You might be referring to 100 RON ultimate unleaded in that case. If indeed you are, then everyone could (and would) use it.
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Added 5 July as deadline for entries to preliminary 2.
Made the deadline to send in your car(s), three max, for review from before built year 1995 earlier to 13 June.
This is for the restomod class. You build a car or preferably take one from your existing ones. I review it, and potentially put on some restrictions, and then you go to town with the car and modify it for hillclimb use by the July deadline.
The restrictions will be mostly linked to the fuel system used or for big engines to the cam profile, to keep the character of the original car, and a semblance of balance within class.
Execution, appearance and drivability will be the main scoring factors here.
Earlier deadline date for submissions for base cars for the restomod class is because I’ll apparently be in Kazachstan for a week, because reasons, so no access to Automation.
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my DMU KT5 looks uncomfortably similar to the M30, or from a front fascia standpoint lol.
Lol, well… I did take a lot of inspiration from real-life offerings from that era (especially from the premium segment :P)
Scarab will hopefully run the Scarab Flare RX -95 for a shot at restomodding it to be competetive:
The Flare used a steel monocoque chassis with partial aluminium panels as standard and had a turbocharged 1.6 l straight 4 rated at 200+ hp. It had a sporty interior with bucketed front seats and a cheap stereo. The cars were pretty popular with the tuning crowd, being a cheap but fun car to drive and tune and stole one or two buyers from prospective VR6 buyers.
The Restomod Flare uses the same steel monocoque chassis with partial aluminium panels as the standard and had a turbocharged 1.6 l straight 4 rated at 400+ hp due to upgraded internals and a bigger tubo. The gearbox had been changed to a sequential to get the power to the pavement as quick as possible. The rims has been changed out, as has the tires. To lighten the car as much as possible, the interior and stereo has been ripped out and left a bucketed front seat. The car also has upgraded wings and front splitters for better downforce.
In the truck/heavyweight class we will be submitting the Scarab Boulder:
As standard it is a good hauler/pickup with decent amount of power and low end torque to get the goods where it should. Being rather small, it fits both in cities and on the smaller back roads.
Built on a Light truck monocoque, it’s nowhere near ideal for racing, but after stripping the interior and changing out most of the paneling to Fibre Glass, it actully got pretty light. Furhtermore, rebuilding the 4 litre V8 with bigger turbos and giving it some boost, it’s now a monster on the track. Changing out the tires for 21/35/275 slicks gives it at least some grip and fitting a good amount of wings and lips takes care of the rest.
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Restomod Entry #2 (2nd entry approved by Private_Miros)
Base Car: 1948 Boccaccino Sivanae Coupe Speciale Supremo
The 1948 Boccaccino Sivanae was always a car of contradictions. Released just after the end of the war, into a impoverished nation, this ridiculously priced range-topping sports car was essentially intended to defraud buyers. Featuring a 3L V8 engine and chassis that were uplifted from a commercial truck and then modified for use as a car, and an awkward 4x4 system from an offroad vehicle, on paper this thing should have been a complete failure. What it did have, however, was a magnificent interior, features that rivalled Rolls Royce and Bentley, and somehow the car was imbued with a feeling of passion and connectedness that belied its agrarian roots. Whilst the car itself was never really that popular or desirable, it’s value slowly increased over the years purely due the oddity of the model and it’s place in the history of a company that survived many threats to its existence (mostly of its own making).
Restomod:
Rescued from a country barn in Germany, this restomod was originally planned as a more regular restoration faithful to the original vehicle. Unfortunately during the process, it was discovered that not only was the cost going to be prohibitive, but the drivetrain and structure of the vehicle was so extensively damaged that the job became impossible. With the coincidental release of the applications for the Restomod class in the upcoming 2020 Great Gasmean Hill Climb, a new direction for the project emerged!
Open Heavyweight Entry
Base Car: 2016 Epoch Bear SE
The Epoch Bear has been the workhorse of the Epoch range since the year 2000. Built in many variations for many different markets, the SE trim’s stand-out feature is its turbocharged v8 engine. Careful design and tuning of this engine led to effortless low-end torque along with quite reasonable fuel efficiency. It was never going to win any drag-races against proper sports cars, but it could easily surprise a few people at the lights!
Modified Car:
For the 2020 Great Gasmean Hill Climb, Epoch decided to enter a factory-backed racing version of its Bear SE van as a last-hurrah for the model, as it was to be retired at the end of the year. Stripped of anything and everything non-essential, fitted with the largest wheels and tyres available, and with the grunty v8 tuned for power instead of torque, this vehicle is ready to force people to question how fast a “racing van” could possibly go. Oh, and just for the challenge, it’s still utilising its standard 2v SOHC head!
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You have 24 hours left to send me a base, unmodified car, that you can use as a base for the restomod class. Any vehicle older than 1995 will do. It can be any car from your lore, other competitions, or newly built.
1975 SW Spork
This hatchback started production in 1975, it is equipped with 70 HP 1.7 litre inline 4. Front wheels do all the work as it is front wheel drive. It didnt achive much popularity but it at leased sold some to make profit. Nothing else special about this car, but SW Motorsport divison is planning to upgrade this Spork into a hillclimb racing car.
