Here’s how I bought the highest mileage supercharged RS4 in the world.

High mileage hero or villain?

So it’s around March 2019, my 2001 b5 Audi RS4 in avus silver is up for sale on various auction sites. For a laugh on Facebook Marketplace also. I end up getting a message from this guy , he’s umming and Arring about buying my b5 , he mentions he has a couple of interesting RS marques already. One of which being an 800bhp c6 rs6 the other being a TTS supercharged rs4 in Daytona grey. He states really he needs to downsize but that he will be in touch. I didn’t expect to hear from him again. You know how car forums are, we all chat about future plans, aspirations, a number of fellow enthusiasts ask me if I’ll be returning to a b7 (having had a sorted Daytona saloon just the year before) I replied no but had always wanted to build a supercharged b7. APR and TTS supercharged cars are the holy grail of the b7 world and good enough to scare even the new RS6’s. A day or so elapses and this guy shoots me another message regarding my b5 and casually mentions he owns a supercharged RS4 he would like to do a deal with. I laugh this off causally as a charged b7 is worth anything around £30k in the uk and my b5 is worth somewhere around £20k. So there’s an obvious Guelph in price. He said no he’s interested in a swap, so I play along to see where this goes. About 10 minutes later he coughs up what can only be described as the lowest resolution picture of a car I’ve ever seen. It was a Daytona grey brick shape that could of been an RS4 or it could have been a wall, it was hard to tell. Anyhow he mentions the mileage of this car is “quite high” at around 170k (something I would consider gargantuan) but it’s at MRC the renowned Audi tuner receiving a new supercharger. Not one to shy away at mileage we talk a little more about price and the cars well documented history (an original tts development car). I say I would be interested in a swap if the car is as good as it sounds. Here comes the Best Bit he agrees to meet with me when the car is ready, a couple of weeks elapse. We message occasionally to see where this is going after several delays (4 months total at MRC) but eventually we agree to meet at my place of work. I detail the b5 after a front end re-spray with it spruced up and looking well. When up turns this dirty neglected looking RS4, looking like it’s been sat under a tarpaulin for about 6 months during a harsh winter. But I stick with it we shake hands having a chat and he throws me the key. I have a look round disappointed to see comfort seats although he assured me the buckets are safely in storage should I want them. I open the bonnet and the most comical tired squeak groans out the engine bay is filthy considering it’s been worked on and serviced,it looks like it’s been pasted round the desert. Then comes the bodywork the lower door trims bowed out as water has got in, corroding the door bottoms. A small corrosion patch also on the front right wing, there’s tatty black wrap around the grill and window surrounds too. Fitted are the most haggard looking rear discs I’ve ever seen , the car is a disappointment to say the least. I get into the dirty and dusty cockpit and fire her up (just about stuttered into life) but to my relief she sounds solid on tick-over. I have a little test drive around the airside car park and no rattles to report nor bangs or clunks but she was far from mint. My b5 looking significantly the better car I try to leverage the deal , stating I would like the buckets fitted and the oem wheels as a spare set. There was also a spare set of mirrors caps available ( the ones fitted were painted in Daytona grey, I’ve no idea why)

The avus b5 RS4

We part ways while he leaves to think it over and that was it he vanished. A good week to ten days passes he reads my messages but no reply and I feel despite it’s tatty appearance the deal of a life time may have passed me by. Eventually I receive a message he says something along the lines of “I like the car where do we go from here?” I quote a date out of thin air in early April as it fits my days off, and there it was he agreed. I invited a friend down from wales as I knew he adored my b5 and hadn’t seen or driven it since it was complete. Off we set early one morning my friend behind the wheel and I begin to appreciate the comfy leather seats, the carbon clad dash the alcantara wheel and the overall character of the b5 realising it’s the last time I’ll ever be inside it. Or see it for that matter. The distinct smell all VAG cars have from the early naughties era. We arrive and like a jolly Father Christmas the owner who towered above me both in stature and breadth with a sizeable beard says he has a surprise for me , he’d had the b7 valeted to which it looked much more respectable. I looked closer and he’d even had the bucket seats fitted. Meanwhile his colleagues from work wrapped the oem wheels and placed them carefully on the back seats. I went off the sign the documents and just like that in April 2019 I took ownership of my third RS4 this one being TTS supercharged. A car I’d always dreamt of was finally mine. The dream came crashing down around 10 minutes later however, when one “accidental” spirited launch lit up all 4 Vredesteins, quickly followed by the ESP and abs lights. So after a very tentative drive home thinking I’ve shot myself in the foot. I manage to give it a much needed clean and decontamination with a clay bar, a new MAF meter was ordered which thankfully rectified this issue.

