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MODIFIED F56 MINI: THE ART OF JUST ENOUGH

Subtlety, nuance and a creative eye for detail set this uniquely modified F56 MINI apart from the crowd.

From Performance Mini. Words: Ben Birch. Photos: Jason Dodd

Most MINI fans will agree that one of the most exciting things about the brand is the infinite potential for personalisation. No matter what generation or spec you own, there are almost no limits as to the choice of products you can bolt on or screw in to make your MINI more ‘you’.

It’s this very fact that can lead to some owners going well over the top with the spec of their build, and ironically end up making it look exactly the same as all the others. If too much choice can create a confused result, then Edd Little’s modified F56 MINI is a moving lesson in purity and self-restraint.

Edd says, “Maybe being around lots of different car scenes over the years means I haven’t got sucked into the normal way of doing things. Or then again, maybe it’s just because I’m getting old and have made all of my mistakes already.”

In a previous life, Edd was an air-cooled VW guy –a scene that in its halcyon days was a hotbed of creativity and innovation, and which still influences every other modified car scene today. As anyone who has been into Bugs can empathise, Edd says he wanted to get into another make of car because the ‘dub world had got a bit samey and stale. The VWs are beautifully done, but there now seems to be a set formula for building one, and a lot of the top examples are exactly the same as the next, just painted a different colour. And so it was that Edd’s MINI journey began.

First was an R53 JCW with a Union Flag wrap. Not all that subtle, then, and his next project took things to an even wilder level with a bit of egging on from his friend and now business partner, Rog.

Edd explains, “I bought a GP1 and managed to keep it standard for five years. Then between Rog and I we decided to go completely mad on it.”

With Rog and Edd both being Porsche fans and owners, they took inspiration from the highly coveted Singer builds from California, including retro tartan seats, serious suspension and trick wheels. The end result was an instantly recognisable MINI; in fact, some may remember it from YouTube, where it was driven by Petrol Ped. If not, type in ‘the perfect B-road Mini’ and enjoy 20 minutes of epic supercharger whine.

That R53 really helped to kick-start the pair’s business venture, B_Road Hunting Club. Not only is B_Road a growing hotspot for petrolhead meets and coffee days (think the Caffeine and Machine of the south), it’s a place where you can have your dream MINI hand-built by the chaps.

“Over the years we’d each outsourced various work on our own project cars, and a lot of the time ended up redoing the work ourselves as they’d never done it quite right,” continues Edd. “As we got more competent, people who wanted something a bit different started coming to us, and the business grew from there.”

He goes on to describe the usual type of build they get involved in as ‘anything a bit off the wall’, and this is the exact ethos they took to building the Cooper S you see here.

Edd says, “I’d sold the GP1 and had actually put a deposit on a GP3. But when I found out it wasn’t going to be available with a manual ‘box, I cancelled immediately and started looking for something a bit unusual to build my own interpretation of the ultimate B-road F56.”

After trawling through the classified ads, he came across this 8000-mile Rebel Green example, which had already been tastefully modified by its owner Simon.

“If you want a car to be different from the usual you have to go for unusual specs,” smiles Edd, “so the colour was a great starting point.” In fact, he goes on to admit that he’s changed just 20 per cent of the car since buying it – but it’s the last 20 per cent of tweaking and refining that’s really put the cherry on the cake in transforming the looks and the overall driving experience.

Edd says, “The car came with Team Dynamics wheels, the Coolerworx shifter, the carbon interior pieces and the Lohen performance mods. With 300bhp it was always going to be more than quick enough, but it really needed the stance and driving dynamics changed, and the visuals elevated.”

Inspiration for the latter came from an old picture of a classic Mini race car lapping the Goodwood circuit. The little racer’s vintage green paint and white livery oozed pure class, and after a bit of contemplating ‘will it work, won’t it work’, the whole look was boldly recreated by Edd and Rog on the modified F56 MINI with spectacular results. At the same time, they changed the original black roof colour to an ‘antique white’ to match the livery, and, maybe surprisingly, they replaced the JCW hatch spoiler with a standard Cooper item.

“I think the more subtle spoiler gives cleaner lines,” adds Edd. “It now looks like a modern interpretation of a classic Cooper S to me, rather than just another aggressive modern hot hatch.” To complete the visual changes, the extremely popular TD wheels were removed, precisely because of their extreme popularity.