Never a particularly sensible (or safe) car, the KGB Stealth never sold particularly well citing tiny brakes as a primary concern in popular reviews.
But that was 1992.
In the following years the Stealth gained strong appeal in the tuning community with it’s unholy trinity features setting it apart from the pack.
- Beefy 2.8L turbocharged factory engine
- Rear engine layout
- Cheap. Like suspiciously cheap.
This bred a long line of aftermarket gems to drag this mainstream dumpster fire to the finest street racer ready to hoon quiet villages across the world. Brakes, tyres, turbo, wings, wider, wider, wider, WIDER.
Fast-forward to 2020…
Presenting the KGB Stealth GRU Edition - developed by KGB’s in-house tuning company GRU (Giga Racing Unlimited)
- Fully stripped out to accomodate a intricate rollcage around the centre-mounted single bucket seat
- Aerodynamic splitter, canards, dual level spoiler and GIGA wing generating 636.5kg at 145mph
- Alloy wheel pushed out to R18 245/40 front - 295/35 rear on semi-slicks
- 375mm front and rear vented disc brakes dissipating any braking fears
- Original 2.8L I-5 turbo completely rebuilt to deliver 326hp@7600rpm with a 8500rpm redline
- AWD system delivering 20/80 split to handle the new beefed up powertrain
- 5 speed manual swapped out for a 7 speed sequential gearbox to keep you on full attack for every moment
- MSRP $58,000
GRU isn’t pulling any punches and will represent KGB in the Great Gasmean Hill Climb 2020 in the restomod class.
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Has anybody working on their restomod entries had the reliably drop to zero on the modern variant of the engine, although all the components are well in the green?
This is a flame out of the carburetor. Don’t go too crazy on the turbo.
Mine are both NA, so nope 
You quadruple the output of a 1968 engine with a 2020 turbo and suddenly “you’re a loose cannon” and “you’ve gone too far”.
I mean, this is a show event, a little flame should be expected.
(Thanks, that was it. )
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"1951" Fennekin Crown U100 Syren Sportage Hillclimb
Based on the Crown U100 by Fennekin, the team at Syron Sportage USA completely gutted and reworked it on it’s own custom Made spaceframe chassis. A 6.5L V10 was lifted from a Heracles 922 GT and entirely rebuilt to be as powerful as possible.
The U100 will be run by Syron Lead Engineer and Main Driver Rebecca Nightingale (USA) in the Heavyweights Class
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For three years after founding the Mugdock Elmsley Owners Club, James Thompson was its only member.
He endured.
James Thompson has never been afraid of a little hardship. He is not held back by such boring sentiments as comfort, rest or common sense. He does not, as some put it, chill. James Thompson has been forged on an anvil of three children, under the hammer of a wife who dislikes the shed being on fire (Again, Jim? Really?) and has come out the other side still liking them. He is bulletproof. He is the sort of man, to whom changing out the needles and rebalancing your carbs sounds like about as much work as scraping the frost off of your windshield.
And I AM talking about your carbs, because he already did his last night. It’s no trouble helping, really.
There are still only two Elmsleys in Mugdock, both his own, but through an absolute knowledge in everything branded with the chromed E and sheer pigheadedness in recruitment, James Thompson has brought the club charter up to thirty nine other cars from across three counties. A formidable collection by any standards. Some of those are mint condition show cars.
To Jim, the crown jewel of the collection will always be the Deer Hunter.
In 1977, a young man by the name of Calum Wilson bought a heavily used beige-on-gray 1968 Elmsley Condor 2300 Estate as his first car and signed it up for the Forrestburn village hillclimb the next day. The Condor was a comfortable family car, never meant to be driven in anger, let alone thrashed around a narrow hillside track. Needless to say, Calum and the Condor came last.
However, they did put on quite a show, and the word “talent” was mentioned many times in pubs later that night.
The next year, the pair was back under the racing number 71, and though the Condor still looked rather run down, the noise it made turned heads. Something about the ride looked different. By the evening, the car had been named the Deer Hunter - for the look in the favourites’ eyes after Calum Wilson had clocked his first run.
This was, of course, the same Calum Wilson that went on to win the 24 hours of Braxton Hill three years in a row and stood on countless podiums in the Turbo Tourers World Championship in the eighties. The Deer Hunter, perhaps not the right conduit for the full magnitude of his ambition, was lost somewhere during Calum’s career.
Until James Thompson found it.
A lot of what Calum had done to the car for Forrestburn was reckless, dangerous and, to put it bluntly, illegal. The following years had been no easier on it, to the point where its final resting place might well have been that village junkyard. Over several years of hard work, the Deer Hunter has now been restored, following the spirit of the original more than the actual mechanics. The car still has its steel bodywork, though the fenders have been rolled to receive more sticky rubber. The engine has been reverted to a less explosive configuration, but with a turbocharger added to make up the power. The car remains rear wheel drive for authenticity - though in contrast, James has installed two buckets in the back to replace the seat Calum “lost”, because what’s the point of an heirloom car if you can’t give people rides in it.
For the Great Gasmean Hillclimb, TTWC star Allen Hamilton has agreed to pilot the Deer Hunter, as a nod to one of the all-time greats.
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That’s… a lotta lore
Seemed like the right category for it.
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