MODIFIED TOYOTA COROLLA AE86: HIGH ROLLA

This was only ever meant to be a quick and easy tidy-up. But, as we revealed in a world-exclusive back in March, when Toyota superfan Phil Jones and Corolla specialists AE86 World get together, a masterpiece of high-end automotive artwork is the result as this modified Toyota Corolla AE86 will now demonstrate.

From Fast Car. Words: Dan Bevis. Photos: Dan Sherwood

It’s often the case that one sole decision is enough to set off the domino effect that transforms a simple project into a really complicated one. For Phil Jones, it was the age-old AE86 question: Levin or Trueno? There are other considerations, naturally – three-door hatchback or two-door coupe; original ‘zenki’ or ‘kouki’ facelift – but the face is all-important… the Levin had fixed headlights, the Trueno had pop-ups. So you make your choice between lightweight simplicity or oh-so-eighties style.

The decision made here was to swap this Corolla’s factory-original Trueno nose for a Levin setup – something which, as you can see, didn’t happen. There are, of course, many checkpoints along the timeline between that point and this – suffice it to say that Phil has gone all-in. We’ll spare his bank manager the palpitations of revealing the total cost of the build, but let’s just say that for the same outlay he could have a shiny new Supra sitting on the drive right now, plus a new GT86 to match, instead of this old hachi-roku. Passion trumps logic every time, doesn’t it?

Modified Toyota Corolla AE86

Whichever way it went down, however, Phil needed a Toyota AE86 in his life. And that’s not hyperbole – this was no mere frivolous desire, this was a deep-seated and fundamental life requirement. “Growing up in Ireland, in the middle of one of the greatest car cultures possibly anywhere in the world outside of Japan, meant that you couldn’t put the bins out without seeing something special passing by,” he recalls. “The car scene and the meets were huge, we would take over whole towns at the weekend. And one vehicle always stood out, and still does today – ‘the twin-cam’, as we called it, was just head-and-shoulders above the rest, and it was something every young car enthusiast dreamed of owning!”

At this time the import car scene was really exploding in Ireland, and through his twenties Phil owned a couple of AE86s as well as a Nissan 180SX, Toyota Starlet Turbo, MR2 Turbo, Celica GT-Four… the stuff that JDM fantasies are made of. And now, relocated to England and a decade or so more grown-up (in relative terms, at least), it was time for another. Sourced from Classic Imports in Bradford a couple of years ago, the latest acquisition is a 1986 Trueno; it arrived in fairly tidy condition, with a few interior bits missing but the potential to make a nice project.

Modified Toyota Corolla AE86

The car in question is in GTV spec, and it’s worth a momentary aside to explain what that means. You see, various spec levels were offered in different markets, and in its native Japanese market you could buy the 4A-GE-engined AE86 in three levels – GT, GT-APEX and GTV. The first of these was the base spec, while debate has raged ever since about which of the latter two is preferable: the GT-APEX came with electric windows and mirrors, power-steering, foglights and a boot spoiler, while the GTV had none of those things. They also had different wheels, steering wheels, sticker packs, gauges, grilles and seats. In essence, the GT-APEX is the fully-loaded one, and the GTV is the more pure and motorsporty one.

“I originally intended just to change the front bumper and leave it at that – how differently things have turned out!” he laughs. “It’s consumed my life, every day in some shape or form, for the last couple of years.”

At this point, we ought to introduce the other key player in the story, Chris Gray at AE86 World in Ireland. Few enthusiasts can boast the hachi-roku expertise of this fella (see boxout), and when Phil first contacted Chris to order up a new front bumper, it was never destined to be a soulless transaction.

Chris takes up the story: “Rather than simply sell him parts for a Levin conversion, I talked it through with Phil to see what he actually wanted from the car. I persuaded him to keep the Trueno front, due to it being rarer now than ever. Phil was toying with the idea of building a show car; we hit it off and had regular lengthy chats about the show scene, AE86s, and Phil’s dream to wow the scene with his dream car. Fast-forward a while and we’re having a meeting in person to discuss a spec list, from wheels and kit to engine specs, and the overall look to go for. From day one, he’s been a pleasure to work with – we’re on the same level, and our ideas complement one another’s. Being in charge of this project to an extent let me also create one of the best AE86s in the world.”

