Automation Speedhunters - Share your modified and classic cars!

Hey guys! This thread is, as you can see, a Speedhunters thread dedicated to Automation cars. Think of it like AutomationTrader, but instead of selling your creations you're simply showing them off. These might not fit into your normal company thread, so you can showcase them here! Hell, you can just show off some random Automation photoshops and that would absolutely work.

But, like, what’s the point? I, like, don’t even get it.

Much like the AutomationTrader thread, it’s just to have fun. Go ham! Make your “builds” as realistic or as fake as you want. It’s all up to your imagination! Feel free to show off anything at all as long as it’s related to the topic. There’s not templates or anything, but some writing in an article form could be cool.
Oh, pictures are greatly appreciated!

Some ideas for thought.

  • A “progress” build showcasing the production of a project car.
  • A new body kit for a car.
  • A build showing off a modified car from your or anyone else’s brand (with permission, of course.)

The possibilities are really endless. I’d be thrilled to see some cool stuff here. So, have fun building, and thanks for dropping by!


##Zast-I.R.I.S II Mk.2 R

(A half-assed photoshop by me,had to resort to skewing and transformation tools)

Automation Pictures:

Original from the orignal Zast II 1972

Final product after given to I.R.I.S Design

Stats (Zast-I.R.I.S)

V8 layout Turbo charged Direct Injected
Capacity: 2505 cc
Power Output: 463 hp @ 9200 RPM

Chassis made of Galvanized Steel and Fibre glass panels in a weight of 1481.6 kg
Macpherson Struts at the front and rear
Laps the Automation Test Track at 2:18.87
Goes 0-100 in 3.8 Secs and to a top speed of 275 km/h


1995 Maula Merna

A super-tuned version of the Erin Merna Mk 5 that consisted of a slightly detuned version of the 2.0l i4 engine from the BTCC touring version, fibre glass body panels, massive wheels and roll cage in the back.

It came into existence after a tuning company-come-race team got their hands on a normal Merna and started messing around with it. Having lightened it and tuned the standard 1.6l engine to the max, the got in contact with Erin in late 1994 to see if they could get a deal to build versions of the 2.0l Touring Car engine that powered the BTCC version, as well as a license to build aftermarker fibreglass body panels. After some negotiating, a deal was made, and Maula setup a small production line in their warehouse in Exhall, Coventry, to convert Merna’s into these tuned versions on request from customers.

The car was mad, and totally unsuited to the road. As a track car, however, it was about as close as you could get to owning your own race car. Very fast, very sharp and very uncomfortable, it could easily compete with actual race versions of the Merna. On the downside, the massive weight saving and fibreglass body panels made it very noisy. But that wasn’t why you bought one of these anyway.

52 were made in total. between 1995 and 1999.

Engine: 2.0l i4 with race-grade parts and race exhaust
280 hp, 8400 rpm redline, dreadful reliability


  • Body panels replaced with fibreglas replacements
  • Interior stripped out, two bucket seats fitted with 3 point harness as standard and roll cage
  • Aero body kit with front and rear spoiler
  • 20" , 195mm rims
  • 6 speed race transmission with geared LSD
  • Race suspension parts with race tune

0-60: 5.1 Seconds, Top speed: 163 mph
Weight down to just 905kg
ATT Laptime: 2:15.17


The Maula Merna is a true contender for the title of “nuttiest 90s hot hatch” in the whole of Automation! It’s effectively a silhouette racer, but as a track car it does the job with ease.



This is a rare find. In the final days of the fascist Spain, the Seat 600 had already slayed every other car in the compact/micro car market. However, this did not stop Contendiente from showing his own microcar, to try and beat the Seat 600. Pulga is Spanish for “flea”, and this car’s size can remind you of one. With a naturally aspirated 1.3L Inline 3 engine, with mechanical fuel injection, developing 59 horsepower being transmitted to the rear wheels, and weighing only 700 kilos, this car was quite agile.

However, the Seat 600 was an icon in the 70’s Spain. And as it had already done with any car standing in it’s way, it stomped the Pulga out of the market soon into production. Only 106 were made in total before being thrown out of production. It is really rare, and obscure. No one wanted one back in the 70s. And only enthusiasts want one nowadays.

