
– and the ones that haven’t

been butchered or scrapped
over the years are looking a
bit tired. Apart from this one.
Vas has spared no effort at all
in restoring this example to
better-than-factory standard.
Everything is precise and
correct. It is a concourse car
of the highest order and we
take our hats off to the man
for putting the effort in to
preserve one of the best
short-run cars that Ford ever
produced.
RALLY RETRO
This rally-inspired Focus
actually appeared as part of a
duo. Mates Ely and Ryan both
loved their Focuses. Ryan’s is
perfect in every way but very
AUGUST
understated. Ely’s Mk 2 RS is
properly in your face with no
desire to blend in whatsoever.
Only mildly tuned to stage one
but ‘enough for me’ said Ely
(real name is Ian Wright), it has
been developed even further
since we took these photos.
It is great to see that a retro
car still inspires later models
and Ely has done a grand job
of recreating the Michelin
RS Cosworth from the 1994
M-Sport World Rally Team.
SEPTEMBER
BUILT FOR
MAXIMUM POWER
The most surprising aspect of
this Fiesta’s story is not that
owner, Rob Proctor, spent
seven years building it and
managed to get it right up to
520bhp, but that he scrapped
it as soon as these photos
were taken. He’d achieved
what he set out to do, build
the most powerful ‘old’ Fiesta
ever then turned his attention
to something else. He only
kept the RS Turbo lump from
this, the rest was picked
clean by an eagerly awaiting
crowd. Nothing about the car
is ‘standard’ and not much
of it was off-the-shelf either.
Mostly custom developed and
built over the years. Just about
one of the best Fiestas we’ve
ever seen.
review 2016.indd 64 12/12/2016 15:30

A LOOK BACK AT 2016
ROLLING COAL
Just another grey ST, you might
OCTOBER
think. Wrong. This is a DIESEL
ST, owned by Alex Paull and
tuned to give the same power
as a standard ST. Considering
the miles he clocks up annually
Alex really needed a diesel for
the economy but wasn’t quite
ready to go down the bland
Euro-box route. So he got the
dirty ST, took it to Pumaspeed
and they spent a while
developing and honing the tune
until it got to around the 250
mark. Not satisfied with pure
performance, he’s also subtly
but very effectively tweaked
the exterior to enhance the
black and grey theme with
darkened glass everywhere
and other neat flourishes. We
like it!
STIIG IN FLIGHT
Ian Clarke’s Mk3 Focus ST
NOVEMBER
isn’t our pick of the month
for its outlandish exterior or
maximum performance, just
that it is a very cool car! This
is the kind of car that proves
that you don’t have to go
completely mad to create a
car with your own style that is
instantly recognisable. The fact
that he works as a mechanical
engineer right next to an air
strip that we could ‘borrow’
had no bearing on our decision
to pay him a visit and to get
close to this rather stunning
Focus ST.
THE ROCKET
DECEMBER
We could not do a review of
the year that did not include
this car somewhere. It is, quite
simply, the nuttiest RS you’ve
ever seen, heard, experienced
or drooled over. Nick Moore
has been completely lead
astray by the guys at JamSport
in creating this monster but
has never said ‘No’ to any
suggestions of further mods
that gained more power. It is
capable of over 800bhp but
‘downtuned’ to a mere 500 or
so just to make it driveable on
the roads. Nick gets thrown out
of track-day runs for scaring
the locals. It is one of the best
examples of what you can do
with a Focus if you’re mad
enough to try.
review 2016.indd 65 12/12/2016 15:30

A LOOK BACK AT 2016
BEST OF THE REST FOR 2016

review 2016.indd 66 12/12/2016 15:30

EVENT 52.133362, -1.751376
LONG MARSTON AIRFIELD, STRATFORD-UPON-AVON,UK
ET BRACKET GAMBLERS
EMMA WOODCOCK
With rumours of imminent hosting a joint RWYB and Bracket Gamblers
W
closure swirling, we had to visit weekend. From stock road cars to wildly
Shakespare County Raceway. distorted doorslammers, the blue oval had a
Located just outside Stratford- major presence at the event.
upon-Avon, Shakey is one of Drag racing has more terms than a
three permanent quarter-mile drag strips in Russian president so I’ll try to break things
England. When we called in, the strip was down for you. Run What Ya Brung, while
event - shakey.indd 68 12/12/2016 14:34



a grammatical nightmare, is the most
regular event at the strip. On these
days anyone can pay a small fee to take
unlimited timed runs down the strip. If
you feel a little more competitive, you
can enter the ET Bracket Gamblers: a 32-
car event where racers choose an ET for
the day – elapsed time, the time it takes
to cover the quarter mile.
Racers who run faster than their
ET ‘breakout’ and automatically lose
the race, as do those who ‘redlight’
by leaving the starting line before the
Christmas tree light turns green. Bracket
racing refers to a system where the
difference between two competitors’
ET is calculated and the slower racer

given a corresponding head start. Whichever
racer reaches the finish line first is declared
the winner.
Overall victory went to Lee Huxley in his
brooding Mustang doorslammer, after his
rival redlighted by just 15 thousandths of a
second. Fords also took top qualifier on both
Saturday and Sunday. On the first day of the
event, Nick Barnett raced his rat-look Falcon
Futura to an 11.358 second pass against
an ET of 11.35 only to lose his position to
Joe Little the next day. Little placed an ET
of 12.40 seconds on his Crossflow-powered
Mark 1 Escort before putting down an inch-
perfect 12.401. As we went to press, Shakey
announced they will be running as usual in
2017 so get on down and see how fast your
Ford really is!

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SPACECRAFT RACECRAFT
“I’ll talk to the guys from
M-Sport, see where we are.”
So reads the last e-mail in
the chain between Paul in the
RallyDay press office and me.
Opportunities like this don’t
come up too often so we head
down to Castle Combe with our
fingers crossed. We’re here on
a multi-element wing and a
prayer – but wouldn’t you do
the same?
EMMA WOODCOCK
Elfy-Evans.indd 74 12/12/2016 14:35

MOTORSPORT – ELFYN EVANS RIDEALONG
FIESTA
FIESTA ST
ST
It’s half nine before I arrive at the Press
I
Centre. Queueing through the front door, I
turn straight to the front desk and ask about
the e-mail chain. “Oh yes, Paul mentioned
something about the M-Sport guys. Not
that I’ve got anything here – you’ll need to head over to
them and introduce yourself.” Five minutes later and I’m
standing behind a Fiesta R5 Evo. “Ah, you need to speak to
Steven. I’ll just give him a call.” The M-Sport team member
heads off with her phone and I distractedly snap away at
some details.
Simon is an amiable man in a company polo shirt. He
arrives with a firm handshake and good news, “We got the
emails. You should be going out in the car first. That’ll be
around 10 with Elfyn.” With three minutes to go, there’s a
stall in proceedings. “The car isn’t quite ready yet and we
can’t find Elfyn. How about we make it 10.30?”
The next half hour is a challenge. Even the seconds
drag, a black hole of time that feels impossible to fill. I
flit around the nearby paddocks and awnings, nervously
shooting everything in sight to keep my mind steady.
Group B monsters hold my attention for a little too long:
my phone starts vibrating while I’m deep in conversation
with the owner of a Lancia 037. Not 10 seconds later, the
Fiesta whistles past my right ear and it’s a race back to
the other end of the paddock.
An M-Sport employee produces my safety equipment:
a Nomex balaclava, HANS device and a Stilo helmet. They
must have taken one look at my ropey trackday lid and
decided not to take any chances. Elfyn appears and the
crowd instantly doubles in size. Five strong around the
car, it’s a battle to cut through them and open the door.
Slide both feet in until they touch the footplate, clasp the
roof for balance and arch your back over the strutting
diagonal pole. Doorbars aren’t a girl’s best friend.
Fall down into the seat and suddenly four hands are
seating your HANS device and wiring the intercom while
you secure all six prongs of the harness. This is a harder
job than you’d expect: the HANS holds you straight and
perfectly upright from the shoulders up and even the
boldest stretch won’t let you see further back than your
knees. With a little help, I pull the harness belts tight,
then tighter.
Elfyn presses the starter and the Fiesta fires instantly
– no starter whine, no slow catch of each cylinder – to a
hard, attunal insistence of a sound. Subarus burble and
“YOU SHOULD BE GOING

