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TUNED 1000BHP MK2 FOCUS RS: THE ONLY WAY IS UP

Relentlessly pushing things forwards with his tuned 1000bhp Mk2 Focus RS for the entire time he’s owned it, Steve Johns is now left with a 1000+bhp hyper-hatch that’s single-handedly re-writing the rulebook…

Remember when the Mk1 Focus RS came out back in 2002? Remember how its combination of 212bhp and front-wheel drive was enough for many who reviewed it to confidently state this was the sheer limit of what this kind of car could physically take, introducing a whole new generation to the phrase ‘torque steer’ in the process?

If only they could’ve seen just how times would move on in the seventeen-odd years that would follow, with the introduction of the 300bhp Mk2 RS shortly after that promptly paved the way for some of the most monstrous FWD builds the world has ever seen, each pushing the envelope even further than the last.

And all of this escalation arguably culminates right now with this rather unassuming pearl white Focus here that’s normally found tucked away in its garage in South Wales. Owned by Steve Johns for the past eight-or-so years, it’s gone on one hell of a journey in the time he’s been fettling with it to now officially stand as one of the most powerful Mk2 RSs to grace this entire country, if not the planet…

Those with a particular loyalty to the Ford scene might actually already recognise Steve’s mighty machine, as it was featured in our sister mag Fast Ford, about five years ago. If so, you’ll remember the story of how the Focus was snapped up back in 2011 as Steve was itching to get back into the performance car game following the recent sale of his beloved Subaru Impreza and Renault Clio V6.

With the seal of approval from various pals who all loved the Mk2’s crazy styling even in factory trim, the hot hatch soon took pride of place on the driveway over the other cars that made an appearance on the shortlist such as a BMW M3.

Steve initially promised himself the RS would remain in a nigh-on standard spec as it flawlessly performed its daily duties, but, as so many of us will be able to relate to, things didn’t stay that way for long; the car ultimately ending up in a seriously impressive, 460bhp state of tune (with plenty of interior and exterior styling goodies to match) by the time it last graced the pages of a publication.

But if it’s already had a feature before, why are we putting Steve’s Focus back under the microscope? Well, as it turns out, that initial 460bhp tune really was only the tip of the Frozen White iceberg; the story only getting more and more bonkers as time went on, as Steve best explains. “The car was running around 580bhp soon after its last feature, thanks to an even bigger turbo and some better fuelling bits making an appearance,” he recalls. “I still wasn’t happy though and was looking for someone to take things to the next level when I was recommended to chat to Lee at Devil Developments…”

Known for his world-class knowledge of eking every last drop of safe performance from this boosted five-pot engine, especially when it involves bespoke Syvecs ECU maps, Lee seemed certain that he could help upon his first chat with Steve, prompting the first of many visits to this West Sussex workshop.

This pattern continued as over time, Steve’s Focus became something of a flagship demonstration vehicle for just what Devil Developments could do, to the extent that the car was tuned to ensure it was the most powerful of its kind to attend the Ford Fair show for three years on the trot. Soon boasting a 6466-sized Precision blower that meant 849bhp was rippling through its muscular skin, Steve could be found once again leaving Lee’s premises with his mind already swimming with thoughts on whether it was possible to boldly crack the 1000bhp figure where so few had gone before him…

Before this wild idea materialised into anything solid, however, Steve’s life was tragically flipped on its head as his business partner and best mate became seriously ill, with Steve’s time suddenly drawn between juggling the entire business alone and providing a support network to his best friend at such a devastating time.

“He unfortunately passed away not long after, which kind of spurred me on to get my hands stuck in with my car once more,” Steve emotionally explains. “Hitting 1000bhp is what he would’ve wanted.” With that in mind, it brings us to the start of 2018, with Lee and the Devil Developments team looking towards that year’s Ford Fair and giving Steve’s block and head a full tear-down and re-build in anticipation of what was to come next.

With oversized Wiseco pistons and con rods making an appearance, as well as a new factory crankshaft (which seems to take remarkably well to big-power applications as long as you’re not too brutal in your driving style) and a fully ported and flowed big-valve head, the five-banger now has a frankly massive Precision PT6870 turbo tucked away behind it on a Nortec tubular manifold, with Devil’s bespoke twin Nissan GT-R fuel pump upgrade and whopping 2000cc injectors also featuring.