Well, you won’t hear any arguments from us on that one. With a finger in every Toyota-flavoured pie, Chris had the contacts and the know-how to cherry-pick the best parts from the OEM and aftermarket options, and source them all from legitimate places to ensure the car could be done right.

“There were constant shipments arriving from Japan,” he grins. “Phil gave me full freedom to show just what we can do at AE86 World. Guiding him with the best parts available, we came up with a combination like no other: from Run Free Japan aero to carbon panels and custom-made parts, the detail in the car is incredible.”

Chris’s long history in the scene has helpfully given him a lot of clout, and AE86 World has real influence and a lot of direct connections; as a result, the guys were able to convince J-Blood to create a custom carbon bonnet at short notice, and once this had been FedEx air-freighted to Ireland, it wasn’t long before the new wheels were following on another plane. Phil had a very clear idea of what he wanted in terms of style, dimensions, fitment and finish, and Chris made it happen – he got on the blower to WORK Wheels Japan and had a set of one-off Meister CR01 split-rims made up, with WORK allowing them to leapfrog to the top of the order list. These connections, they pay off. You can’t buy your way into this sort of specialist treatment, it’s hard-won by honour and respect.

When it came to assembling the body into its fresh new image, MW Bodyshop in Olney was charged with the task of making sense of this supremely high-end and geeky jigsaw puzzle. “They did an incredible job,” Chris enthuses. “Phil and I both have such high standards that second-best simply would not do. It had to be right, and that’s why the project only involved the best in the country to build this car to this level. Just look at the detail! The CBY arches, for example – although they’re very good to begin with, they were never were made to fit like this; MW panel-gapped the car to perfection, and the arches and kit to the millimetre.”

With the bodywork done and painted in Toyota 041 White, thoughts turned to graphics. Phil and Chris shared a vision for the car, it needed to look fresh, unique, and like nothing else out there; a ’90s-style race car, built to a modern-day standard and finish. Chris only had one name in mind for the design, and that was Andrew at AWS Graphics in New Zealand; what followed were many, many hours of late-night calls, Skype videos and magazine research – they sketched, analysed, modified and altered, and finally nailed it. The graphics were fully designed up, and then they entrusted the application process to 3SixtyWraps.

“Having been involved in the car scene for twenty years, and running AE86 World, I’ve seen near-enough everything,” says Chris. “And I have no doubt that this is one of the best! Being a part of it, and working with Phil to make this car, has been my honour. Despite Covid-19 and more, we planned and made everything run as smoothly as possible, and for a build of this quality the planning paid off; I can imagine the spectators walking around the car at shows and just seeing more and more detail. With all the bespoke touches and rare parts inside, outside and under the bonnet, it’s a work of art. I hope you all enjoy it as much as I have being a part of it!”

Modified Toyota Corolla AE86

There’s no doubt about it – there are AE86s and there are AE86s… and then there’s this modified Toyota Corolla AE86. An otherworldly, unique, astonishingly detailed and beautifully crafted example of the breed, paying respectful tribute to the past while looking toward the future.

The final word must go to Phil, as he stands beside the physical manifestation of his wildest dreams with a look of wonder on his face. “I’m really just a normal everyday guy,” he says. “I don’t have an Instagram following and I’d still rather call than text – I’m into old-school car modification as it was when I was a kid! I’ve never taken on a build to this standard before, and I think it’s gone really well for a first attempt… What inspired me to go this far? I got carried away and became obsessed with making it into the best possible example it could be.” And he’s not kidding. So fastidious is his quest for perfection that until the day of the shoot, Phil had never even sat in the driver’s seat. And not only that, but the immaculately rebuilt and modified engine has never been fired into life, as Phil doesn’t want the hot engine gases to tarnish the flawlessly fabricated exhaust manifold. Hell, there’s not even any fluid in the brake lines as he wants the discs to remain free from friction marks! This is truly a show build like no other, an exquisite piece of automotive artwork to be enjoyed with the eyes, rather than the seat of the pants. That’s right. If drooling over these pictures has you hankering to see this race-ready machine flying sideways, vapourising rubber and screaming like a banshee round some circuit or another, you’ll be sorely disappointed, as that’s about as far from Phil’s future plans as you could get. “For me, it’s all about enjoying the car for the flawless piece of sculpture that it is. I’ve invested so much time and money into getting it to this level and get such an enormous amount of pride and enjoyment just from looking at the thing, that I’ve really no intention of driving it. If that makes me a bit weird, then so be it, as I’ve built the car for me and no-one else. I’m just hoping that I’ll be able to get it to as many shows as possible this year, in both the UK and Europe, and have some fun. It’s been a long, hard slog to build it and my goal was always a Fast Car front cover. I think that’s secretly every car guy’s dream!”