We found this one in a collector’s house in Barcelona. It has been restored, and the engine has had to be rebuilt twice, but always with similar parts. The design choices were indeed quirky.

You can appreciate how compact this car is in this shot.

Something that caught our attention is the wing over the trunk, trying to give it a “racey” or “sporty” look.

Unfortunately, the owner refused to give us a lift in it. In his words, “it is like a painting. It is meant to be seen, and appreciated, but not touched or used”.

Engine: 1.3L Mechanical fuel injection I3. 59hp @ 5000rpm.
Chassis: Galvanized steel. 700kg.
Transmission: 4 speed manual.
Suspension: MacPherson/Semi Trailing Arm.


So I found this low mileage survivor '65 centauri marauder at auction.

It’s a factory straight 6 backed by a two speed auto, pretty base as these cars go so even in as good a condition as it’s in I picked it up for a song.
I wasn’t looking for a collector piece, I wanted something different and unusual, so I got to work under the hood. The block was in good condition but it had plenty of meat that could be punched out safely so I had it sent off to be bored .075" over and notched to accept the big stroke crank I had planned.
The heads didn’t flow all that well stock but like the block they had a lot of extra meat to play with, so I sent them off as well to get their flow path straighten enlarge the combustion chamber to match the overbore and get the seats recut to accept larger valves. With the engine out getting machined I got to work on body sanding down the few rough spots and rust adding a bit of filler to smooth out one fender then sprayed her jet black, the running gear came next.
There wasn’t a lot of rust underneath must have been a desert car for a while because those bolts came out easy with just a bit of PB blaster. Off came the soft OEM shocks and springs up front and on when a new set of adjustable coil overs, while I was there I pulled off the old hub and small single piston caliper setup and swapped in a aftermarket system for a newer '08-'13 marauder GT that would bump the front brakes up to a beefy 12.8" disc backed by 3 piston calipers, the rears were a little trickier but I found that the rear disc hubs from the last generation centauri razorback ute would bolt right up, it wasn’t a sport Ute but it was close enough in terms of stopping power, and anything would beat that drum set up that the 6 cylinder Marauders came stock with back then.
A set of performance lowered mono-leafs with slapper bars in back would match the drop I was planning for the front, right around 3 inches once the engine was back in, matched with an upgraded set of single tube dampeners and a stiffer sway bar should help keep the rear end planted during hard cornering and launches. Speaking of the rear end those 2.73 open gears might have been alright for a dull cruise but it would be falling on it’s face if asked to perform at a track day or at the strip. So in went a set of 4.55 gears with centauri power^2 “p-squared” auto locker, it might be more streetable with a more modern limit slip, but I think the character of a auto locker fits better with this kind of resto-modded street rod. When the block and heads came back I got to work.
This 3.8 liter straight six made a yawn inducing 140 hp new and it was time to step that up, big time. Fresh from it’s machining and hot bath the block was ready for the new internals, a forged stroker crank, forged I beam rods gave the bottom end the toughness I’d need, and a set of forged flat top pistons bumped the compression up from 7.2:1 to 9:1, I’d gone with relief cuts as I planned on running a more extreme cam and rocker ratio to help this motor breath at higher rpms so I wanted to be sure I had plenty of clearance. Upgrading to Roller rockers, with a larger 1.7:1 ratio, pushing against new beehive springs and titanium valves means less friction and less weight with more lift in the valve train so I should be good for higher rpms, and given this motor’s stock 5000 rpm cut that’s going to be important for making big power. I’m looking for more than just a hot thumper cam for power though, I want boost too, so a composite fel-pro permatorq head gasket with ARP head bolts should keep the lip on her once the boost comes up. And that boost will be force fed through a custom long tube, double exit, carb hat sitting on pair of boost referenced 650cfm 4 barrel carbs. With the engine mostly assembled I had to figure out a transmission for this 'rod, a lot of builders will go with a 4 speed auto, maybe with a ratchet shifter, but me? I like the feel of shifting and working the clutch, fortunately for me the 3.9 shared it’s bellhousing bolt pattern with the later 5.1 liter small block centauri V8 of the 70’s to 90’s, so I was able to source a remanufactured 5 speed that bolted right up and should hold up better to the extra power. With the transmission on it was time to drop the engine back in, it took a little wiggling, and two try as I had to shave off a bit of the transmission cross member, and cut a hole in the hole in the trans tunnel to accommodate the shifter, but minor issues aside it slid in pretty easy. Measuring out the driveshaft I found the 5 speed is about 4 inches longer than the old 2 speed I replaced so off went the driveshaft for shortening and a refit on the ujoint while it was already there. Next up was plumbing and mounting the turbo, radiator, and intercooler. The turbo, a 74mm unit, proved to be a pain to mount, it kept getting in the way of the brake booster, knew I should have changed that first, with a little modification you can mount up a 4th gen Marauder’s booster which I really should have done anyway with with the upgraded system, and it’s physically about 2 inches shorter which just let’s us clear the turbo. In went a double cored aluminum radiator to better manage the heat, and a air to air intercooler mounted just infront of that. I want to run this on pump gas so the ability to adjust the ignition curve is crucial, a HEI distributor and MSD ignition box open up a lot of possibilities, and I suspect I’ll be pulling a lot of timing out to keep this from pinging under load. The fuel system has to be addressed next, blowing what will probably be 15 pounds of boost through a carb means a in-tank fuel pump, larger lines, a bypass regulator, and a return line. Piping in the exhaust came next, 4" pipe from the compressor to the tailpipe with a single straight through glass pack to add some rasp to it. I did add a threaded bung for a wideband O2 sensor so we can fine tune the ignition once we get on a dyno.
the driveshaft is bolted back in it was the moment of truth, would she fire up? Yes! After four long cranks, taking off the hat and filling the bowls then finding I’d crossed 2 wires off the distributor she started and rumbled with a loping idle begging to be opened up. A set of staggered 245/50R16s up front and 285/45/R16’s in back on American Racing mag rims wrapped in semi slick summer rubber completed the look some on road tuning and two trips to the Dyno smoothed out the ignition curve and our final pull for power showed 516hp @6300 rpms and 461ft-lbs @4500 with a surprisingly flat curve from 3100-6000 rpms.