OUT IN THE CAR FIRST.
THAT’LL BE AROUND 10
WITH ELFYN . . . THE CAR
ISN’T QUITE READY YET AND
WE CAN’T FIND ELFYN. HOW
ABOUT WE MAKE IT 10.30?”
Elfy-Evans.indd 75 12/12/2016 14:35

Mitsubishis throb but the Fiesta simply blares: holding

one long, unbroken note as Evans pulls back for first. The
crowds clear and we pull out onto the paddock road. A
pair of Escorts bimble up ahead as Evans fiddles with his
gloves and circuit staff point us round a two-lane queue.
We pull up at a jaunty angle in front of an official-looking
man in several pieces of high-vis.
The driver’s door swings open and the circuit official
clears his throat. Or, at least, I think that’s what happened.
It’s very loud in here and I can only move my head five
degrees in any given direction. Thanks to the intercom, I
can at least be certain of Elfyn’s end of the conversation,
“How long? Ten minutes or so and you’ll let me know?
Alright, I’ll turn this off then.” With that, the car falls
silent. Time passes slowly in a stationary works rally
car. Heat builds up from every direction, with the
transmission tunnel, bulkhead and even the floor prickling
within minutes. Elfyn and I bat around some small talk;
Elfyn has never been to the event or even seen Castle
Combe before.
The official gives the nod as the intercom bristles into
action, “Do we turn left or right onto the track?” There’s no
bluffing here, Elfyn really is sight-reading the circuit. The
engine barks into life and we roll round into the holding
area. The Fiesta is signalled into the RallyDay starting
ramps and comes to a stop. Evans jabs at the centre
console, selecting stage mode, anti-lag and launch control.
Focus now shifts to the two vertical black levers in the
middle of the cabin. A short tug back on the taller stick
selects first before he reaches over to haul the second
stick all the way back. Until Elfyn lets go, the car is held
on the hydraulic handbrake – a magic wand that lets the
driver lock the rear wheels at will.
Left foot hovering microns above the bite point, right
foot rammed all the way to the floor, Evans is a coiled
mass of energy. The launch control holds the car at a
steady 4,000rpm, the bodyshell forced to buck and weave
by the excess force. To our left, a screen counts down from
five as the exhaust rattles its dissent. Two. One. Zero.
The handbrake springs forward and we launch forwards
with a force barely credible for the claimed 280bhp.
Bam and we’re into second gear, still in the holding area.
Elfyn brakes, hurls the steering a quarter turn left, clanks
back to first gear and hauls the handbrake. These actions
happened at once or, at the very least, so close together
my brain can’t unscramble them. We’re aiming at the pit
wall, still hard on the gas, 90 degrees from where we
started as the tail lists hard to the left.
Elfyn’s left hand is motionless, holding the steering
wheel steady at a quarter turn of right lock. It never
wavers while his feet and right hand dance over the
other controls. We’re donuting the same perfect loop
time and again in front of an excited crowd. For the first
few revolutions, the view flips from pitwall to pitlane to
crowd and back. Within seconds, it’s just various shades
of smoke. Elfyn pulls out of the melee and performs
another launch control start out of the pitlane. We’re onto
the track.
Bang. Second. Bang. Third. Bang. Fourth. With each gear
the engine swells, nasal and hard-edged, shaking the car
to the red line before falling back with a guttural spit
Elfy-Evans.indd 76 12/12/2016 14:35

“ELFYN PRESSES THE STARTER AND THE FIESTA FIRES INSTANTLY

– NO STARTER WHINE, NO SLOW CATCH OF EACH CYLINDER – TO
A HARD, ATTUNAL INSISTENCE OF A SOUND THE FIESTA SIMPLY
BLARES: HOLDING ONE LONG, UNBROKEN NOTE AS EVANS PULLS
BACK FOR FIRST”
Elfy-Evans.indd 77 12/12/2016 14:35

THE R5
As the final step on the road to the
World Rally Championship, the Fiesta
R5 is outfitted with some pretty
serious equipment. M-Sport start with
a Fiesta ST road car engine before
developing it in-house, fitting a Life
Racing ECU and the FIA-mandated
32mm turbo air intake restrictor. The
result is 280bhp and 313lb/ft. Sadev
provide the transmission – a five-
speed sequential gearbox running
to competition front and rear diffs
– while AP Racing takes charge of
the brakes. Beyond that awesome
hydraulic handbrake, there are forged
four piston calipers all round. They
grip 300x28mm discs in gravel trim
and 355x32 items on tarmac.
The wheels and tyres also vary
with setup: it’s 7x15 inch wheels
with two medium compound choices
and one super-soft compound for
gravel. On asphalt events the wheels
grow to 18x8, wrapped in a choice
of three dry options – soft, medium
and hard – and one wet-weather tyre.
Suspension is by Macpherson, struts
all round with machined aluminium
uprights, strengthened suspension
links, three-way adjustable external
reservoir dampers and front and rear
anti-roll bars.
The rollcage is custom M-Sport
equipment, as are the aerodynamic
appendages. The interior is outfitted
with a pair of FIA specification seats,
six-point harnesses, an LED driver’s
display and a membrane switch panel
covering everything from day-to-day
functions – lights, wipers etc. – to
launch control. Like all rally cars, the
R5 also rocks a set of numberplates.
If you’re feeling tempted, M-Sport will
build you a car from £250,000.
Elfy-Evans.indd 78 12/12/2016 14:35

as the next gear falls into place. At close to 100mph, the

Fiesta skims the edge of tarmac and takes attitude as we
approach the first chicane. With the smallest twitches of
the wheel, Elfyn yaws the car until it’s at 45 degrees to the
road. We spear through the chicane in a straight line, right
pedal pinned down.
The Fiesta is almost on top of the next corner when Elfyn
turns in, hard and decisive. Circuit racers view Quarry as
one of the toughest corners in UK motorsport but it doesn’t
seem to phase our driver. He hauls back on the handbrake
once to loosen the rear then again to grow the angle.
Half a turn the other way and he’s holding the Ford in an
arching drift at 60 degrees to the road. Two-thirds through
the corner, a crowd stretches high above in a natural
ampitheatre. Still sliding, Elfyn tacks the wheel back to
the right, bat, bat, bat down the box into first and arcs
seamlessly into four perfect donuts. Over the screaming
tyres and stuttering exhaust, I can just hear the crowd roar
their approval.
The Ford shoots out of the fog and barrels towards
another chicane, tighter than the first. Evans downshifts
and lightly tips us left, then right, then further to the left to
turn in. The rear begins to arc round before swinging back
the other way as we pass the second barrier. In the corner
of my vision a pair of lithe racing boots make balance
adjustments you can’t even feel, so crisply do they feed
into the whole. The car seems to ride on air: floating en
pointe under Elfyn’s spell. A single deft correction to the
steering and we push away up the next straight.
There are two sides to every story; let’s look from the
other side through the next chicane. Without warning,
Elfyn rams deep into the brakes and forces me forward
in the seat. Thighs cut against the groin straps, shoulders
crash against the rigid HANS device as I strain against
the forces with aching legs. The car feels ready to roll as
Evans starts to turn and the rear end skitters. Ribs crash to
the right, the left, the right again. A shock barks forward
through my spine as we collide into third. The weighty red
and white blocks of the chicane are looming. The blockade
“WHATEVER SPEED YOU