With the gearbox also re-built and housing a much sturdier clutch, Lee soon got down to business mapping that Syvecs ECU to perform its very best when potent E80 race fuel was added into the equation. And the end result of all this hard work? 1036bhp and 788.2lb/ft of torque at 2.6bar of boost – figures that would seem absurdly impressive from any car, especially a FWD Focus!

Despite the fact it’s also wearing huge K-Sport stoppers, a raft of suspension upgrades and the stickiest of rubber to help matters, we know exactly what you’re thinking: how on earth do the front wheels cope with 1000bhp? “A lot of people wonder what the point of it all is, but the traction control on the Syvecs system is so clever and limits the torque in the lower gears, meaning it’s actually a lot easier to drive than you might imagine,” a proud Steve explains. “It’s crazy fast and makes insane noises from that screamer pipe too… it’s absolutely nuts!”

What makes the whole story that little bit more impressive is the way that Steve has unconventionally resisted the temptation to go for the functional stripped-‘n’-caged look that so many other big-power cars run these days, instead keeping that comfortable, plush and usable vibe that he started out with in the early days of ownership. As a result, it’s a machine he uses a whole lot more than you might think, and you certainly can’t argue with that, can you?

By keeping a level head and ensuring the usability and drivability aspects were never put in jeopardy, Steve’s story is the perfect illustration of how chasing huge power figures can indeed be done properly and enjoyably. We’d just love to see the faces of those who thought 200bhp was too much for the front wheels when they saw this brute.

TECH SPEC: TUNED 1000BHP MK2 FOCUS RS

ENGINE
2521cc 20v turbocharged 5-cylinder Duratec RS engine, Devil Developments fully forged and rebuilt block (featuring 9.1:1 Wiseco oversized pistons and con rods with factory crankshaft), Devil Developments ported and flowed big-valve head (featuring enlarged valves and stage 3 camshafts), Precision PT6870 Gen II ball-bearing turbocharger, Nortec tubular turbo manifold, custom screamer pipe, custom Anembo inlet manifold, custom 80mm throttle body, custom enlarged alloy boost pipe kit, Airtec intercooler, WRC oil breather, Airtec oil cooler and radiator, custom 4in exhaust system with twin 4.5in tailpipes, 2000cc fuel injectors, custom Devil Developments twin Nissan GT-R in-tank fuel pump conversion, uprated fuel lines, 90mm Syvecs crossover pipe, Cosworth Group A filter, Spec-R water tank and power steering rack, full black silicone hose kit, Syvecs ECU conversion with bespoke Devil Developments mapping (running E80 fuelling)

POWER
1036bhp and 788.2b/ft of torque @ 2.6bar of boost

TRANSMISSION
Devil Developments fully re-built factory six-speed manual gearbox with LSD, Xtreme twin carbon rigid blade clutch, Elevate torque link

SUSPENSION
BC Racing coilovers with custom springs, Whiteline anti-roll bars, JWR front strut brace, Powerflex bushes

BRAKES
K-Sport 8-pot calipers and 356mm discs (front), K-Sport 4-pot calipers and 330mm discs (rear), EBC Ultimax pads

WHEELS & TYRES
9.5x19in (front) and 10.5x19in (rear) MMR GF7 alloy wheels with custom diamond-cut spokes, 235/35×19 (front) and 265/30×19 (rear) Michelin Pilot Super Sport tyres

EXTERIOR
Full custom pearl white re-spray with gloss black roof, rolled wheel arches, Maxton Designs front, side and rear splitters, rear spoiler splitter, custom Monkey Wrench headlights and fog lights, Pro LED rear lights, de-badged and relocated bonnet pull, gloss black plastics and vents, FA57 FRS (‘FAST FRS’) number plate

INTERIOR
Custom black-and-white leather interior, re-trimmed diamond-stitched heated front seats with carbon-dipped backs and side covers, custom rear centre drinks holder, armrest with stitched ‘RS’ logo and build number, custom floor mats, blue LED light kit, MOMO snap-off steering wheel, carbon fibre kick plates,

Audio
ICE install comprising of full sound deadening and Huets custom boot build, Kenwood touchscreen headunit, Audison Voce 5.1k amplifier, Audison Voce AV due amplifier, twin Audison Voce AV10 sub woofers, Audison Voce AV 6in speakers, Audison Voce AV 6.5in speakers, Pro Series 3600-watt amplifier wiring

Thanks
“Lee at Devil Developments, Dayne at Touch of Class, Andrew at AWL Body Repair, Alan at Auto Specialists – www.autospecialists.co.uk, and Jason at JW Racing”

Words Sam Preston Photography AS Design. Don’t forget to subscribe to Fast Car magazine!