Well, we’re pleased to oblige. This stellar Trueno has more than earned its place. Phil’s project was never meant to go this far, but we can all be very happy that it did.

Modified Toyota Corolla AE86

Tech Spec: Modified Toyota Corolla AE86

Engine:

1.6-litre, 4-cyl, 16v twin-cam 4A-GE, Toda 82mm pistons, new 42mm Toyota crankshaft, Toyota gasket kit, ACL bearings, ported and polished head, Toda 272 / 288 cams, Toda uprated valve springs, new Toyota oil pump with Toda internals, Mikuni 44mm carbs, HKS cam pulleys, HKS timing belt, custom CNC pulley kit, Powercraft Japan Tornado manifold, Reinhard titanium exhaust system, Koyo radiator with twin fans, new radiator hose and brackets, carbon cooling panel, all new Toyota water pump, starter motor, alternator, brake and clutch cylinders, TRD ignition leads, TRD oil filter, fully dressed engine with all new bolts and seals, distributor heatshield, titanium bonnet prop, JAZ fuel cell with AN fittings, uprated fuel pump and filter, relocated Odyssey race battery

Transmission:

Toyota T50 gearbox, TRD gearset, custom billet shifter, Toda flywheel, ORC clutch, TRD 2-way LSD, 4.77 final drive

Suspension:

Blitz front coilovers with camber-adjustable top mounts, YZ Sports rear coilovers with custom springs, Panhard rod, Cusco front and rear carbon strut braces, full AE86 World bushing kit, rebuilt steering rack, new Toyota boots

Brakes:

Wilwood 6-pot (front) and 4-pot (rear) calipers, drilled and slotted discs, N2 servo delete kit, hydraulic handbrake

Wheels & Tyres:

9x16in ET-51 (front) and 9x16in ET-66 (rear) WORK Meister CR01 three-piece split-rims (custom bronze, polished dishes, matt centres, chrome bolts), 30mm spacers, 195/45/16 Toyo T1-R tyres, longer wheel studs and custom titanium nuts

Interior:

Painted in Toyota 041 White, custom Cobra Motorsport carbon seats with AE86 World embroidery, custom rails, full Candy Red Cusco rollcage, carbon dash, OMP steering wheel, custom CNC gearknob, gauges mounted to rollcage, Sparco Racing pedals, OMP plumbed-in fire extinguisher, custom air ducting, custom door panels and rear boot panels

Exterior:

Painted Toyota 041 White, full custom livery by AWS Graphics, Run Free Japan front bumper and sideskirts, custom carbon diffuser, FRP front wings with CBY N2 flared arches, CBY FRP bootlid and spoiler, J-Blood carbon bonnet, carbon roof, carbon doors, carbon headlight panels, carbon windscreen wiper cowl and rear spats, custom carbon mirrors, OEM Trueno grille, new Toyota corner lamps and clear lenses, redline rear lights, window seals, trims and wipers, custom carbon canards and splitter, custom carbon sideskirt extensions, front and rear tow eyes, tinted Lexan windows

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Vinfast establishes US headquarters ahead of start of local sales in 2022

Vietnam’s Vinfast only started selling cars in its home market in 2019 but the company is already eying exports of electric vehicles to the key markets of North America and Europe.

In the case of North America, Vinfast said in January that it plans to start sales in the United States and Canada as early as 2022. The first models to arrive will be the VFe35 small crossover and VFe36 mid-size crossover.

For the U.S., VinFast has established the local division VinFast USA headed by Van Anh Nguyen, and plans to open the first dealerships in California “soon,” Vinfast parent company Vingroup said in a statement to Reuters published on Monday.

Vinfast has hinted that it will sell cars online and offer its EVs with a battery subscription, helping to bring the up-front cost of the vehicle down considerably. The battery subscription model has already been implemented by Nio in China.