THINK WE’RE DOING,
DOUBLE IT. THROUGH THE
CHICANE, THE DIGITAL
SPEEDO NEVER FALLS
BELOW MOTORWAY
SPEEDS. A FASTER,
CLEARER SECTION OF
TRACK OPENS UP AHEAD
OF THE FIESTA. THE REV
COUNTER GLOWS RED AND
WE CLACK INTO FIFTH”
Elfy-Evans.indd 79 12/12/2016 14:35

grows so large that it fills the passenger window as we

start to shimmer. From the passenger seat, you can make
out every smear of rubber and divot of dirt on the battle-
scarred obstacle.
Whatever speed you think we’re doing, double it.
Through the chicane, the digital speedo never falls below
motorway speeds. A faster, clearer section of track opens
up ahead of the Fiesta. The rev counter glows red and we
clack into fifth. The sequential gearbox may have a lever
– pull to go up a gear, push to go down – but the gearshifts
are clutchless once the car is rolling. On the way up the
box, software momentarily cuts the ignition to allow full-
throttle shifts and the result is brutal. The gears change
in one fifth of a blink of the eye, sending a sharp crack
through the base of your spine as they engage but never
dimming the acceleration.
Fifth gear sees the co-driver’s speedometer reel up to
130 and Elfyn hugs the inside of the corner tight. The
track is bumpy here – the cabin dipping and rising as one
with the road – but the chassis stays true to its line. I
try to glance at the driver in action but my head crashes
against the helmet restraint. From my limited vantage
point, I see a right foot fully extended while the left
nibbles now and then at the brake. The steering is steady;
through the worst compression an unphased Evans lifts a
OUR CAR
In the realm of works rally cars, it
hand to scratch his nose.
takes quite something to stand out.
The next two corners are the most remarkable of all.
Our car does. The Fiesta which flung
The sensation of speed has dimmed a little and I can
us around Wiltshire is Car Zero of the
focus a little more on the driving technique and the
R5 programme. In plain English, our
car’s reactions. It’s a long right-left chicane with plenty
Ford was the original test car: the first
of space on the exit, part of the circuit itself instead of
R5 finished and the vehicle used for
one of the artificial pif-pafs added for the event. Evans
most of the research and development
grabs the brakes, compressing the front of the car, and
programme. The car first broke cover
turns just as he tails off the pedal. We start moving
in black-and-white camouflage when
across the track to the first apex, the car flirting with
it acted as course car for the 2013
the upper edges of grip. There’s the briefest of pauses
Malcolm Wilson Rally. After thousands
before he rolls back into the power and the car strains
of miles in testing, many with Elfyn
then surrenders to touches of understeer. As soon as it
behind the wheel, and a handful of
appears, the push is transformed to a four-wheel drift.
national rallies, the car was retired to
With a few sharp lunges from the left foot and a
the PR department.
forceful turn of the wheel, we enter the left-hander. The
Though the publicity people keep
accelerator clacks to the floor and the rear erupts in
the car busy, Car Zero still finds its
smoke. Helped by a little more left foot and completely
way into competition from time to
committed, the car floats to a 45 degree angle. There’s
time. In 2015, the car was used to test
an eery hush as we move across the track, broken only
and develop a two-litre specification
by a rumble as we breach the circuit boundary and slide
for the R5 before being shipped over
over the run-off zone. The car begins to point itself
the Atlantic for evaluation by Ken
straight as the tarmac runs out and we clatter back onto
Block’s Hoonigan Division. Fitted
the track. Elfyn never shifts from his original opposite
with a two-litre Ecoboost engine,
lock correction, only moving the steering wheel as the car
a Garrett turbocharger and 34mm
finally pulls itself to attention.
restrictor, this model doesn’t meet FIA
He carries the same form into lap two. Tyre smoke,
regulations but can be used in other
deafening noise, donuts. Accelerating through chicanes
events. After events in the US and the
with millimetric precision, drifting through turns with
Isle of Man, the car was converted
languid abandon. Steady steering, fleet footwork and long
back to the 1.6-litre R5 Evo spec it
pulls on the handbrake. The driver has a level of talent
enjoys today. Days before we went
I’ve never seen before – a level of skill neither me nor
to press the car was in action again.
anyone I know could hope to reach. Truly, Elfyn is one of
Competing on the Grisedale Stages, it
the aliens. As we draw up in the pitlane, Evans breaks the
won two stages before finishing the
silence. “What did you think of that?” Drawing on years
day in a ditch.
of writing experience, I answer in the only way my mind
can muster. “Fu...”
Elfy-Evans.indd 80 12/12/2016 14:35

“WITH A FEW SHARP LUNGES FROM THE LEFT FOOT AND A

FORCEFUL TURN OF THE WHEEL, WE ENTER THE
LEFT-HANDER. THE ACCELERATOR CLACKS TO THE FLOOR AND
THE REAR ERUPTS IN SMOKE. HELPED BY A LITTLE MORE LEFT
FOOT AND COMPLETELY COMMITTED, THE CAR FLOATS TO A
45 DEGREE ANGLE”
Elfy-Evans.indd 81 12/12/2016 14:35

MOTORSPORT
THE XR CHALLENGE
NICK RICHARDSON
Well that was 2016, my first race season is It is going to be a real honour and a massive boost to
W
now over and all in all a really positive first work with Ray, as, before 2016, I had less than an hour of
year racing in the XR Challenge. But now the tracktime under my belt. So to do what I was doing was
focus starts to shift towards next season, and based purely on instinct and some tips or soundbites from
improving my performances. fellow drivers.
The priority list, as far as I can see, fits into three parts.
1. Improve my speed, racecraft and performance in NUMBER 2: IMPROVING THE PERFORMANCE OF THE CAR
the car A few weeks ago Steve Poole kindly dropped my car off
2. Improve the performance of the car, at Automech for Dave (Fairclough) to cast his eye over.
3. Ensure that I can get to all of the races! Aside from his role as Championship Coordinator, he
runs Automech – a performance parts and accessories
NUMBER 1: IMPROVING MY SPEED
Dave Fairclough the Championship Coordinator
recommended that I speak to Grimes (www.raygrimes.
co.uk) a professional motorsport coach who has worked
with both professional drivers as well as a number of
my fellow competitors to improve their technique and
boost their performance. As you would expect, Ray, over
the years, has raced in several high profile one-make
championships in the UK.
Fortunately, from my perspective, Ray has agreed to help,
so in the next few weeks we will be working on a plan for
2017. Starting with a trackday at Oulton Park in December
or early January to evaluate where I am and to start
addressing areas which can be improved.
motorsport xr.indd 82 12/12/2016 14:36

MOTORSPORT
business based in Cadishead, halfway between Manchester

and Warrington. “THE CAR IS 5-6 BHP DOWN
Dave has worked in motorsport since he left school,
working with Chevron Race Cars, former BTCC team Mint ON THE FRONTRUNNERS
Motorsport and drivers such as Brian Redman, John Watson
and David Purley to name a few. (THAT’S NEARLY 10%!)”
He has so far had the car on his rolling road and has
already identified that the car is 5-6 bhp down on the So the focus for me over the next few months is to
frontrunners (that’s nearly 10%!). So we are currently get those things sorted! So anyone who would like to be
looking at what we can do (in the most economic way as involved please drop me a line me@nickrichardson.co.uk
possible) to get the engine closer to peak performance.
Dave is also going to have a look at the corner weights IN OTHER NEWS:
and camber we are running, which I will update you on The championship held its annual end of season meeting,
very soon! accompanied by a great pint and possibly the best hot pot
I have ever had (courtesy of the Black Swan, just outside of
NUMBER 3: ENSURING I CAN DO ALL OF THE RACES! Warrington just off the A57), where we discussed the rules
After the fantastic support of a number of people last and regulations for next season and the provisional calendar.
year (namely Cooper Poole & Jordon), we are back to the It looks likely that 2017 will be a really strong season,
drawing board in terms of finding people to help out! As with a few of the former championship front runners
Steve (Poole) chases his elusive first championship, he has returning to try and reclaim the title from 2016 Champion
decided to go all out in his quest to win, building a second Greg Speight (I also owe Greg’s dad (Derek) an apology, as
(spare) car to take to all of the rounds next year. This in my last article I called him Dave! Derek – I am sorry for
extra expense and extra logistical challenge means that at that!).
the moment I have no way of getting my car to the track For more information on entering the championship visit
without some key financial support! www.xrchallenge.co.uk or contact David Fairclough.
motorsport xr.indd 83 12/12/2016 14:36