For more pictures and a little more on the backstory and development of the b7 feel free to find me on Instagram @samtalkscars

Building a “poor man’s” Superleggera

Pretty much since 2007 as a 12 year old I’ve lusted after two cars in particular, the B7 Audi RS4 and the Lamborghini Gallardo Superleggera. Now I’ve had 2 b7s it’s time for the Lamborghini dream to be realised. Now I’m first world poor, I can afford my Lamborghini comfortably but with your average Superleggera weighing in at near double the money I’m going to build my own. There’s 10 worldwide manual Superleggera Gallardos and 2 or 3 are RHD so attaining one is simply never going to happen hence I’ve created the poor man’s superleggera.

I’m not Lamborghini so I’m going to cheat and do things my own way but the goal is 100kg of weight removal . While retaining usability and “comfort”. I saved 40kg fitting carbon fibre tillett bucket seats similar to those from factory, the superleggera wheels are fully magnesium and shed 15kg of unsprung weight, the Tubi exhaust, cat bypass and heat shield removal liberated another 20kg. A rear wheel drive conversion which deletes the front diff, driveshafts and prop shaft is known to save a further 65kg which will stand the total at 140kg before a Lithium battery is tested for a potential further reduction of 18kg. This should massively improve pickup, front end turn-in and overall drivability.

I bought the cheapest manual Lamborghini in the UK

Now the title is speculative at best, I know Jayemm a well known YouTuber spent a mere £40k on a manual Gallardo a couple of years ago. Admittedly though his was quite rough and had several attempts at an engine rebuild after its life as a track rental car. Mine was nowhere this cheap but it was the cheapest listed on Autotrader and eBay at the time of purchase. Low mileage, fully HPI clear and with extensive Lamborghini and specialist service historye to boot. There’s now a similarly priced example also manual, but silver and with 30k more miles.

Now unfortunately across many forums and the world of social media I’ve taken the role of “scum” as I’ve used some finance to purchase my Lamborghini. This isn’t anything out of the ordinary for me as I typically used personal loans anyway, this is just a safer bet as it’s secured to the value of the car and over a much shorter term. In Lehmans terms take around the average house deposit in the UK and instead of going to an estate agent you go supercar shipping instead. With said deposit in place and a fairly alright salary to back it up, I pay less than the average PCP on a Golf R or BMW 135i. Admittedly with probably two or three times the deposit and perhaps a larger balloon payment.

Why a Lamborghini?

Most automotive stories make people out to be one or the other, Holden or GM, Audi or BMW, Ferrari or Lamborghini and while the previous might be true for myself I’ve always loved both Lamborghinis and Ferraris. At the time there were many Ferrari 360s I was interested in buying but only a couple had a manual gearbox. Why a manual? Early “F1” automated manual gearboxes of the early 2000s habitually decimate clutches in very few miles, Lamborghini’s E-Gear is just as guilty of this. I always crave enjoyment and engagement from the cars and I buy and nothing gives me more than a manual gearbox optioned car. There was a delicious F430 coupe available for an additional £8000, Rosso Corsa over Tan interior but F1 gearbox made me weary and the car was in Ireland. The Lamborghini in question had previously sold for £10,000 more however with several people failing finance approval and fallen through deposits the selling dealer discounted the car to get a sale, this is where I appear.

The buying story

It’s Saturday the 5th of March I’ve just taken a 50% Deposit on my 911 CSR and I’m waiting for the car to be collected the next day. On successful delivery and inspection the remaining balance will be paid to me and I can settle my personal loan and be bill free for a little while, or so I thought. I call Howard the selling dealer for a chat about the Gallardo, I needed to know if the dangerous Catalysts had been removed as they’ll eventually kill the engine with bore-scoring, and then general enquiries about its spec and condition. We have a 15 minute chat about the car and due to a part ex offer with a Ferrari 360 I had until Monday to have things in place for a purchase. My only condition was I wanted a fresh MOT ready for a years worth of enjoyment to which Howard agreed. So it’s still Saturday morning and Howard has introduced me to Dave at Apollo Capital and I basically ask him if we can rush through a finance application if I give a 30% plus sized deposit for the car. The next hour is spent giving details via email, bank statements addresses, employment history etc and that afternoon the application was in. Let’s forget the personal loan I need to pay off and the fact I’ve not officially handed the Porsche over at this point. (Face palm)