Vinfast VFe36

Vinfast VFe36

Vinfast only sold about 30,000 vehicles last year, most of them with internal-combustion engines. The company is only targeting about 15,000 EV sales for 2022, though this is a capped figure due to the global chip shortage, Pham Nhat Vuong, chairman of Vingroup, said at the company’s annual meeting in June.

Production of Vinfast vehicles is handled at a plant in Hai Phong, Vietnam.

The VFe36 is likely to be the best bet for our market. It has a length of 201 inches and a dual-motor powertrain generating a combined 402 hp. The battery is a 106-kilowatt-hour unit that Vinfast estimates will deliver over 300 miles of range. Premium features include a 15.4-inch infotainment screen, panoramic glass roof, and matrix LED headlights.

Vinfast will need to raise cash to fund its ambitious growth plans. The company has hinted that it may launch an initial public offering in the U.S. or go public via a SPAC deal.

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MITSUBISHI EVO VI BUYING GUIDE

The Mitsubishi Evo VI was the first official UK Evo and are still the most sought-after versions. But what should potential buyers look out for?

‘Win on Sunday, sell on Monday.’ This well-known phrase that describes the relationship between a manufacturer’s on-track performance and their forecourt sales couldn’t be more appropriate than when it comes to explaining the automotive niche of rally replicas. With the road cars bearing such close resemblance to those seen tearing through the muddy lanes of a Welsh mountainside or snow-covered Finnish forest, it was only logical that manufacturers would capitalise on their success on the special stages to bolster their sales in the showrooms. And the public has been smitten ever since. Even now, with many of the original manufacturers and models no longer competing in the WRC, the cars that forged their reputations in the heat of rally battle are still seen as performance icons to be revered. And no model better lives up to its rally rep tag than the Mitsubishi Lancer Evolution VI.

Mitsubishi Evo VI History

The first Evo to be officially available in the UK, the Mitsubishi Evo VI was launched in January 1999. 7000 were made in total, with improved aerodynamics over the outgoing car, offering better cooling and less drag, along with engine tweaks to improve response and reliability.

UK cars were imported by Mitsubishi Motors and prepared by Ralliart UK. Most came as GSR-spec, but a cheaper RSX model was also launched to combat the draw of Subaru’s keenly-priced Impreza rival.

Although all Evos are essentially a derivative of the full-blown WRC heroes, the one variant that really nails the rally-rep promise is the Evo VI Tommi Makinen Edition (TME). Launched in March 2000 to commemorate the flying Finn’s fourth consecutive Drivers’ Championship, the 5000 TME cars were the closest yet to the real thing, available with an optional £700 graphics pack that mimicked the look of the World Rally Car. They also benefitted from a titanium turbocharger and 17in Enkei wheels that shared the same design as the WRC car.

Such was the demand for the Evo platform, that a more potent Evo VI Extreme was released. Prepared by Ralliart UK, the Extreme raised power to 340bhp and 303lb ft of torque and nailed the 0-60 sprint in just 4.0 seconds with 100mph achievable in just 10. But if this still wasn’t enough, the Evo VI RS450 model, again built by Ralliart UK, pushed the envelope even further with 380bhp and 383lb ft of torque slashing a further two-tenths of a second off the 0-60mph time. It also came complete with a rollcage and was the final bow for the VI before the tamer-looking Evo VII was introduced in 2001.

Mitsubishi Evo VI

Mitsubishi Evo VI: What to look out for

As all Evos are technically imports, as they are made in Japan and imported into the UK, officially by Colt Cars, or as ‘grey’ imports by a third party import company, it is vital that they are prepared correctly for UK roads. One of the main things you need to check is that it has been undersealed. Japanese cars are not undersealed. They don’t need to be, but in the UK it’s essential that they are undersealed as soon as possible to protect against UK weather and salt that will quickly corrode untreated metal. When it comes to selecting the right car, documentation, receipts and a complete service history is a must, with a vehicle inspection by a specialist highly recommended. Many Evos have been owned by members of the popular Mitsubishi Lancer Register or are known to members, so don’t be afraid to do some research into the car you are looking at before parting with your cash, especially now as prices are at an all-time high and rising!