PF_276_PF Fleet - Jim_Layout 1 09/12/2016 14:23 Page 1
FLEET
Loving the way it sits now
Apparently, comedy is all about timing. to use the key itself in the mechanical change the sensors over and now, it's a
So, it would seem, is deciding to carry lock. No great shakes but a bit of a pain. pleasant south of France all the time.
out all the small, niggling little jobs But the lock from the scrapper donated its The timing issue arrived when I decided
that you haven't quite got round to yet. solenoid, which now works every time, to de-badge the car. It was now beginning
Timing becomes an issue when another making life just that little bit easier for a to assume a bit of a stealth look and feel,
motor in the fleet is filling the 10-minute fix. with the refurb’d wheel and the lowered
workshop with no alternator while you I’d also found a new interior stance, so I fancied the idea of whipping
wait for the replacement to arrive, so temperature sensor – mine was knackered the badges off to clean it up a little.
you have to attend to the little things and kept throwing an EATC fault, so the However, it was my timing that was out –
outside. temperature in the car varied wildly I decided to tackle the job, outside, on the
Which, for most of this month’s between Dubai and Minsk. A quick yank coldest morning of the year, with -5ºC on
activity, wasn’t a massive problem. down of the dashboard underpanel, the dash computer.
Having arrived home with a huge
booty of bits from Ronnie’s last month,
it was time to start using some of
them. So the Duratorq engine cover
went straight on – nice and easy and
made a huge difference to the noise
inside the car. The old Ford two-litre
oil-burning motor isn't the quietest in
the world and with no cover (none on
the car when I got it), it was loud. This
thick chunk of plastic and foam
deadens a lot of the noise though,
which is nice.
It was also time to try to sort the
boot out. The existing solenoid to
release the boot from the push-button
on the boot lid, the key fob or the dash
button worked for the first time but Before – fully badge'd up After – badge-free
that was it. Every time after that, I had
PF_276_PF Fleet - Jim_Layout 1 09/12/2016 14:23 Page 2
JIM
BLACKSTOCK
MONDEO
Wonder what Santa ESTATE TDCI130
has brought me...
THIS MONTH’S BEST BIT
Standing back and realising
how good the car looks
now it has been lowered
and de-badged
THIS MONTH’S WORST BIT
Not having the time to
open the large box
wrapped in ‘Kenwood’
tape that landed
Engine cover – shhhh
Anyway, armed with a kettle full of damaging the paint. Similarly, a good go replacement rear bumper, which I plan
boiling water and a cuppa, I set about the with a solvent (label remover for to get on the car before the Chrimbo
task. I’m fairly familiar with the process – example) gets the remaining glue off holidays (as I write, it’s almost
I tend to do it for most cars I own – and but it usually takes a fair bit of patience December) but I’ll need to paint the
generally, it involves wetting the and elbow grease. Once that’s done, a inserts and skirt first. Still searching
badge/letter with hot water to soften go with rubbing compound (if the for a front one though.
the foam adhesive section and pull the marks are bad) or something like T-Cut More exciting though is the large box
badge off. (not too bad) to get rid of the remaining from Kenwood. I’m deliberately not
The ‘Ghia’ ones on the rear door pillars outline of the badge on the paint and opening it yet because I know what's
were straightforward, as were the rest on job done. I even had some feeling left in inside but it will be well and truly
the rear of the car. Getting the remains of my fingers… exposed for the next issue. Looks
the foam off was also pretty simple, Sadly, I ran out of time to open the like things are about to get noisy again
again lots of hot water and a loyalty card latest crop of parcels that arrived since in my world but for all the right
from anywhere as a scraper to avoid last month’s instalment. One is the reasons this time…
What's in the box?
New temperature sensor Working boot solenoid
PF_276_PF Fleet - Ronnie_Layout 1 12/12/2016 12:53 Page 1
FLEET RONNIE
KENNEDY
THE GOTHTHING
THIS MONTH’S BEST BIT
Taking her off the road for
the winter to get the BIG
workshop jobs done
THIS MONTH’S WORST BIT
Taking her off the road for
the winter!
TAKING HER OFF THE ROAD FOR THE WINTER!

Plans are in motion this month with Max Power magazine back in the day! I go you only see half the speedo or half
The Goththing, so far I have managed cannot describe the feeling I get seeing the revs. I got in touch with Andy Brooks
to pick up an amp and two 12” sub Mondeos in magazines and on websites, of HNA Supplies, for some LEDs, he can be
speakers to go towards my boot build. coming to the forefront of the Ford scene, found on Facebook or you can call 07445
Goththing is now hibernating in the for far too long they were the forgotten 693020. He covers all LEDs and other
garage, but up on axle stands with the heroes, the rep-mobiles, hardly seen in lighting for most cars. Within a couple of
wheels off ready for me to get any magazine, quietly taking their place days I had all I needed to replace the
underneath and carry on with my on display at the shows. bulbs. The benefits of this will be a longer
painting and tidying up work. Sara has And so to my upgrades and jobs I have life and also brighter dials. The only bulb
promised me ASBOs to replace my carried out on my 220 this month. For you can’t replace is the full bean one, for
front standard callipers, so I am quite a while now I have had a bulb out some reason it seems to blow the LEDs no
looking forward to getting those and on my dash, very annoying, as when they matter who supplies them.
fitting them.
Some like to say that not driving
your car is like keeping your partner
nice for when you split up and the
next person comes along. However,
I disagree with this. It has already
been sorted that my son, Anthony, will
take on Goththing and take her to the
shows when I become old and
wrinkled and swap my budgie
smugglers for a nappy!
The throttle body spacer is fitted
after my day on the rollers with Jim
Blackstock (see page 105), awesome
guy, and such a big moment for me
working alongside him as I used to
enjoy following his antics in Revs and
PF_276_PF Fleet - Ronnie_Layout 1 12/12/2016 12:53 Page 2
It is really easy to remove the dash on round and it should work without any gleaming predator shark my 220 ate
the Mk3, simply unscrew the panel issues or check you have seated the up the miles on the winding roads of
under the steering wheel and remove the bulb holder correctly. Fitting is simply Lincolnshire. I arrived at FST to be
cover around the steering wheel. Just the reverse of how you took the dash greeted by Dave and his lads and
two screws hold the dash in place and apart, once done I was very impressed once I had a good nose around at
the wiring is on one plug on the right of with the results and also the dimmer some epic Fords he had at his place,
the clocks, from there simply turn and still works so if I feel they are too bright the big transformation took place.
pop out each bulb and replace with an I can adjust it. By lunchtime the guys had put a
LED, but remember after you have Finally this month a massive change full matt black vinyl roof wrap and
replaced them plug the dash in, to the exterior of Goththing. It was also sun strip onto the car then
turn the ignition on and test the lights. freezing cold and 8am when I set of for remounted the Evo diffuser fins. The
If one is out, simply remove it, turn it FST Automotive in Scunthorpe. Like a contrast between my deep glossy,
Killerwaxx shine and the matt finish
was epic! The work carried out by the
lads was of a standard way above
exceptional, I had not dreamed my
ST could look so good. I was buzzing,
but also on a sombre note the car is
off the road for winter now, so I would
not be able to show her off until the
new year.
If you need anything doing for your
Ford: flocking, fabrication work,
stickers, t-shirt printing even
servicing or a boot build, give the
guys a call on or look for them on
Facebook. Whilst you are there have a
chill on the big red sofa and have a
brew, best coffee ever.
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KNOW ALL ABOUT
Air and hydraulic suspension

Have your suspension ride-height cake and eat it too, with air or hydraulic suspension.
JIM BLACKSTOCK
It’s one of the unavoidable facts and will more than likely offer a harsher driving but then, slammed to the floor
I
of life that a lowered car looks ride than the original equipment. In when parked up. This is a possible
better than one at stock ride addition, a low car may well have issues situation, depending on the suspension
height. However, lowering a with ground clearance, making getting over you choose.
chassis brings with it inherent speed humps or on and off show fields a If, like us, you have lowered your ride
issues, notably with ride quality and bit of a pain. on a set of lowered springs, then you
practicality. Typically, a low car will be Of course, the nirvana is something are stuck with whatever drop you have
running on uprated springs and dampers approaching stock ride height when chosen – in our case on the Mondeo
Estate, that’s 40mm or so. Fit coil-
overs, like we did on the project Puma
last year, then you have a degree of
adjustability, tuning the ride height over
a range of some 40-50mm, depending on
the system selected.
However, changing the ride height
is not an instant job – it’s more to
set up the corner weights and adjust
the handling of the car rather than
combining day-to-day driveability with
planted parked stance.
This is possible thanks to either
hydraulic or air suspension. So we had
a word with Ray Ramsey of Rayvern
Hydraulics, who has huge experience of
both systems, to find out what’s what.
WHAT’S IT ALL ABOUT?