Source

September 15, 2020
TUNED TOYOTA MR2: SENSE AND SENSIBILITY

Simon Clarke’s tuned Toyota MR2 is a machine of pure function and purpose: a V6-swapped widebody track monster with an obsessive approach to functionality. But that’s not to say it doesn’t have a sense of theatre…

286hp-per-tonne. This is a significant number, as there are a few cars that boast precisely this figure: the Ferrari 360 Modena, Aston Martin DB9 GT, Mercedes-Benz SL65 AMG, Audi R8 V10 – it’s a scintillating group, and scything through them like some malevolent Japanese assassin is a widebody tuned Toyota MR2, upsetting every conceivable applecart and generally making a nuisance of itself. Anyone who doubts the potential of the Mk3 Mister-Two needs to apply some hot sauce to their bitter words and prepare to gobble them up whole… because what’s just rumbled into our midst is something very serious.

Simon Clarke is the herald of mayhem here, and his startling Toyota represents the logical conclusion of a number of years of high-octane monkeyshines: “I first got into modifying cars after university, buying a banged-up Gen-7 Celica GT and spending four years going wild on its appearance, and Rotrex supercharging it to 330hp,” he recalls. “This car absolutely paved the way for better things, as I had engine catastrophes and it was such high maintenance that I ended up having to learn how to disassemble and reassemble the engine – and the entire car, really. I later had a 2ZZ-swapped MR2 Roadster, and I sold both of those cars to buy an Evo 9… which spun a bearing after two weeks, forcing me to rebuild the engine to 456hp! I then bought this V6 tuned Toyota MR2 Roadster after test-driving it a year beforehand – a little gem sitting on Rogue Motorsport’s lot.”

All of this stemmed from a conversation with Rogue about the possibility of supercharging or turbocharging a 2ZZ-swapped MR2, at which point they suggested that rather than delving into the astronomical cost of such a thing along with its knock-on implications for transmission, widened track and necessarily wider bodywork and so on, he might consider the race-built Roadster they already had on the premises, which was sitting about unused and in search of a new curator. All of the track-focused safety features were already in situ, along with the invincible V6 engine and the famously unburstable MR2 Turbo gearbox. “Rogue founder Patrick Mortell offered me a test drive, and I came back shaking from it,” Simon remembers with a grin. “It took me a year to realise this was where I wanted to be, but I was stoked to finally take it home. It needed some help, it had moss in the crevices and the paintwork was worn, the plywood front splitter was damaged, but besides cosmetics the car was ready to go straight out to a circuit and get hammered relentlessly – it could take it and not even break a sweat.”

Rogue Motorsport actually built this car as one of a pair – stock-body Roadsters that found themselves colossally beefed up with Veilside Fortune 1 widebody kits and full-race specs. The sister car was built for the Britcar 24-hour race and was used in promotion for the Forza 4 videogame, although that one no longer exists, leaving the car you see before you as the only one of its kind. Its 2GR-FE engine has great pedigree, a 3.5-litre V6 also found in the Lotus Evora and the Bolwell Nagari (one for the fans of obscure Australian sports cars there), and Rogue adapted it to its new home by augmenting it with a custom side-mount oil cooler and front-mount radiator setup; the E153 MR2 Turbo gearbox is the bulletproof tool for cog-swapping duties.

So if the car was ready to rock, it was all sunshine and plain sailing from then on, right? Er, no, not quite…

“Shortly after buying the car, I had an accident at Castle Combe where the rear driver-side wheel sheared clean off of the hub exiting the Bobbies chicane at serious speed,” says Simon. “It became apparent later that the wheels in use at the time had suffered an impact in the past, resulting in stress cracks behind four of the five spokes – I had no idea! As a result of the cornering forces, the cracks opened and all of the spokes took a clean break from the hub, sending me into a 360° spin. The car landed on that rear corner, devastating the diffuser and tearing the quarter panel open. Fortunately I was able to limp home on an enormous 20-inch space-saver…”

A pair of strong, pressure-cast Enkei RPF1s were acquired for the rear, and since Simon had to remove the rear panels from the car to repair the damage, he decided to completely disassemble the body and go to town cleaning it, getting rid of the years of muck and wear-and-tear. “The car didn’t really feel like my own either, and I cannot leave any car untouched,” he reasons. “I have to leave my mark on them, so naturally I decided it needed a full makeover! My good friend Dan Smith at Wizard Wrapz UK sorted me a 3M Satin Dark Grey full body wrap, which we carried out at home in the garage with a little teamwork. It’s not perfect, but this car is a tool, it’s not for show – it’s here to perform.”