She runs pretty rich at part throttle and spits a flame or two on power shifts, but man does she haul now, 12.39 @118mph at Swanson and I can put Porsches and Ferraris to shame at the local airfield autocross.

nialloftara - centauri (43.6 KB)


Ignoring that fact that it drinks fuel at an alarming rate, your tuned Marauder would make a great left-field drag racer - nobody expects to be blown away by a six-cylinder classic pony car with a turbo!

Now here is my first modified car on this thread - it isn’t from any of my brands at all, so I’ll give credit to @Speedemon for providing the original design.

Wild Woolsey: From Turbo Four-Pot Weakling to Atmo V8 Beast

Last year, I bought a brand-new Woolsey WS3 for use as an everyday driver. However, after owning it for several months, I was underwhelmed, to say the least, despite the high-quality interior. It wasn’t fast enough, and more importantly, it wasn’t exciting enough to drive either. Most disappointingly of all, there were no sporty variants in the range, as far as I was aware. At least the underpinnings - an AHS steel chassis with a double-wishbone front and a multi-link rear end - showed some potential. So I undertook a project involving the Woolsey which would either be utterly insane… or incredibly inspired. In fact, I was wondering if it would turn out to be both…

The first step was to replace the engine and transmission. Out went the WS3’s weakling of an engine - a bland and quiet 2-liter turbo straight-four - and in came a 6.4-liter normally-aspirated V8 crate engine from Australian manufacturer Albury Motors, specifically the Hi-Comp version with its individual throttle bodies. The new engine, with twice as many cylinders and more than three times the swept volume of the stock unit, developed 500 (metric) horsepower - more than double the output of the four - without breaking a sweat, so I left it as it was, although the larger dual exhausts barely fit the cut-outs in the rear bumper. I also wanted this to be a driver’s car first and foremost, so the 7-speed automatic was junked in favor of a 6-speed manual, complete with a gated shifter (an item which, sadly, has been consigned to the history books). In addition, the complex electronic LSD was replaced by a much simpler and cheaper Quaife mechanical LSD.