The basic concept behind both
hydraulics (‘juice’) and air is to provide
an adjustable ride height. So the car can
sit at the factory height when driving
and go as low as you want when parked.
Both systems replace the traditional coil
spring with a hydraulic ram or an air bag
to control the ride height.
know all about.indd 91 12/12/2016 14:37

HYDRAULICS
Hydraulic suspension has been around
for a very long time – Citroen famously
used a version of it on its post-Second
World War cars to cope with roads that
had been destroyed during the conflict.
In later years, it was adopted by the
modified and low-rider communities as a
way of instantly changing ride heights.
A hydraulic ram traditionally replaced
the spring unit – whether torsion bar or
coil spring – and fluid is pumped under
pressure into each of the rams – one
per wheel – to raise or lower the static
ride height.
Because the hydraulic oil used is
incompressible, response is instant and
as there is no actual suspension element,
due to the incompressibility, it made a
perfect medium for the low-riders to be
able to bounce their chassis, since the
fluid would not absorb any force.
While that is a benefit when it comes
to bouncing cars, it is a nightmare when
it comes to ride quality. While we’re
all (probably) prepared to sacrifice a
little quality for improved looks or
performance, a car running traditional
hydraulics has no suspension movement.
At all. Which means the ride quality is
appalling. The only suspension effect
would come from the tyres, which were
usually fairly low profile so the briefest
of journeys would normally end with
several teeth falling out.
“THE BASIC CONCEPT BEHIND BOTH HYDRAULICS
However, over the years, Ray (‘JUICE’) AND AIR IS TO PROVIDE AN ADJUSTABLE
developed what he calls his spring-box
system. This introduces a spring-pre- RIDE HEIGHT. SO THE CAR CAN SIT AT THE
loaded ram in the system, one per wheel.
The ram in contact with the spring is
FACTORY HEIGHT WHEN DRIVING AND GO AS LOW
connected directly to the wheel ram, AS YOU WANT WHEN PARKED. BOTH SYSTEMS
so as the wheel ram compresses as the
car drives, it forces fluid back into the REPLACE THE TRADITIONAL COIL SPRING WITH A
ram in the spring box, which in turn
compresses the spring and introduces
HYDRAULIC RAM OR AN AIR BAG TO CONTROL THE
the required compressibility. RIDE HEIGHT”
In mechanical terms, it’s similar to
inboard push-rod suspension used on
single seater racers – there the wheel is
connected to the remote spring/damper
by a metal rod; here, it’s a hydraulic pipe
filled with incompressible fluid.
Damping of the spring is provided by
the introduction of valves within the
line connecting the spring-ramp to the
wheel-ram, controlling the motion of
the spring. The springs themselves are
chosen to suit the weight of the vehicle
and it’s here that getting things right is
crucial. Get the wrong spring and the
chassis will feel dreadful. Get it right and
the car will ride like a lightly modified
car but handle like a racer.
THE KIT
A hydraulics kit for a typical car
features a ram for each wheel, four
rams and springs for the spring box,
a fluid reservoir, a very serious pump
to generate hydraulic pressure into
hundreds of bar and an electronically
controlled manifold block. Ray generally
advises height control of the front
axle and the rear axle together rather
than individual wheels, since in his
experience, going side-to-side or three-
wheeling can introduce side or torsional
stresses that some bodyshells aren’t
Hydraulic spring box
capable of sustaining.

From left: van OEM, coil-over, hydraulic and air struts
HYDRAULICS
PROS
• Ride quality and
handling on spring-
assisted systems very
good
• Speed of response is
immediate, as fluid
incompressible
From left: hydraulic • Hardware is ‘industrial’
pump, manifold, wheel so generally reliable
ram and spring box ram
spring
CONS
• Without spring
assistance, ride quality
is non-existent and is
virtually unusable on
the road
• Fit the wrong spring
and the ride can be as
bad as having no spring
assistance at all
Hydraulics on Focus rear

“ONE OF THE LIMITING FACTORS WITH AIR RIDE
THOUGH IS THE SIZE OF THE BAGS THEMSELVES.
GENERALLY, FIRESTONE BAGS ARE 6IN/150MM IN
DIAMETER. IN COMPARISON, HYDRAULIC OR COIL-
OVER SYSTEMS ARE AROUND 2.25IN/57MM”
Different style air bags
AIR
PROS
• Difficult to get pressure
in air bags wrong –
effectively riding on a
balloon
• Ride quality is better
than comparable
performance coil-overs
• With electronic control,
Air manifold valve block
easy to manage ride
height for differing
conditions
CONS
• Response can be slow
depending on capacity
of compressor and tank,
limiting ‘play’ ability
• Off-the-shelf kits may
not necessarily be direct
bolt-in
• Some offer no
provision for anti-roll
bar connection with
possible handling
effects
• Drop limited by size of
air bag Air struts without bags

AIR RIDE
There has been a massive increase in
interest in air ride suspension in the last
few years, since it provides the same
ride height adjustability as hydraulics
but with improved ride quality. It too
has been in use in the mainstream for
some time, notably on buses and some
luxury off-roaders, to drop to allow
passengers on and rise for driving or
allow a lower ride height on roads but
rise for off-road use respectively.
Its operation is based on replacing
the mechanical spring unit – again,
coil or torsion bar – with an air bag.
Pressurised air inside the air bag
Air tank
determines the ride height – increase the
pressure and the chassis rises and vice
Compressor versa – and also creates the effective
spring force of the unit.
The immediate advantage is that,
because air is compressible (unlike the
hydraulic fluid), then the air bag also
acts as the spring within the system
and gives compliance and hence, quality
to the ride. In addition, as the weight
in the vehicle increases (more people),
then the pressure within the air bag
can be increased to maintain the ride
height and hence, the spring force also
increases according to the weight.
One of the limiting factors with air
ride though is the size of the bags
themselves. Generally, Firestone
bags are 6in/150mm in diameter. In
comparison, hydraulic or coil-over
systems are around 2.25in/57mm
and therefore, being narrower, can sit
alongside the tyre whereas the air bags,
such as the original McPherson strut
lower spring platform, must sit above
the tyre. Therefore, coil-overs and
hydraulics have a head-start in dropping
the chassis already.
Another issue, notably on cars but not
so critical on vans, is the room available
in the suspension turret. On cars suxh as
the Focus, this can be very tight, meaning
that a thick top mount must be used to
provide clearance in the tapered turret.
BEARING ISSUES
Another factor to consider on any
system that provides a large change
in ride height is the top suspension
mount and the steering bearing. Any
large change in the ride height will
create a bigger angle on the top mount
and steering bearing which in turn
can increase the stresses and lead
to premature failure. In addition, the
angle of the strut can start to approach
the limit of what the hardware can
physically cope with and so, replacing
traditional bearings with a spherical top
mount can not only reduce the overall
height of the complete strut but also
enhance reliability and longevity.
An air ride system broadly follows a
similar structure to hydraulics with the
“AN AIR RIDE SYSTEM BROADLY FOLLOWS A addition of a compressed air tank, so
that some air is always available to raise
SIMILAR STRUCTURE TO HYDRAULICS WITH the chassis. A pump or multiple pumps
keep the tank topped-up with air, sized
THE ADDITION OF A COMPRESSED AIR TANK, SO so that it is capable of lifting the chassis
THAT SOME AIR IS ALWAYS AVAILABLE TO RAISE from full drop to cruising ride height
at least twice on a single fill. However,
THE CHASSIS.” because of the nature of the system, air
doesn’t respond quite as quickly as juice.