Edd says, “A trick I’ve learned over the years is that if you want to create something unique that not many people can copy, you ignore the most popular parts and instead search out the rarest parts.

“By default you end up being one of a kind or certainly one of a tiny minority.” It’s a simple concept but one that takes much research and patience.

“I knew that the old Audi RS6 ran 8x17in BBS wheels with an ET35 offset,” he continues, “the perfect size and offset for the F56 as it’s the same fitted to the MINI CHALLENGE cars.” Six laborious months later and his eBay search finally turned up a set, which he snapped up immediately.

Edd laughs, “The guy had them just sat in his garage for donkey’s years, and within two minutes of putting them up for sale he’d sold them to me. He was stunned.”

The gorgeous German art is framed by Michelin and hung on a B_Road Hunting Club signature mod – a wheel stud kit. “We do it on all our builds. It’s more race-car, looks cleaner in my opinion and works especially well on wheels without centre caps.”

With the right wheels now in the arches, the KW suspension was set up to B_Road Hunting Club’s tried-and-tested geometry, tuned to make the best of English countryside blasts. A lot of people go too track-orientated with their suspension and end up creating something that’s amazing for the 5 per cent of time they drive it on track, but horrible for the other 95 per cent of the time.

Edd agrees: “The beauty of a MINI is that you don’t have to be going ridiculously fast to have ridiculous fun, and for most of us a more road-based set up will be more rewarding more of the time.” It was this grown-up approach that also led to him swapping the Scorpion exhaust for a JCW Pro exhaust. “The Bluetooth switchability of the JCW Pro means I can have it lairy if I want, but for most of the time it’s turned to Sport and it has a much better tone. I also got it with stainless tips just to be a bit different.”

The sum of these changes to the driving experience is much greater than the individual changes would imply – Edd has owned a Porsche Cayman and owns a replica Porsche 356 period racer, yet still describes this modified F56 MINI as the best car he’s ever had.

“I got in it the other day after not having driven it for a few months,” he enthuses, “and after a few miles hunkered into the carbon-accented cockpit, banging through the short-shifter with my Carrera GT-inspired gearknob. I was laughing to myself. It always amazes me what such a wicked little car this is – the fact you can package so much fun and performance alongside genuine everyday driveability is just mind-blowing.”

After executing such a well-disciplined exercise in sympathetic modification, it’s no surprise that Edd also knows when to stop tinkering. “I’m deep into my 356 project now so I don’t plan to do anything with the MINI other than enjoy it. Anyway, this car is simply spot on, so why ruin it?”

Exactly. You really can create a stand-out show car and driving machine without going bonkers for bonkers’ sake…

Tech Spec: Modified F56 Mini

Engine:

Airtec intercooler, Eventuri scoop and full carbon fibre intake, carbon fibre engine heat shielding, Scorpion decat, JCW Pro exhaust with stainless tips, power upgrades by Lohen

Power:

300bhp and 500Nm/370lb.ft torque (owner’s estimate)

Transmission:

Coolerworx shifter

Suspension:

Wieschers carbon strut brace, KW V1 coilovers, Cravenspeed under-body bracing, Powerflex bushes

Wheels & Tyres:

Stud kit, 8Jx17 ET35 BBS RC307 alloys, 225/40R17 Michelin Pilot Sport 4S

Interior:

Carrera GT-inspired gearknob, genuine MINI carbon dash and door handles, Royal Black Alcantara steering wheel with carbon inserts

Exterior:

Rebel Green and black JCW (pre-LCI), full Pro splitters front and rear, blacked-out badges, custom Goodwood-inspired graphics

Source

June 18, 2021
MK2 ESCORT RACE CAR: KING OF THE HILL

There have been a number of awesome Escorts built and raced over the years, but this Mk2 Escort race car and Austrian Hillclimb Championship contender is surely among the best of them all.

Feature from Fast Ford magazine. Words and photos: Robb Pritchard

Arches, splitters, wings, diffuser. It looks like something straight out of modern DTM. But the familiar rectangular grille with two round headlights is such a contrast of eras that it takes a moment for your brain to register what your eyes are seeing.