With the aero destroyed, Simon was keen to make some improvements, so he set about replicating the junked rear diffuser in stronger aircraft-grade aluminium, then developing some much more aggressive front aero with the help of his father. A wider, deeper front splitter made from 3mm aluminium makes for a larger pressure area at the front, and there’s also four 2mm canards and large 3mm end plates. Really angries up the nose, doesn’t it?

Every element of the car is considered, and hardcore, and Simon’s relentlessly pushing its limits on track – but it’s truly gratifying to note that it also wears a pair of number plates. “There’s something hilariously entertaining about driving a racing car on the public highway,” he smirks. “Ironically this isn’t a street car turned racing car, it’s the other way around. I have two cars, but without a trailer I can haul the MR2 from circuit to circuit; it’s completely MOT legal, and even still has a catalytic converter… this car is aimed primarily at track days and summer events, along with things like Prescott Hillclimb and potentially an entry in the Toyota Sprint Series, but I do drive it from event to event on the road, and I even commute to work in it.”

In terms of development, Simon remains pragmatic: the ultimate goal is to supercharge the engine, to take it from 276 to around 400hp at the wheels (which would only require 6-8lb of boost, nothing at all for a Rotrex C38), but he’s refreshingly honest in the reality of himself being the limiting factor: “It’s so incredibly planted and capable, yet it’s mind-bending in the corners and intimidating to push,” he says. “450hp at the flywheel at 1,050kg weight would put me at 428hp-per-tonne, just 4hp over the power-to-weight ratio of the Ferrari F50… and only 93hp behind the Bugatti Veyron. I don’t have a death wish, but the extra acceleration on the straights would definitely be worth the risk!”

Sounds like he’s already talked himself into it, doesn’t it? But the logical approach pays dividends, this is a man who’s keen to take his own development step by step, build the car properly, using all the right bits, to ensure a purity of purpose and function. That’s not to say this is a Terminator-like pursuit of numbers above all else, however; Simon has a very keen sense of the passion that crazy cars like this can inspire. “Because the MR2 Roadster isn’t exactly the most beautiful car to look at, you do get some varied reactions,” he explains. “Its road presence is enormous and it brings out the smiles in kids and adults alike, which is what it’s all about really – I know I used to grin ear-to-ear at modified cars when I was younger, and if it makes one person’s day to see it rumbling down a high street on the way to work, it’s all been worth it.” This car, then, is far more than just a track toy. It’s a story of personal development, of enrichment through engineering goals and results, blossoming skillsets, and also a gift to the wider world. And, of course, it’s an absolute animal. Anyone who ever doubted the third-generation MR2’s abilities may consider their perspective comprehensively reframed.

Tech Spec: Tuned Toyota MR2

Engine:

2GR-FE 3.5-litre V6, Link G4 Xtreme ECU, custom exhaust manifolds and 2.5-inch bore exhaust system, Walbro 255lph fuel pump, large Accusump system under ECU control, custom slanted radiator (front-mount) with aluminium air scoop slotting to open-mouth bumper – with 2x Spal extraction fans and twin moulded ventilation exits in bonnet, custom oil cooler with air channels behind driver door and extraction fan at rear, E153 gearbox (from SW20 MR2 Turbo), 1MZ-FE flywheel 276rwhp (approx. 300hp at fly), 288lb.ft, 7,500rpm limit

Chassis:

8×16-inch Rota Grid 4×100 (front), 9.5×17-inch Enkei RPF1 5×114.3 (rear), 215/55 (f) and 245/40 (r) Toyo Proxes R888R, BC Racing RM Series inverted monotube coilovers, Whiteline adjustable anti-roll bars front and rear, polyurethane bushings throughout engine and chassis, AP Racing 5000+ 4-pot front brake calipers and discs with Carbotech XP12 pads, stock rear calipers with MTEC discs and Carbotech XP12 pads, braided lines throughout

Interior:

Fully stripped, Recaro static driver seat with Schroth 6-point harness, facelift MR2 passenger seat with 4-point harness, Lifeline fire extinguisher system plumbed into cabin, battery and engine bay (with driver side and exterior pull cords), internal and external killswitches, 6-point Protection & Performance rollcage, aluminium doorcards, Race Technology DASH2, DL1 data-logging unit wired to DASH2 – mounted behind seats along with sealed race battery and Link ECU, custom access panel in rear with piano-hinged doorway (to allow access to bank 2 of engine and check oil), Momo 330mm steering wheel

Exterior:

Full cut-for-use Veilside Fortune 1 widebody kit (minus upper door additions), Perspex rear and side windows, aircraft-grade aluminium front splitter, 4x canards and custom end plates, aircraft-grade aluminium rear diffuser, full aluminium flat underbody, front air ducting through bumper to brakes, 1700mm dry carbon rear wing with gurney flap, wrapped in 3M Satin Dark Grey with Solar Flash Yellow brandings, all-in weight 1,050kg

Feature taken from Banzai magazine. Words: Dan Bevis. Photos: Davy Lewis

Source

September 11, 2020
FC THROWBACK: BAGGED CHEVROLET BEL AIR

Welcome to this week’s FC Throwback, where we take a look back at some of our favourite previous feature cars. This week it’s Steve Holmes jaw-dropping ’59 Chevrolet Bel Air…

We don’t know about you, but we are absolutely fascinated by old school American cars. The beautiful bodylines and the huge change in design between model years is both challenging to remember and massively exciting. Owning and driving these cars back in the 50s and 60s must have been incredible.

Sometimes we lose ourselves on Wikipedia reading about all the cool American cars. The mind-bending engine sizes these machines possess and the mad speed at which the models evolved is super-interesting. Trawling through the different model years on Google Images is like watching art in motion – the crazy fins on the rear wings and incredibly cool looking lights are one thing. The sweet interiors with beautiful dashboards are another.

We don’t know a huge amount about American cars, but we do know one thing: we absolutely love them. Steve Holmes knows a whole load more about these rides and it’s fair to say he is fully living the American dream here in UK, driving this lovely ’59 Bel Air and running his own business, along with his friend, restoring classic cars.

“I think American cars have always been in my blood,” he says. “My parents have always been into them and I have been brought up surrounded by US car culture.” So how do you find a car like this? The answer is simple: eBay. Steve says: “I was looking through US eBay one lunchtime at work and came across this example. It came from Cleveland in Ohio.

“There has been a lot of work undertaken to get the car roadworthy and that took around two years, so it has been on the road for around four years here in the UK,” our man explains.

So what have you done to it? “Well visually I bought the car as it looks today. It was running and driving, but needed a bit of work to get it through the UK MoT,“ Steve smiles. When he says ‘a bit of work’, what he really means is ‘quite a lot of work’ to mere mortals like you and I.

“The car needed all of the interior and boot floors replacing which was fairly simple since I sourced the pattern parts from the States. I also had to do some further welding work on the rear wheel arch and upgrade the cooling system.”

The 350 cubic inch (see what we were saying about mind-bending engine sizes?) or 5.7-litre motor sounds so sweet and the dialed stance, brought together by 18-inch and 20-inch wheels front and rear respectively, all dropped using custom air suspension makes this a sure-fire winner of a car!

Owning a car like this is an emotional experience. Things don’t always go to plan, but one thing is for sure, every journey is an adventure. “The smile this car puts on my face every time I drive it is incredible,” says Steve. “The V8 engine delivers smiles per gallon, not miles per gallon!”

It’s for this reason alone that he doesn’t drive the car more often. Although this isn’t a show vehicle – the patina paintwork leaves the car with a real weathered character and ensures that it can be used whenever Steve wants – it’s not a daily either. Although we guess driving a car like this everyday might take some of the excitement out of the whole experience.

Either way, we’re just glad that there are people like our man Steve in the UK, really living their very own American dream…

TECH SPEC CHEVY BEL AIR

Tuning
350 cubic inch (5.7l) V8; exhaust tuck for extra ground clearance with custom exit position in front of rear wheels.

Chassis
Esajian Wingnut wheels 8×18 (front) and 10×20-inch (rear) with 235/45×18 and 265/40×20 tyres respectively; rear airbag suspension; front is dropped spindles with 6-cylinder springs (engine was originally a 6 cylinder so keeping the 6-cylinder springs with the extra weight of the V8 engine helps lower the car more).

Interior
Stock with a couple of rips!

Thanks
My parents for giving me what I see as good taste in cars! Stateside Autoparts in Atherstone, Manchester, who were really helpful in finding any bits I needed.

Source

September 10, 2020