THANKS
RAYVERN HYDRAULICS
rayvernhydraulics.com
01945 450150
CONTROL It is also worth noting that air bags need may not necessarily reflect what you end
Both air and hydraulics rely on to be bolted in to their location, since up paying. For example, Rayvern quotes
electronically controlled valves to raise the MOT includes jacking the body of the the same price for both hydraulics and air
or lower the chassis. These can either be ground so that all wheels are at full droop for a Focus ST but there is additional work
‘manual’ – simple toggle switches for up and ensuring that the ‘spring’ unit – in this required, depending on the vehicle’s spec,
and down until the desired ride height case, the air bag – is still retained. This wheel and tyre combination and other
is achieved – or ‘automatic’, where the isn’t an issue for McPherson struts with factors.
ride height is monitored electronically coil-overs, for example, where the spring
by deflection sensors on each wheel and becomes unloaded at full droop – the HYDRAULIC
the brain works out when the vehicle spring can’t be dislodged as it sits around £1,880 plus £50 per wheel for bespoke
is level. The advantage of the latter the damper and on flat top and bottom fitting kit, depending on spec.
is that the system will automatically spring mounts.
compensate for changes in the ride AIR
height, such as more or less people or if COSTS £1,880, customer/fitter needs to
the boot is loaded with gear, for example. Generally speaking, an off-the-shelf bolt- remove spring-locating nibs on rear arms
Control can either be via traditional on kit will still need a degree of work to and replace with bolt-in or weld-in
wired switches or by Bluetooth control make it fit a specific car, so quoted prices mounting plates.
panels for gadget fans.
POWER
Not surprisingly, both air and hydraulics
will need their own power systems. The
hydraulic pump will draw a large current
and even a small air compressor will
need around 15-20amps, so a secondary
battery with a split charging system will
be necessary to ensure that the vehicle
battery doesn’t get overwhelmed by the
requirements.
RELIABILITY
Generally, hydraulic systems use older
– read industrial – technology and as a
result, pressure lines are usually double
or triple steel braided with inner and
outer lines, so they can happily run
outside the car. Air lines, on the other
hand, tend to be smaller plastic lines
and hence, need to run inside the car or
within protective conduits underneath.
Both hydraulic pumps and/or manifolds
and air manifolds should also incorporate
a default setting, so that in the event
of a power or tank failure, the pressure
is maintained to keep the vehicle in
the upper ride height, allowing it to still
Control panel
be driven.

MY CHOICE OF SUSPENSION
Ken Block
KW automotive UK Ltd Phone: +44 (0)870 990 7536

The Barn, Ropers Green Lane Mail: info@kwautomotive.co.uk
High Halstow,
Halstow Rochester,
esterr,, ME3 8AD
w,, Rochester Web:
Web: www.stsuspensions.co.uk
www.stsuspensions.co.uk
www
www.st-suspensions.com
.st-suspensions.com stsuspensions
ƍ>:;9<;>9.>80ƀƃ<.1>
.?.1><>.;ƛ

JAMSPORTSTORE.CO.UK
AVAILABLE
NOW
01604 755529 2 Lower

Lower Farm
Farm Road
Road
www.jamsportstore.co.uk
www.jamsportstore.co.uk Moulton P
Park
ark Ind. Est.
Northampton
Northampton
www.jam-sport.net
www.jam-sport.net NN3 6XF
PF_276_How-To_Layout 1 09/12/2016 14:16 Page 2
HOW TO
FIT
LOWERING
COSTS: £195.70 inc VAT
SPRINGS TIME TAKEN: 5 hours
Fitting lowering springs designed to work with standard DIFFICULTY: 3/5
dampers is a straightforward process
TOOLS: Spring
compressors – two
sets, Crowbars,
Pry-bars, Socket set,
Breaker bar, Two jacks,
Allen keys, Ring
spanners
The benefits of a set of lowering springs and as an estate, the car needs to be more so. In fact, they defeated the air
are numerous. There’s the aesthetic – capable of carrying big loads. The result tools attempting to wind the
the car looks much better. Then there is that both the front and rear springs compressors up gradually, such was
are the improvements in handling – the are a much higher rate than we have the spring force.
lower centre of gravity and typically come across and their free length is also Speaking of which, air tools are
stiffer springs will help to reduce greater than we have seen. great at freeing up stubborn fixings
bodyroll and, potentially, help the car What this means in practice is while that have been exposed to the British
to corner faster. on many cars you can simply pop the roads for decades. However, if you
Generally speaking, the best results suspension leg out of the top of the hub, don't have access to air tools, then be
are when springs are matched to on our Mondeo (and potentially other careful with very stiff bolts,
uprated dampers. However, it is possible diesel models), we needed to compress particularly if exposed thread is
to fit just a set of lowered springs to the spring in situ prior to removing the coated in road grime or rust. Use
achieve the results without the expense leg as a whole, then release and re- plenty of releasing fluid, clean
of matching dampers or potentially compress to allow its removal from the exposed threads where you can, work
trade off everyday comfort for ultimate front legs. The rear was far simpler, since fixings back and forth and if it feels
grip and performance. the suspension arm can be let down on a like it is going to shear, stop – don't
We decided to lower the Mondeo using jack to virtually free the spring keep using bigger and bigger bars.
a set of lowering springs from the Eibach completely. It still needs a little A final note – some Mondeos (not
ProKit range. These are designed compression but access is easier. ours) were fitted with self-levelling
specifically to work with factory dampers Because of this, we ended up needing rear suspension from the factory and
– albeit ones in good condition, not two sets of spring compressors at times. can be identified by non-traditional
150,000-milers – and to give the chassis And whenever the spring compressors rear dampers with corrugated lower
drop and handling improvements. come out, it is worth mentioning the sections. You need to be aware of
As the Mondeo is the diesel estate extra care needed with compressed whether your car has these fitted, as
model, it transpires it uses significantly springs. Ordinarily, they contain a huge lowering springs won't work with
different springs to those we have fitted amount of stored energy but the them – they will jack the suspension
in the past. The diesel motor is heavy examples from the Mondeo were even back up to the original ride height.
STEP 1
We started by jacking the car up and
supporting the body on axle stands, so the
suspension could hang free at full droop
STEP 2
The Mondeo uses a traditional McPherson
strut arrangement at the front
STEP 3 1 2
We popped the ABS sensor wire from the
wheel hub out of the carrier bracket. It is
held in by the rubber grommet
STEP 4
We also popped the plug off the sensor itself
so we could move it out of the way and
prevent any potential damage
STEP 5
With an Allen key and ring spanner, we
loosened the ball-joint holding the top of the
anti-roll bar drop link to the suspension leg
3 4
STEP 6
Once the nut was off, we removed the top of
the link, refitted the nut and moved it to one
side, out of the way
STEP 7
The bracket holding the brake flexi-hose
doesn't need to be removed – you can pop
the grommet out like the ABS sensor
STEP 8 5 6
However, we removed the bracket as it
needed straightening and that would be
much easier on the bench
STEP 9
The photo shows a ring spanner on the hub
pinch-bolt which holds the bottom of the leg
in place, but in actual fact we needed a
breaker bar and an impact socket to get
it to budge
STEP 10
Once we’d worked it back and forth a bit,
7 8
and after lots of WD40, we removed the bolt
completely. We also cleaned the threads up
while it was off
STEP 11
As the fitted length of the spring is so long,
we needed to fit the compressors and reduce
the length to be able to get it out of the top
of the hub
STEP 12
In the usual way, we levered the hub down
against the chassis while giving the top ribs
9 10
the occasional bit of persuasion with a
hammer, to break stiction
11 12
STEP 13
We kept going on both the compressors
and the crowbar until the bottom of the
suspension leg was released from the top of
the hub
STEP 14
Once the leg was out of the hub, we went
under the bonnet and undid the three nuts
13 14 holding the top of the strut to the body. On
the Mondeo, this is beneath a plastic cover
STEP 15
With the complete strut off the car, we
unwound the compressors, ready for phase
two of the fitting process
STEP 16
We held the leg in a bench vice and reversed
the compressors, tightening them up so that
the load on the top bearing was released
15 16 STEP 17
Then, holding the damper rod with an Allen
key, we undid the top retaining nut with a
ring spanner
STEP 18
We removed the bearing and the top cup
and set them to one side, to be refitted with
the new spring
STEP 19
We removed the original spring and
17 18 unwound the compressors, so that we could
use them on the new spring during refitting
STEP 20
This gives an idea of the likely chassis drop.
The quoted lowering is 40mm at the front
and 30mm for the rear
STEP 21
We compressed the new spring and refitted
it to the strut in the reverse of the removal
process
19 20 STEP 22
The built-up leg ready to be re-fitted to the
car
STEP 23
We fitted the suspension leg to the top of
the turret and refitted the three nuts loosely
before fitting the spring compressors, to
shorten the spring length so we could get it
back into the hub
STEP 24
21 22 Once the bottom of the strut starts in the
hole, a bit of wiggling around and it should
slide nicely home. We undid the spring
compressors and refitted the pinch bolt, the
brake hose, anti-roll bar link and the ABS
wiring
23 24
STEP 25
At the rear of the car, the spring and damper
are separate units. Normally you would
disconnect the damper to allow the
suspension to drop enough to release the
spring but in our case…
STEP 26
… we decided to remove this bolt, holding the
lateral swing arm to the bottom of the wheel
hub
25 26
STEP 27
To allow the swing arm to drop down far
enough to get the spring out, we
disconnected the anti-roll bar
STEP 28
For safety, we used spring compressors as
well as jacking up the bottom of the swing
arm, directly under the spring itself
STEP 29 27 28
With the jack almost supporting the weight of
the car (but not quite – the body still rested
on axle stands), we removed the bolt and
pulled the hub out of the way
STEP 30
We now let the jack down to release the
spring itself
STEP 31
With the spring off the car, we released the
compressors ready to reuse them to fit the 29 30
new spring
STEP 32
As it transpired, we didn't need to use the
compressors, as the slightly shorter spring
fitted the lowered swing arm at its free
length
STEP 33
We jacked the bottom of the swing arm up
again and with another jack supporting the
weight of the hub, aligned the two and
re-fitted the bolt 31 32
STEP 34
With everything tightened up, we
re-connected the anti-roll bar and that’s it –
job done
RESULTS
The before and after photos show how much
better the car looks with the new, lowered
springs on. There’s a full run-down of how
they work out on the road in the Tried and
Tested section elsewhere in this issue but for
the effort and money, well worth it 33 34
BEFORE AFTER
PF_276_Tried & Tested_Layout 1 09/12/2016 14:21 Page 2
TRIED & TESTED