Pikes Peak may be the world’s most famous hillclimb event, but the sport is incredibly popular in parts of Europe too (the really hilly bits!), and because of the lack of rules regarding builds, it’s the place to see some seriously impressive race cars – such as this absolutely stunning Mk2 Escort race car. But it certainly isn’t just for show: this Escort competes in the Austrian Hillclimb Championship in the capable hands of its creator Christopher Neumayr.

The story starts with a 17th birthday gift from his grandma – a BMW 318 that, without going into any incriminating details such as speed limits, he managed to park on its roof on a quiet country road. The next two cars also ended up the same way, so Christopher’s dad, wanting to focus his son’s obvious need for speed in a more controlled environment, allowed him to use his precious RS2000 in a local hillclimb event.

“It was a really nice car. It was light so had a great power-to-weight ratio and handled really well.” Unfortunately, in one of his very first events something broke and pitched Christopher head-first into a wall at very high speed. He was lucky to come away with just a few cracked ribs and bruises. But the car? The impact was hard enough to push the engine and gearbox back so much that the rear axle was bent. Needless to say, there wasn’t much left to salvage…

From their hospital beds, many people would have looked at the photos of the mangled mess of twisted metal and pool of mixing oil and coolant flowing down the road, and decided that tearing up mountains at break-neck speeds might not be for them. But for Christopher (who might not be wired quite the same way as the rest of us) it was a galvanising moment that led him over the next few years to create this incredible Escort from the remains of the old. No sheer rock face was going to stand in his way.

The central part of the shell is the only part left of the original car, straightened, stripped and cut out to the minimum metal allowed in the regulations. Christopher chose to run in the E1 class for non-turbo cars, as a ‘charger would put him in the top class with 800bhp 4×4 monsters, which is not the place you want to be if you plan on competing with anything resembling a budget.

A Cosworth YB engine minus the turbo was the chosen powerplant, but it is far from standard. A Farndon crankshaft designed especially for non-turbo cars, coupled with the stroke reduced from 77mm to 72mm, allows it to rev to an incredible 10,000rpm. Cylinders were bored out from 90mm to 94mm and fitted with CP pistons from America, smaller bearings create less friction and weight, and the lengthened and balanced conrods were also from Farndon.

The head is quite special too: heavily ported on a CNC machine, it has bigger inlet and outlet ports and a special profile for the cams, which are bigger and more aggressive than the turbocharged YB designs. All this makes a healthy 304bhp on racing fuel with 187lb.ft of torque. And in a car that weighs much less than a tonne, it’s enough to hit 60mph in ‘about three seconds’!

A six-speed sequential gearbox – made by Tractive in Sweden – also features a pneumatic paddle shift that Christopher designed himself; modestly, he confesses it took a long time to get right. The rear 909 Ford Motorsport differential and independent suspension setup is from a WRC Escort Cosworth, and is mounted directly to the roll cage just like the works rally cars. How did Christopher manage to work out all the engineering for such a complicated transplant? “I just looked at a lot of photos and saw what part needed to go where,” he says.

He also made the front uprights, but the geometry was hard to perfect. “If the setup didn’t feel right I tried a different way,” he says. But what he means by ‘trying a different way’ is completely scrapping the previous version and fabricating a new design…

The suspension is three-way adjustable by KW, with a custom setup specific for this car. Brakes are six-pots from Tarox, but the discs are tiny, as all hillclimb races are fast and uphill so there’s no need to carry any extra kilos of steel on the wheels.

Power is important, but perhaps more so is weight saving. With the minimum limit being just 790kg, if something is not needed it is not fitted. Christopher’s car is exactly 790kg.

Aerodynamic aids are also unregulated, and if you don’t think you’ve ever seen a Mk2 that looks quite like this then you’re right. All the bodywork is unique to this car. “The splitter and wings took a lot of work cutting away foam blocks to make the moulds. It was many hours of scraping and sanding before I had what I wanted, but after about a hundred hours I stopped counting!

“Many people have asked if they can buy a set from me. I have the moulds so I can repair the car quickly if I have an accident, but I won’t sell them. I like having the only Escort that looks like this.”

The huge rear wing and diffuser produce massive amounts of downforce. “A friend of mine has a virtual wind tunnel programme, so we entered in all the car’s dimensions as accurately as we could and ran it on the simulator, and it really helped with the setup of the car. Now I can understand how much the suspension is compressed at 200km/h without having to drive that speed in a badly setup car just to test it! I can go through corners unbelievably fast now.”