Visual mods were limited - I fitted subtle lip spoilers at the front and rear to provide more high-speed stability, and swapped the stock fenders for reshaped items. The reason for doing so was to allow fitment of 20-inch lightweight forged alloy wheels at each corner, shod in 255/30ZR20 Michelin Pilot Super Sports. All the power and grip in the world is useless without adequate brakes, however, so I installed a set of AP Racing brakes - 330mm vented discs up front with 6-piston calipers, and 275mm vented discs with 1-piston calipers in the back.

The biggest change from stock was replacing the hydropneumatic suspension with a set of KW coilovers incorporating progressive springs, passive sway bars and adaptive dampers, tuned to provide a sporty feel without excessive loss of comfort. Inside, the interior was retrimmed and the overly complex infotainment system replaced with a simpler, but still high-end, aftermarket unit, although all five seats were retained for practicality’s sake. Finally, the car was resprayed in a menacing gloss black.

Such was the comprehensive nature of the modifications undertaken that the end result was, to all intents and purposes, a totally new car. A colleague of mine who had helped me with the build called it the “evil twin” of the stock WS3, since it was capable of speaking softly and carried a huge stick. But the proof of the pudding was in the eating, and so I decided to test it - not just on the road, but also at the track.

Before it underwent its drastic transformation, I drove the WS3 at Queensland Raceway. I was shocked to find out that it had absolutely no business being at a racetrack - as its turbo four droned tunelessly, it clocked a best lap of 1:46.81 from a standing start, and understeered like a drunken sheep all the way through. One can only wonder how much faster and more involving my custom-built V8 version would be…

…and sure enough, I returned to the track not long after the build was finished. This time, the WS3 managed a best lap of 1:26.35 - a whopping 20-plus seconds faster - but it came as no surprise considering the extent of the changes I had made. What was surprising, though, at least to me, was the ease with which it lit up its tires while cornering. With so much more power and torque being sent to the rear wheels, it was easy to break traction in the lower three gears, but once it started getting sideways, keeping it under control was a breeze. To prove the point, I drifted all the way around the track after my hot lap, trashing a whole set of tires in the process. Incredibly, the WS3 was now 26 kilograms lighter than it was previously (and the weight distribution hadn’t changed much, either), which helped with dynamics even more.

On the road, the deep, angry roar of the V8 made bystanders take notice from far away. The exhaust note was louder than stock (unsurprisingly), but not too loud - it helped that the exhaust system came with bypass valves as standard, and at any rate, it sounded like a real muscle car should (and better than today’s turbo hybrid F1 cars to boot). Turn-in was much sharper without feeling overly nervous, and the ride, though firm, was not too harsh, with excellent body control.

As for straight-line performance, the 0-60 mph sprint could now be accomplished in half the time compared with stock, while top speed increased from 140-ish mph to just over 186 - also a humongous improvement, although one that would only be needed on an autobahn. And quarter-mile runs took almost four fewer seconds than previously. About the only downsides were the monumental running costs - chiefly due to massively increased fuel consumption (not helped by the Albury V8 requiring 95RON premium unleaded) and the expense of replacing a full set of tires - but the colossal increase in reliability should compensate for it somewhat.

So, in short, by completely re-engineering the WS3, I created the brutally fast, tire-smoking, supercar-baiting Q-car I wished it had been. Yes, it was an expensive endeavor (in the short and long term), but the result was totally worth it. And no, I will not sell it off to anyone, for now at least (although I will let others drive it, if they are skilled enough): I will keep this beast for as long as I can. In fact, this build had me wondering: Why didn’t Woolsey, a well-known and respected Canadian brand, build their own sporty variants of the WS3, powered by a tweaked version of one of their own engines?

In a word, economics. With downsizing now commonplace throughout the automotive industry, few companies are willing to install a larger engine and/or one with more cylinders, particularly if it’s normally aspirated, and due to increasingly strict government regulations, they can’t often afford to sacrifice economy or cleaner emissions; moreover, as automatics become increasingly advanced, manuals are becoming increasingly rare - another reason why my build bucked both of these trends. However, as this build demonstrates, there are still plenty of tuners who embrace the maverick spirit of the time-honored engine swap and are willing to go to considerable lengths to realize their dreams, no matter how outlandish they may be.