MONDEO ST220
THROTTLE BODY SPACER
A slightly different Tried and Tested this It's a similar principle to that involved in
month; not an off-the-shelf item but a exhaust design, where the tuned length of
THANKS:
map-tech.co.uk
created-from-scratch throttle body spacer the primary and secondary manifold pipes
that our man Ronnie had to see what help to do the same job – create an area of 01652 408 070
effect, if any, it had on the engine of his low pressure at the exhaust valve as it
ST220 Mondeo. opens due to a pressure wave arriving.
The concept has been around for a while So that’s the theory; the idea was to see
– the idea of bolting something into the if it worked in practice.
induction system to give instant, free Ronnie had been given the spacer to
power is nothing new. In the past, they test on his car by a friend, who had made
have had textured internal finishes to up to his own specification, following
promote turbulent flow within the inlet research on the internet. The spacer
tract to try to help keep fuel droplets would sit between the throttle body and
mixed with the incoming air and prevent the inlet plenum, use the original
them from dropping out. Some have tried mounting bolts and add 25mm to the
to impart some movement to the incoming length of the inlet tract.
air, attempting to make it spin to again
improve the mixing and distribution of fuel
within the incoming air.
And some have simply extended the
length of the inlet tract, from open air to
the inlet valve in the cylinder head. The
theory in this case is that when the inlet
valve opens, a pressure wave travels back
along the inlet tract until it reaches a major
change in the system – in this case, the
throttle body itself. The pressure wave is
then reflected and when it subsequently
arrives back at the inlet valve, it creates an
area of low pressure which adds to the
pressure difference due to atmospheric
pressure to draw in more air and increase
the efficiency of the engine.

Once the motor had cooled slightly,

Ronnie and I tackled inserting the spacer.
This was a fairly straightforward task,
involving splitting the throttle body from
the plenum and simply dropping the
spacer in, before refitting the necessary
pipework. However, one thing we did
notice was that somewhere along the line,
the measurements had got confused, as
the spacer internal diameter was 10mm
greater than that of the throttle body and
the plenum. You can see this in the image
where is sits next to the original gasket.
There followed much discussion about
what effect this would have on the engine.
While it would not be as much of a
hindrance as if the ID of the spacer were
less than that of the car, and hence formed
a restriction, the resulting groove might
introduce turbulence that could in turn
have an effect on power.
There was only one way to find out and
that was to run the car up again.
A couple of ‘dummy’ runs to get the
engine up to the same temperature and
then, two full power runs – one with the
normal road exhaust and one with Ronnie’s
self-built silencer bypass system open,
allowing better breathing. We did this
The idea on the day was to rolling-road purely to see whether the exhaust system
test the car before and after to see what would come into play at all.
effect the spacer had, if any, on the output As you can see from the rolling road
of the engine. So bright and early, we trace, we saw both gains and losses, which
headed for the Map-Tech rolling road in is broadly what we would expect to have
Brigg, Lincolnshire to see what was what. seen. Typically, when tweaking either inlet
Map-Tech was already familiar with or exhaust tuned lengths, a change will
Ronnie’s car – they had carried out work have two effects – improvements
on it previously as well as providing the somewhere with a corresponding loss
data for the Mondeo rolling road day we somewhere else. This is because the
ran recently. But top man Gareth ran the benefit of the pressure wave will only be
Mondeo up for a before figure anyway, evident at one engine speed – change the
recording an impressive 225lb.ft torque length and you change the engine speed
and 226bhp to kick us off. where the advantage is.

TRIED & TESTED

In our case, we saw slight gains in both we reached his home, he had very
torque and power in the low-to-mid range, interesting observations to report. He said
with improvements until around 3500rpm that while he struggled to feel a difference
– a useful addition to the V6’s inherent in the mid-range, he did feel that the
bottom-end grunt. However, from engine felt more willing and as if it had
3,500rpm to almost peak power at around better performance at the top end.
5,800rpm, the engine actually lost a little However, one thing he could report with
power and torque before swinging to very complete confidence was that fuel
slight gains before the curve started to tail economy, on the same route, under the
off. So while the maximum figures same traffic conditions and at the same
generated by the software indicate a slight speed (perhaps a bit slower on the way
overall gain in power, of a barely up), had improved by 3mpg on the dash
measurable 1.2bhp, there was a more computer. Now this might not seem like a
significant drop in maximum torque, of huge amount but it translates to an
5lb/ft at 4,800rpm. improvement of 12%.
Surprisingly, opening the exhaust system On the basis of the way the car drove
gave the expected gains in power and and that improvement in fuel consumption,
torque but seemed to effectively eliminate Ronnie pronounced himself happy with the
any effect from the spacer, since the result. And that, as far as we are
curves for the open, ‘race’ exhaust concerned, is a win.
followed those of the original, stock engine
run perfectly, albeit shifted upwards by
5bhp and not those of the engine with the
spacer fitted (although it was still present).
So from the rolling road, the verdict was
that the losses seemed to outweigh the
gains. However, the full story could only be
understood following a road test, since the
rolling road can only show what is
happening at full throttle and some gains
may not show up except during part or
transient throttle use.
Once the Map-Tech boys had finished
with the car, I followed Ronnie on a one-
hour blast across country, on a
combination of A and B roads. By the time

PF_276_Dyno_Layout 1 12/12/2016 12:51 Page 1
ALL ROADS LEAD

TO THE ROLLERS
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Untitled-1 1 04/04/2016 18:17
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Ford Credit Fiesta race car from Elfyn Evans in this issue we spend a fit air suspension to a Mk3 ST. His
1997 in an old computer game, then bit of time with M-Sport teammate installation is nothing short of a work
set out to recreate it down to the Eric Camilli to get his take on the of art, even if it does pose logistical
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Call us on 01767 317855 or 07564 528745
07879 658746
Unit 12 Whites Farm, Great North Road, Biggleswade, Bedfordshire, SG18 9BE
www.mbvr.co.uk
RRS Rolling RD Services
SPECIALISTS IN CAR SHIPPING

AND TRANSPORTATION
Worldwide export and import services
• Customs clearance
• UK & European collection & delivery
• SAFE • SECURE • COMPETITIVE
t: 01394 695566 f: 01394 673031
kevin.lewis@rjjfreight.co.uk chinita@rjjfreight.co.uk paul.barker@rjjfreight.co.uk
www.rjjfreight.co.uk
directory.indd 112 12/12/2016 16:01