Some hillclimb events have faster courses than others, so like in many high-speed, high-technology racing series both the wing and diffuser can be adjusted. Weather conditions affect setup as well. If it’s a wet event everything is tuned to maximum downforce.

Generally the courses are short at just a few kilometres, so getting off the line as quickly as possible is key to getting a good time. The three-piece BBS wheels are the same size front and rear, as the MBE ECU’s traction control measures the turning of the front wheels to control the spinning of the rears. The ECU programme has eight vectors for changing the start mapping from wet to totally dry. It saves a couple of seconds per run… and cost €4000. Christopher estimates he’s invested over 1000 hours into the build. “I finished it when the car was as good as I could get it, because who wants to drive a crappy car?” he shrugs. Apart from the time, the cost just in parts is around €70,000.

The first race was in May 2014, and it was terrible. “There were problems with the electrics, with the engine, and the ECU was completely confused with the traction control.” It was another 18 months of development to get everything working properly – a year-and-a-half working until 2am, designing, fabricating and testing.

Christopher’s gritty never-give-up attitude finally paid off when he came away with his first win, three-and-a-half years after the crash. “It was such a great feeling,” he smiles. There were so many times that I wanted to give up because getting the car as fast as it needed to be just seemed so far beyond me, but a lot of friends and fans encouraged me, and that always motivated me.”

And Christopher’s not finished there. In his quest for ever faster times up the hill, he’s recently started a WRC-spec Mk7 Fiesta build, which he reckons is on course to set him back a cool €250,000!

In the meantime, Christopher is content to keep getting his hillclimbing kicks from his awesome Escort.

Tech Spec: Mk2 Escort Race Car

Engine:

Naturally-aspirated Cosworth YB 2.0-litre with shorter stroke (72mm) using custom Farndon crankshaft and conrods and custom CP forged pistons (94mm bore), CNC-ported cylinder head, custom high-lift cams, throttle bodies within custom carbon airbox with intake kit, four-branch exhaust manifold into custom exhaust system, dry sump system with custom breathers and tanks, MBE ECU with custom wiring loom, custom cooling package, 10,500rpm rev limit

Power:

304bhp and 187lb.ft (on race fuel)

Transmission:

Tractive six-speed sequential gearbox with custom paddle-shift, twin-plate AP Racing clutch, Escort Cosworth rear cradle with 909 Ford Motorsport 9in rear diff

Suspension:

Custom three-way KW Suspension coilovers, Escort Cosworth WRC independent rear suspension conversion

Brakes:

Tarox six-pot alloy callipers with custom non-vented discs

Wheels & Tyres:

BBS 10x15in three-piece split rims, Avon super-soft slicks

Exterior:

Custom carbon fibre panels incorporating one-off bodykit (moulds all owned by Christopher), custom aero package including adjustable rear wing and rear diffuser

Interior:

Full motorsport weld-in roll cage, excess material removed/weight saved, carbon panels, single competition bucket seat with Sparco belts

Source

June 17, 2021
MODIFIED EVO V: THE EMPEROR’S NEW CLOTHES

As a member of exclusive Lancer owners’ club, Team Emperor Motorsports, Rowie Landicho has dressed his imported modified Evo V in the most exclusive of Japanese parts, creating a JDM machine that reigns supreme.

Fast Car magazine. Words: Dan Bevis. Photos: Renz Dimaandal

When it comes to finding inspiration for your project build, there are few better places to look than motorsport. Whether it’s the lurid team liveries or the functional lap-time reducing aero parts, there’s always going to be something you can take from a race car and apply to your own modified ride, albeit often with a watered-down twist. The other great thing about aping a thoroughbred racer is the sheer diversity of classes, series and machines that you can draw from. Right from the Formula 1 elite to grassroots drifters, there’s just something endlessly cool about racing cars. One man who is no stranger to the allure of circuit-shredding-chic is Los Angeles-based JDM fanatic Rowie Landicho.

“For me, it’s always been the Super GT series in Japan that has got my juices flowing,” grins the 28-year-old sales and marketing specialist. “The cars are all based on models you can buy for the street, including JDM legends such as R35 Nissan GT-Rs, Honda NSXs and Toyota Supras, but there’s also true supercar exotica like McLaren F1s, Lamborghini Murcielagos and Ferrari 458 Italias, but with much more extreme engine tuning and wild aero packages.”