#1985 Merciel 318 Prototype Custom

A stock 318 Proto from 1976 was fitted with a 2.9L V6

In 1976 Merciel revealed their new 318 Prototype. Designed originally to compete against the Lancia Stratos, the 318 Prototype design was eventually scrapped with only 100 models produced since the 1975 redesigned Merciel 114 Rallye was more than capable of matching the Stratos and was significantly cheaper than the 318 Protoype.

The 114 Rallye got an upgrade in 1975 in the form of a 2.1L V6, making it just as fast as the competition.

However, the few cars that managed to get on a rally stage were very serious competition, with an independent team running a 318 Proto managing to beat the Merciel Factory Team in the 1977 in the Portugal Rally. However, by 1978, the 318 was already outdated with the rising number of turbocharged rally cars entering the competition.

During 1985, in the middle of the madness of Group B, an independent team with a Merciel 318 Proto decided to do the insane job of swapping out the old HA-P29DA 2.9L V6 engine, fitted to the car originally, with the infamous PR28DA 2.8L V8 from the Merciel 124 Group B Rally car (Formerly known as the MBS Vole Mk III).

The new PR28DA Custom had plenty of space to fit into the engine bay of the 318 Custom

With new custom built internal components, a new turbo, and a custom intake, the PR28DA Custom produced 570HP, 50 more than in the engine of the Merciel Factory Team 124 Rally car. The result of all this was a mid engined, rear wheel drive, Group B monster that was more unpredictable and uncontrollable than any other car. But in the hands of a skilled driver, the extra power meant that the 318 Proto re-emerged and once again became a force to be reckoned with on the Rally stages.

Top Speed: 183mph
Weight: 1104kg
0-60 Acceleration: 3.7s
ATT Laptime: 02:14:67


My god I bet that sounds amazing!

1 Like

#Upon The Wings of the Eagle

So, I got invited out to this event at Pikes Peak. Some hill-climb event, or something. A small company called Maurus sent me an email a few weeks back, asking if I’d like to have a look at their beast, as they called it. I said sure, couldn’t hurt to look at something different for a change. Well, what they invited me to was silly. I was not ready for the forthcoming event.

The morning before the day before the event, I packed up my Bonham Chaucer, and headed off to the warehouse where Maurus had set up near by. The first thing I saw was some strange cars. One very blue Bogliq Kitten from 1985. a very low Maesima of some kind. Looked like a wagon. A mint condition 80’s Erin Scarlet. Oh, and a Seishido CS with some… tasteful mods. Despite the cars, I parked my Chaucer, and wandered into the garage.

The Maurus Eagle, up on stands after it’s run

First thing I saw was the Eagle. Painted in a simple blue. The next thing I saw was a very thin man with very long hair come walking over. This was Jakob Maurus, the man behind the Eagle. He greeted me, and took me for a walk around the garage. There was quite a bit of pornography on the walls (That’s why the photos are from one side) and then I was shown to the underpinning of the Eagle. 2L V6, taken from something, Mr. Maurus never said, with a pair of snails thrown onto the side. This thing makes 386hp, with “a lag the size of the kremlin.” Honestly, the sight of the main body, with the bonnet wing, and big fuck-off tailwing, is really a strange sight. Add the fact it’s on semi-slick tyres, and has no tail lights, this is made to climb.

Maurus offers to take me as a passenger, as it does have 2 fixed seats. I declined, and instead watched from a drone that one of the other crew had. It weigh nothing, at 998kg, and was able to climb pretty damn fast. Jakob said that his run today, at a 10:48.something, was a good step forward, as they towed the car back, attached to the Scarlet of all things. Mr. Maurus said that I was welcome back to the HQ at any time.

I don’t think I’ll be going back just yet…


Beware of fleas.

Remember the original Contendiente Pulga? Yes, the rare car we reviewed a few days ago. Only 106 were made before Contendiente cancelled the production, and two of these have been recovered by the company and rebuilt, so they can be shown in their car museum. But, something special happened this week.

Contendiente announced a collaboration with Luceat Studios. They’ve rebuilt, tuned and redesigned one of the original Pulgas completely. This week, the Contendiente Pulga Luceat Stage II was revealed.