Mitsubishi Evo VI

Engine & Transmission

The Evo’s 4G63 2.0-litre turbo engine is strong, but does require regular servicing (fully synthetic oil needs changing every 4500 miles, AYC fluid even 9000, brake fluid every 18,000 miles and spark plugs and timing belts every 45,000 miles). Look for signs of grey or blue smoke, which could indicate an expensive cylinder or turbo problem. White smoke is normal (condensation) as is some black smoke, especially on de-catted cars or those running a bit rich. A ticking sound from the top of the engine is normal and usually disappears when revved. Manifold heat shields are prone to tarnishing, and you should ensure any tuning has been carried out by an expert.

Standard clutches wear quickly whilst front helical LSD bolt failure can be expensive to correct. Look out for worn gearbox output shaft bearings, and any issues with the Active Yaw Control system, which will be highlighted by groans from the rear when turning or by an illuminated AYC warning light. Replacing an AYC diff pump can cost over £3000.

Chassis

The Evo VI has got cracking handling but strut top mount bushes can wear out producing a knocking noise on turning, as do anti-roll bar bushes and drop links. If adjustable aftermarket coilovers have been fitted ask the owner to show you how adjust them and listen out for low-speed rumbling which could indicate worn wheel bearings.

It’s not surprising that the brakes take a hammering on all Evos, but the Evo VI in particular can frequently suffer warped discs, which can show themselves through brake judder when stopping from speed. While far from a cheap solution, the only permanent cure is to replace the original items with a quality aftermarket kit like those from Brembo, AP Racing, EBC or K Sport.

As well as checking all four alloys for any signs of kerb damage or corrosion, also check the tyre wear pattern carefully – correct geometry alignment is essential, so if there’s uneven wear ask questions. Also, as is prudent on any high performance car, mismatched or budget tyres should also start alarm bells ringing.

Interior & Electrics

The Evo VI has a hardy interior that seems to wear well and stand up to the passing of time. The standard Recaro front seats are a particular highlight as they not only look good, but also hold you in place well when exploiting the Evo’s legendary handling prowess, although you’ll need a new seat base frame if the recline adjustment is slipping, which can be hard to come by and costly. Check that all warning lights go off on startup and ensure all electric windows and mirrors, climate control and any optional sunroof controls work correctly. While you’re in there check the floor if possible for signs that a rollcage may have been fitted, which could indicate heavy track use. Ensure any aftermarket gauges such as those for boost and oil pressure or electronics such as turbo timers or boost controllers are installed correctly and work as they should too, preferably with receipts in the documents of installation and set-up by a specialist.

Servicing & Maintenance

Like any valuable or high performance car, keeping the servicing on point is key to protecting your investment and prolonging the life of the car. With the Evo VI, a basic oil and filter service is required every 4500 miles and costs around £170 from a specialist such as Evotune. Add in an AYC service and that jumps to £265, transmission, differential and gearbox oils push it to nearer £450, while Iridium spark plugs add another £60 on top of that. The cambelt will also need changing every 45,000 miles and costs just under £300. Keeping the underside in good nick is well worth the £400 for a wax oil treatment too, as a full underbody restoration can run to well over £5k if left to corrode. Other than that, replacing the brakes as and when needed with good quality aftermarket alternatives starts at around £490 for a set of front discs and pads.

Mitsubishi Evo VI

Style

Evos are extremely prone to rust, especially if they have missed out on getting properly undersealed when they first arrived here in the UK, so make sure that you thoroughly inspect the boot lid, sills, suspension mounts, inner wings, chassis legs and around the fuel tank for signs of the dreaded red rot. Stone chips on the front end are practically unavoidable, especially on older, higher mileage cars. The intercooler mesh can also suffer. So a resprayed front bumper isn’t always a cause for concern, as long as any chips have also been treated to prevent rust first. A more alarming sight would be uneven panel gaps and inconsistencies in the paintwork, which could indicate hidden accident damage that has been poorly repaired. It’s also worth checking in the engine bay and under the boot carpet for signs of repair too. Finally check that the trim is consistent with the model you are buying, Evo Vs and VIs are very similar and a simple bumper and spoiler swap can easily fool anyone who may not be an Evo expert into thinking they are buying the more valuable VI, when it’s actually a V in disguise – an eagle eye on the documentation should help here too.

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