Andy’s Auto Body
Retro Ford Specialist
20+ yrs exp. Cars featured in Fast Ford
and Classic Ford
Customised gauges and pods
Custom Work • Body Kits • Re-Sprays

One Stop Gauge Shop for, Gauges, Fabrication • Show Cars • Restorations
Boost Controllers and Ready Made Kits www.andysautobody.co.uk
with Plug and Play Little Devil Looms
Unit 13 Castle View Business Estate
Gas House Road, Rochester Kent ME11PB
01634 818442
WANT TO ADVERTISE HERE?
07400 833 033

www.littledevilford.co.uk
CALL THE TEAM
01905 332980
littledevilford@gmail.com
Find us on Facebook @ Ford st South East
directory.indd 113 12/12/2016 16:01

FORD OR
NOT A FORD
We thought we’d take a look at a few different vehicles that you might not immediately associate with Ford, but for one reason
or another they either rely heavily on Ford HQ for their very existence or on the Ford parts bin for various components.
#7 JAGUAR XF
Jaguar Land Rover in the
J UK are very proud of their

creations, and so they
should be. They have some
real world-class vehicles in their
lineup that some other manufacturers
can only aspire to. But something
that JLR HQ don’t shout about very
often is their reliance on Ford for
some quite significant components in
their production.
The XF is built on the Ford DEW98
platform, which is shared with
the Lincoln LS, the Ford Thunderbird
and the Jaguar X-Type. The XF diesel
engines are also the result of a joint
collaboration between Ford, Jaguar
and Peugeot.
DEW refers to Ford Motor Company’s
midsized rear-wheel drive automobile
platform. The D/E nomenclature was
meant to express an intermediate size The first generation XF was launched in input from Peugeot, they were used in the
between D- and E-class vehicles, while 2007 at the Frankfurt Motor Show (while Jag XF, Land Rover Discovery and Range
the W denoted a worldwide platform. Jaguar was still owned by Ford) and the Rover Sport, with the snappily named
The platform was developed by both first examples appeared in showrooms in production code of AJD-V6/PSA DT17.
Ford and Jaguar engineers, and debuted 2008 with a range of V6 and V8 engines. On its introduction in 2006 the 3.6 litre
in the Lincoln LS sedan. Just at the time when the financial crisis V8 created a great deal of interest in the
Jaguar used this to underpin the hit and Ford HQ put the whole company up US as a possible addition to the F150 and
XF even after the company was for sale. Expedition ranges but Ford later rolled out
sold to TATA in 2008 right up to the Despite worldwide political and financial a redesigned version as a 4.4 litre for the
introduction of the second generation difficulties the XF was a winner and TATA US market.
model in 2015 when they switched to managed to keep JLR afloat, basically Around 2009 the 2.7 was replaced by
their own in-house design. A lighter by applying a ‘steady as she goes’ policy a 3.0 TDV6 and became an instant hit in
version of this platform was also going to the whole enterprise. This probably every vehicle it fit into and every market
to be used in the Mustang from 2005 explains why Ford platforms and engines that could get their hands on them. It is
but was so greatly re-engineered it were still in use many years after the sale. only just now being replaced in Jaguar
eventually became a whole new product Ford developed the 2.7 litre TDV6 and Land Rover vehicles as they switch to their
– the DC2. 3.6 litre TDV8 diesels in Dagenham with home-grown Ingenium Diesel range.
not a ford.indd 114 12/12/2016 14:38

PF_237_Ad
Pages_Layout
1 06/09/2013
08:29 Page 7
www.gazshocks.com
Here’s one we built earlier...

...can we build a set for you?
Escort MkII
Coilover kits available for Cortina I-V, Lotus Cortina I/II, Escort I - VI, Orion, Capri I-III, Fiesta I - V, Fiesta ST150,
GAZ Gold
Focus, Ford Ka, Puma, Sierra Cosworth, Sierra RS Cosworth 4x4, Escort Cosworth and and most other Fords
Coilovers for
Escort MkII now
come with the
option of Brand
New Steel Stub Easy height Nickel coated
Axles already TÜV and IS9000 adjustment steel outer tube
welded into Certification
position. No
need to supply
donor stubs!
Spring rates can be

altered on request.
Bump and Silicone Chrome
rebound springs available Self lubricating
NEW!
Zinc Plated Body
adjustable spherical bearings
GAZ Camber Adjusters GAZ GT Shock Absorbers GAZ GHA kits GAZ Gold Coilover Kits
Provides camber A very extensive range of telescopic Gaz GHA height adjustable kits are primarily Premium height adjustable kits for
adjustment for dampers for both modern and classic car made for the modified road car market. tarmac motorsport and the serious track
tarmac applications. day enthusiast.
motorsport and FEATURES:-
the serious track • These units can be built in various open • On car damping adjustment FEATURES:-
day enthusiast. and closed lengths. • Shortened body and stroke lengths to • On car damping adjustment
(Not suitable for allow a -25 to -65mm ride height • 62mm bodies for increased oil
road use). • Bump and rebound is adjustable by adjustment capacity.
Easy adjustment means of a a single control knob. • Coarse acme form thread for ease of • Induction hardened piston rods
FEATURES:- adjustment • Multi lip sealing.
• On-car All units in all our ranges can be • Zinc plated to minimise corrosion • Gas cell in the outer reservoir to
adjustment Anodised Billet purchased individually or repaired, by • Includes high quality coil springs in prevent cavitation and reduce fade in
• Anodised billet Aluminium return, in the event of an accident. Leda various rates and diameters. motor racing conditions.
alloy components rebuild service also available. • Spring rates can be altered on request. • Lightweight billet alloy bases, end
• Integral Top Bearing • When a coilover is unable to be fittings, seats, lockrings, rod guides and
A full range of springs are stocked at the installed a separate damper and rear coil gland nuts.
• Can be combined with GAZ specially factory for road and motorsport use. spring with a variable spring platform is • Nickel coated steel outer tube to
shortened coilover units for maximum used so the kit retains full height provide the best anti corrosive finish
adjustment. adjustment all round. possible.
• Anodised outer alloy components
Gaz Shocks Ltd Telephone:

www.gazshocks.com Rayridge House, Swinborne Road
enquiries@gazshocks.com
Burnt Mills Industrial Estate
Basildon, Essex, SS13 1EH 01268 724585

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PF_276_Cover_Layout 1 09/12/2016 14:08 Page 1

THE LOUDEST VAN IN THE UK!

JANUARY 2017 #276 £4.20

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BILSTEIN B12 ADVANCED

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DEI'S PREMIUM ONYX T4

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MK3 COSWORTH TRANSIT

MK3 COSWORTH TRANSIT

MK3 COSWORTH TRANSIT

David Hansom acquired this

D Transit just over a year ago. The

MK3 COSWORTH TRANSIT

“TO DATE THE TRANSIT HAS BARELY NOTCHED UP 25,000 MILES

MK3 COSWORTH TRANSIT

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“AFTER A BIT OF PRACTICE SPINNING UP THE TURBO HE WAS

Mongoose Exhausts Systems

KKaa £ 420.00 N/A

Mondeo ST MK2 & 3

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“THE PLY LINING IS COMPLETELY

escort van.indd 36 12/12/2016 16:13

escort van.indd 37 12/12/2016 16:13

“THE BIGGEST MODIFICATION INSIDE – APART FROM THE AUDIO

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escort van.indd 39 12/12/2016 16:14

Just look at the size of the wiring under

“THE COPPER perfect on top of whether it delivers the dB

KNOW IT’S TIME TO below 10v they’ll go into self-protect mode

videos where people’s hair starts to levitate.

escort van.indd 40 12/12/2016 16:14

Customisable suspension kits to suit daily drivers,

ALIGNMENT & CHASSIS Increased stability and response.

We are proud to be sponsors of the FOCUSSTOC, FOCUSRSOC and CALL US TODAY

ORDER ONLINE FOR FAST DESPATCH

Untitled-1 1 07/07/2014 14:49:36

rally world.indd 42 12/12/2016 14:33