The suspension has been tuned to the extreme for optimal cornering (1.18G!) , and the engine has been improved via aggresive cam tunes, a better flowing exhaust manifold, better intake, a higher redline and a catalytic converter and muffler removal. This allows the engine to achieve 100hp instead of the previous 59hp (bear in mind that this engine is a NA 1.3L I3 from the 70s).

Luceat Studios then redesigned the body completely. They made it more aggresive, more elegant and more aerodynamic, but at the same time kept the essence of the original Pulga. Their attention to detail is nearly perfect.

Aerodynamics also saw an improvement, improving cooling and downforce in the car. An upgraded wing ensures that the rear wheels (it is RWD) stay glued to the tarmac.

Contendiente’s CEO, Esmeralda Gómez, qualified Luceat Studios’ work as ‘the most professional she had ever seen’ and said that “her father would be proud of what the boys at Luceat did, and that she sure is”. Petrov Mikhailovic, head engineer, declared that it was a pleasure to work with such incredible car artists.

Unfortunately the test driver can’t lend us the car yet, so the review will have to wait.


Manic Mole: Lame Duck to Top Dog

Edit: Whoops, sorry, credit goes to @rileybanks, not @Fayeding_Spray, for providing the car.

Having just turned a luxobarge into a drift monster, I began thinking about what my next project should be. One Sunday afternoon, while trawling the small ads online, I discovered a matte red 2016 Mole Abbatoir. Given that the automotive press didn’t quite warm to it as much as they’d hoped, I considered it a prime candidate for modification, and bought it on the spot.

Here is the Abbatoir as it was originally built. It certainly looked angry, but to me it seemed overdone from the front and unfinished from the rear. The real problem areas were the active suspension and transversely mounted atmo V6 engine; the former added plenty of unnecessary weight and complexity to what was intended to be a lightweight sports car, and the latter was not only strangely underpowered (especially in the lower rev range), but also much too rough for my tastes. It was these which had to be swapped out for much more suitable components- but with what?

Another look in the classifieds provided the solution. Someone had decided to sell off a full set of KW adjustable coilovers and an SMG WMS30 flat-crank V8, both of which went unused due to what the seller described as “financial issues”. Naturally, I bought both, and set about retrofitting them to the Mole.

Surprisingly, the flat-crank V8 that would go into the Mole’s cramped engine bay was small enough to fit inside such a small space - but only just. Developing 360 horsepower on super unleaded and boasting two-stage variable valve timing, this direct-injected bespoke powerplant was not only smoother than the original engine, but also more responsive to throttle inputs; installed in a car as light as the Abbatoir, it would make overtaking a breeze, and on top of that, sounded like little else in the motoring world as it screamed all the way to 9,000 rpm - 200 rpm lower than the V6, but still stratospherically high by any stretch of the imagination.

Installing the coilovers required the removal of the factory active suspension kit, but in all honesty such a complicated piece of hardware never belonged on a car as light as this. Careful tuning yielded a setup that would work well on the vast majority of tracks and yet still be capable of dealing with road use. That said, having just replaced the standard seats with lightweight fixed-back items and removing the sound system, I had no intention of using the Mole as a daily driver, although it didn’t have to be one anyway.

Other mods included new AP Racing vented discs (330mm front rotors with 4-piston calipers and 270mm rear rotors with 2-piston calipers), 18-inch forged alloys wrapped in 30-section tires (225mm up front and 245mm at the rear), a Quaife LSD (seeing a pattern here?) and a new six-speed gearbox with adjustable ratios. All in all, these transformed an underwhelming product into a giant-killer. But the most significant changes were yet to come.

Compared to the Woolsey, visual mods for the Mole were much more comprehensive. The front and rear clamshells were replaced with cleaner-looking items from the privately campaigned race version of the Abbatoir, with the latter incorporating additional vents and a low-rise adjustable rear spoiler. In addition, larger air intakes and a slanted rear window were fitted, while the exhaust pipes now sat in the middle of the rear fascia. Finally, the entire exterior was resprayed in gloss white.