And it was by fusing his love of Mitsubishi’s mega-saloon and the unhinged downforce generating bodylines of his favourite Super GT contenders that resulted in his latest eye-popping Lancer build – the wide-arched fifth generation Evo on these pages.

“As a loyal member of the Cali-based Lancer owners’ club Team Emperor Motorsports, I’ve had Evos for a while now, my first being a tenth generation model that I modified extensively with rare Japanese parts,” Rowie explains. “That car was displayed at SEMA and also won the coveted ‘Judges Choice’ award at the Mitsubishi Owners Day event in 2015. It was a cool car, but eventually I decided to move on and start another project.”

Being a diehard Lancer nut, Rowie knew his next steed would come with the iconic Evolution badge, but his initial thought was to step back a couple of models and go for either an eighth or ninth generation car, but then an opportunity arose that he simply couldn’t refuse…

“Back in November 2017 I had the chance to acquire an Evo V,” he recalls with a grin. “I say acquired, because I didn’t actually pay for it – I did a trade with the owner for a bunch of rare ARC Evo X tuning parts and a host of uprated suspension mods that I removed from my old build. He had recently purchased a Final Edition Evo X and just didn’t have the time to work on the V as well, so he was keen to do the deal.”

As you can imagine, for the price of a few parts, the Evo that Rowie ended up with was a far cry from the immaculate street and circuit slayer that it is today.

“It had been sitting in a garage gathering dust and cobwebs for around five years,” he laughs. “In fact, when I first saw the car, it was under a tonne of random garage junk. Let’s just say it wasn’t exactly a cherished collectable, that’s for sure! But even so, I immediately saw potential in it, so had to snap it up.”

As a Japanese import, the Evo is right hand drive, which for a JDM fan in the US is popular option as it retains the authenticity of the original car as it came from the motherland. However, it does pose a challenge to drive on the street, as the USA is a left hand drive country, so you are effectively driving on the wrong side of the car, although the kudos gained in hardcore JDM circles is often a worthy trade-off. But before Rowie could experience any of the thrills from behind the wheel, he had some serious work to do.

Having not run for more than half a decade, the Mitsubishi had a host of electrical gremlins that needed sorting before Rowie could begin the car’s transformation, so he took the ailing Evo to tuning specialist KT Motoring to diagnose the problems and get the engine firing on all cylinders.

“Once the 4G63 was up and running again it was delivered to Dennis at Denz Mechanical to go full steam ahead with the restoration of the corroded bodywork,” says Rowie. “We started by dropping the now healthy motor and painting the refreshed engine bay in OE Mitsubishi Medium Grey, which was a colour that would later feature throughout the interior and rollcage.”

The ‘cage itself is a Cusco 13-point item with custom Enticed Motorsports pillar gussets and gorgeous Chasing J’s titanium door bars. Combined with the flocked dash, Beatrush rear seat delete and carbon parcel shelf it really adds an authentic motorsport feel to the cabin. The other items that channel the Evo’s inner racecar are the uber rare Ralliart Recaro RS-G bucket seats.

“I’m a sucker for rare and discontinued parts,” laughs Rowie. “My favourite mod is the seats, which I believe is the only set in the US. In fact, if I ever decide to sell the car, I’d definitely remove them and save them for my next Mitsubishi project.”

And while the seats may be the pinnacle of the Evo’s rare parts list, they are by no means the only ones, and are merely the tip of the JDM iceberg…

“I’ve always prided myself on using only the best JDM parts and, throughout the build, I was able to source some of the rarest parts available for the CP9A chassis, such as an ARC titanium strut bar, ARC intake box, ARC oil cap, ARC spark plug cover, ARC heat shield, ARC front-mount intercooler and titanium cat-back exhaust and an ARC shift knob,” Rowie highlights, pointing out the jewels in the Evo’s crown.

But aside from the copious amounts of hard to come by under-bonnet bling, the thing that makes Rowie’s modified Evo V stand out so effectively is the body kit.

“Since I first got the car, I’d always planned to fit it with the Varis ASSO wide body kit,” Rowie remembers. “It’s by far the most aggressive kit available for the V and has similar styling to the Super GT racecars.”