Testing at Queensland Raceway revealed it to be almost three seconds faster than my nut-job Woolsey WS3 V8, and much quicker to 100 km/h to boot. As such, it would be especially effective on more technical tracks such as Winton Raceway. On the road it was an absolute blast, too, although the absence of a stereo might end up being more annoying than useful if this V8 Mole were used as a daily driver (which I won’t). So was it worth it? Considering that the Mole had gained a lot more pace and agility from the transformation (and emerged from it looking much better to boot), I think the answer should be a definite yes - and I will keep using it as my track car for as long as I can afford to.

1 Like

Uh, the Car is from @rileybanks not me.

Damn, that’s good!

#Clean and Controlled: a RJ10S Kimura Helruna Done Right
###Lately, we’ve noticed that untouched Kimura Helruna’s are starting to disappear. Much like the S13s of similar vintage, the cars are a perfect platform for drift missiles and underground racing. However, when take a step back, you realize how few are left stock. Well, if you’re going to modify one, you might as well do it well.

Meet Tyler’s RJ10S. It’s a 1990 model, the year the Helruna was introduced to the world as an affordable, fun personal coupe. The list of modifications is rather minimal; 17x9.5 Enkei NT03+M wheels adorn the Falken tires, which operates under full Eibach coilovers. The result is a low, sleek stance that the Helruna was made for. The brakes are taken off of the E46 BMW M3, so there is no lack of stopping power. Most of the changes on the car are really on the suspension and engine; if you’ll notice, the car is pretty much bone stock outside. It even has it’s original coat of Sirius Blue paint; a great color in the light, if I do say so myself.

Under the hood is the famous G4M series engine. In it’s original guise (it’s a mouthful to say; G422MTMS86 - G series, 4 cylinder, 2.2 Liter, Monoturbo, Medium-sized, Sports, 1986), the G422 produced a healthy 217 HP and 210 lb-ft of torque. However, Tyler decided to add some punch to his. A Carbing strut bar is stretched across the engine bay. A full GReddy turbocharger and intake setup comes as well; all in all, the car now produces about 270 HP and 255 lb-ft to the wheels. The G4, known to be a very sturdy if heavy engine, didn’t need any internal upgrades. The 5-speed manual and geared Limited-Slip diff also handled the course well. To be honest, if you’re going to modify your Helruna, do it in a way which satisfies you. Just keep in mind all of the few which haven’t.

Bonus pictues


Now this is a prime example of what I call mild mods - not too extreme but still enough to give useful extra performance! And where did the background for your pictures come from? Is it from GTA V?

Edit: it’s nice to see someone taking full advantage of the UE4 version while it’s running smoothly. But the background still looks like it came from GTA V.

Everything was done in the UE4 update (except the engine bay), but of course with Photoshop touchups.

#1966 OAM Chevalier Custom

Woops wrong Custom (The suspension broke… :frowning: )

Much better :slight_smile:

##Original Model + Info

The fourth 1966 OAM Chevalier (in Laguna Green) ever produced, in the workshop following restoration.
In 1966 OAM released their first car, the Chevalier. Powered with a General Industries Medium Block 5.1L (311CI) V8 Crossplane engine, the Chevalier looked impressive with its front and rear double wishbone suspension, not often seen in many cars of this period. However, in the over saturated muscle car market during the period, the Chevalier failed to sell, with many ending up outside in the factory parking lot. The car was saved only by the movie, The Vice, which boosted the sales enough for OAM to survive into the 1970s allowing them to release their more popular cars such as the RoadCruiser and the Traveller.

Nowadays, however, the 1966 Chevalier is considered a classic muscle car, and a must have for any muscle car collector. Unlike most of its contemporaries, the Chevalier was nice to handle, owing its relatively good handling characteristics to its front and rear double wishbone suspension. The 5.1L Medium Block V8 fitted to the car also made a sizeable 205 hp, propelling it to a top speed of 124mph.

##OAM Chevalier ‘Pursuit Custom’

This specific custom model was built in Indiana, where OAM is based, by a private owner. The Chevalier Pursuit Custom, as it is known as, is a modified 1966 Chevalier, based on the custom Chevalier featured in the 1966 Action movie ‘The Vice’. This ‘Pursuit Custom’ also featured a cameo in the 2006 reboot of ‘The Vice’, albeit as an homage to the 1966 movie.