The kit is a limited production item and was sourced as a special order from Japan by Jonny Grunwald at TCP Magic USA and was an essential ingredient in ensuring the Evo was accepted to be part of the exclusive 2019 Toyo Treadpass arena at the 2019 SEMA show.

“Getting accepted to display at SEMA was a real honour, but meant we now had a tight deadline to work to in order to get the car finished and ready of the show,” Rowie says. “So while Dennis got busy with fitting the kit and painting the exterior in OE Lexus Super White, I began installing the ever-growing pile of bolt-on mods that was slowly stacking up in the corner of the workshop.”

As well as the host of rare ARC parts, the engine got a thorough working over with an uprated CTR-X650 Comp turbo, HKS camshafts and cam gears, a set of ID1000 fuel injectors fed by a Walbro fuel pump and a remap for potent E85 fuel. The result is a conservative but super responsive 380bhp and 360lb ft of torque.

To tame this beefier powerplant Rowie wisely opted for a Project Mu big brake kit at the front and uprated Project Mu discs and pads at the rear. Working alongside a set of similarly branded braided hoses they ensure the Evo has ample stopping power for either road or track – something that Rowie is keen to experience in the near future.

“Many of the cars built for SEMA end up being pampered show ponies,” Rowie laughs. “And it would be very easy to follow suit and wrap the Evo in cotton wool now it’s complete, but I’ve built it with driving in mind and I’m itching to try it out on the track.”

Which is why he has forgone the usual show car route of airbags for a more traditional track set-up for the suspension including Fortune Auto 500 Series coilovers, Whiteline anti-roll bars and polyurethane bushes.

“The suspension set up, combined with the functional aero of the bodykit and the huge Voltex wing, should make the Evo a real weapon on track,” Rowie beams. “It’s been a privilege to have another car on show at SEMA, but for me cars are meant to be driven, so that’s exactly what I plan to do.” And who could blame him? If we had an awesome track-tuned Evo, dressed in the finest parts that the Far East has to offer, we’d be doing the same.

Tech Spec: Modified Evo V

Engine:

2.0-litre, 4-cyl, 16v 4G63, Comp Turbo CTR-X650, HKS camshafts and adjustable cam gears, KT motoring E85 tune, custom test pipe, ARC Titanium cat-back exhaust, ARC intake box, ARC front-mount intercooler, ARC blow-off valve, ARC oil cap, ARC spark plug cover, ARC radiator shroud, ARC heat shield, Garage HRS clear cam gear cover, HPS couplers and clamps, Koyorad radiator, custom candy red valve cover

Performance:

380bhp and 360lb ft torque

Suspension:

Fortune Auto 500 series coilovers, Whiteline anti-roll bars and drop links, Whiteline bushing Kit, Whiteline rear control arms, ARC Titanium front strut brace, Mine’s rear strut brace

Brakes:

Project Mu 4-pot forged calipers with Project Mu slotted 355x32mm discs (front), Project Mu Club Racer discs (rear), Project Mu Club Racer pads and Project Mu brake lines

Wheels & tyres:

10.5x18in Volk Racing CE28 Club Racer II Black Edition wheels with 295/30/18 Toyo Proxes R888R tyres, Rays centre caps

Exterior:

Lexus Super White paint, Varis ASSO wide body kit – front bumper, front splitter, front canards, front arches, vents, rear quarter panels; carbon-fibre bonnet, carbon-fibre boot, carbon-fibre rear spats, Voltex Type 4 1600mm wing with custom wing stands, Titanium body kit hardware, Depo headlights wrapped in yellow film, Ganador Super Mirrors, APR carbon-fibre side splitters

Interior:

Mitsubishi OEM medium grey painted interior to match the engine bay, Cusco rollcage with custom Enticed Motorsports pillar gussets and custom Chasing J’s titanium door bars, Ralliart Recaro RS-G bucket seats, custom flocked dash and door panels, custom gauge pod with Defi boost, oil temp, oil pressure, fuel pressure gauges, Beatrush floor bar, dead pedal, map box and partition panel, custom carbon-fibre deck lid, Willans harnesses, ARC columnar shift knob, Pioneer head unit and speakers, Works Bell hub and quick-release adapter, Works Bell leather 330mm steering wheel, Chasing J’s titanium steering wheel hardware, custom red anodized steering wheel hanger, custom carbon-fibre floor plates

Source

June 16, 2021