Under the hood of this beast was still the same 5.1L V8 engine from 1966. However, this custom engine was fully refurbished and modified with more modern parts including a new direct injection fuel system ‘borrowed’ from the much more modern OAM Chevalier II’s 5.9L BZ Large Block V8. This meant that this car produces about 350 hp, 150 more than the original. To take the extra 150 horses, the Stock Chevalier tyres have been replaced with smaller, but wider wheels and new custom wheel arches were added to the car. The suspension was also lowered giving the car a more aggressive look.

Sadly, the photo editor kept crashing on my so the only way to showcase this car was take screenshots in the car designer.


Contendiente Enemigo: still alive.

It is the year 1968. Luis Gómez had just opened his first car factory and thus, started Contendiente. In the following months, the engineers would design and manufacture Contendiente’s first car: the Contendiente Enemigo.

Now, why is this car special? For a simple reason: Mr Gómez intended to start his carmaking career by creating a rival to the Ford Lotus Cortina. Even though both cars are powered by fairly similar 110hp, 1.6L Inline 4s, the Enemigo is 150kg lighter. This gave it an upper hand at the track. It mounted McPherson struts on the front and a semi trailing arm at the rear, making it really agile. And last but not least, it had fantastic fuel economy for 1968: 9.1L/100km. The engine is mounted longitudinally in the front and the power is sent to the rear wheels.

Most of the cars produced back then are now in a junkyard. However, we received a letter from Esmeralda Gómez (current Contendiente’s CEO, daughter of Luis Gómez). She invited us to a test drive of her father’s (and now hers) original Enemigo.

When we arrived at their main factory in Málaga, Spain, we were greeted by the CEO and the head engineer, Petrov Mikhailovic. They took us to their test track, where the test driver would pick us up. Ride was a blast, and their test driver made drifting a 40+ year old car look easy.

The CEO then told us that the car is one of her most valued possesions. She said, and I quote: “This car carries my father’s soul. The day this car stops running will be the day my father dies. He’s still alive.” She then told us the company is planning to reboot the car next year to commemorate their 50th anniversary, and this time it will compete against the Toyota GT86.

As always, the CEO hoped we had a great day at their factory and told us we’re welcome anytime we want to show up.


Super Scarabs: Tuning the Nova Sportback

Special thanks go to @gridghost for supplying the Scarab Nova Sportback.

Lancashire-based tuner Gould Performance Technologies has recently released a pair of upgrade packages for the Scarab Nova Sportback. Founder and owner Henry Gould had known that, in base form, the Nova handled well, but looked faster than it actually went, claiming that it deserved proper performance variants that could do the platform justice. In particular, he cited the base car’s requirement for regular unleaded (which had long since been largely discontinued in its native Europe) as a waste of the car’s potential, except in countries in which no higher octane fuels were widely available.

At the centerpiece of the Stage 1 upgrade package is a 240-bhp version of the Nova’s 1.6-liter turbo four, running on 95RON premium unleaded and fitted with a high-flow intake. To achieve this output, the compression ratio was reduced, while the cam profiles and ignition timing were revised, allowing for increased boost (1.0 bar) and an enlarged turbocharger. Other mods include retuned suspension, a mechanical LSD, 4-piston front brakes, and 18-inch wheels wrapped in high-performance tires.

The example shown here started life as a base-model example without the upgraded interior and infotainment system - the lightest and cheapest spec. It was also the first Nova to be fitted with these upgrades. However, for those who consider this kit to be too tame, an even more extreme package is available.

Stage 2 adds still more boost (1.5 vs 1.0 bar), an even larger turbo, straight-through mufflers, and 19-inch forged magnesium wheels shod with 235-mm tires. It also includes a more aggressive suspension tune compared to Stage 1 and a close-ratio gearbox. However, this variant requires 98RON super unleaded, and develops “around 300 horsepower” - a lot for such a tiny engine, especially considering the relatively small size of the intercooler.

Gould claims that while the Stage 1 package is “potent enough to make an 86/BRZ or MX-5 look silly,” the Stage 2 kit “can give Golf R drivers a serious fright”. All in all, these upgrades, especially those found in Stage 2, can easily turn a mild-mannered family car into a true giant-killer - without voiding the factory warranty at all.