Sunday comes and the Porsche is delivered to a very happy new owner, the money arrives and that’s step one of this stupid plan complete. I run HPI checks and MOT history checks on what could be my Lamborghini and everything seems to check out, I really really really wanted it because it was a manual Lamborghini and it looked genuinely nice and a bit too good for me. I feel so sorry for anyone around me the Sunday and Monday that followed as I was a walking talking ball of stress with no idea of outcome. I’d resigned myself to a rejection letter as I just wasn’t prepared for the financial background checks and I should have waited 3 months plus really, but the idea of a classic Italian supercar for summer was just too much to give up on. “Approval” the email header read as my phone lit up, I knew then I had the green light and money was on its way, my inner 5 year old took over and hyper running around flapping my arms and grinning like an idiot ensued, fortunately to an empty household. I called Howard and said I was approved and would like to see the car on Wednesday, step two of the stupid plan complete.

The handover

A 2 hour drive towards London with an early start was not my ideal way to start a days leave but there was at least something special at the end. We arrived to an immaculate show room and a fresh cup of coffee waiting for us. The Gallardo had just been paint corrected and waxed, it looked beautiful sat in the corner waiting for me. Honestly all I needed to check was that the body was clean and it wasn’t dropping any fluids. I was in love it just didn’t feel real or possible that I could be taking a Lamborghini home with me that afternoon. 8 year old me watching TopGear was going to have a manual Lamborghini of my own. Howard took me out for the test drive and proceeded to remind me of his racing background by giving the Lamborghini a good workout on the short backroad test route. The windows, radio and air-conditioning worked, the Tubi exhaust definitely worked and that was that, she was coming home with me. I never felt any pressure to buy and it was genuinely a really pleasant experience throughout. There’s a few little niggles being addressed as I type this so I’ve been without my Gallardo for a couple of weeks, but incredibly excited to have it back soon!

What is a manual Gallardo like to drive?

The boyhood dream

It’s 2003 and Jeremy Clarkson is sliding a bright yellow Gallardo around the test track, I’m 8 years old and the proud owner of a remote control version in the same colour. He talks about the lack of madness that usually defines a Lamborghini, the smart decisions influenced by Audi and the “sensible” V10 engine. But take the magazine articles and TV road tests away, what’s it actually like to meet your heroes and buy one 19 years later?

Style over substance

There may be a lack of madness from the big V12 bulls that we came to expect from Lamborghini but there’s so much Italian idiocy compared to the early R8 models that followed. For example the handbrake is perfectly placed for an E-Gear car, but for a manual it’s just in the bloody way, hill starts and stop-start traffic mean you’re forever reaching around the handbrake to engage first gear. The headlights that would be on a stalk behind the steering wheel in literally any other car on the planet are actually controlled by a switch on the dashboard, with only high beam adjustable on a stalk, pull for on, hold for 2 seconds to turn them back off, madness. In Italy it’s apparently customary to stop your journey for any source of refreshment, or at least that’s what is suggested by the lack of storage space for literally anything. No cup-holder not even one, tiny door cubbies are all that’s available apart from a microscopic little hatch on the centre console by the rear bulkhead that can’t even fit my wallet or phone in it. The rake of the front windscreen means on a sunny day all you can see is the reflection of your own dashboard and vents, not that it’s ever sunny in Italy right?

The drive

The Gallardo is such a modern classic it’s difficult to drive yet it’s a car that you learn over time, it’s not as pigheaded as a Countach or a Diablo but it’s not easy like an R8 either. It rewards you for doing well with the click-clack of that beautiful gated shifter and V10 symphony behind you. But the pedals are tiny and way off to the left, the gated gear-lever requires precision and a deliberate action across the gates. The gear change is weighty and the steering heavy and deliberate, couple this to practically lying down and it’s quite a challenging environment in the most enjoyable sense. The big 5.0 V10 wails behind your ear at any opportunity past 3000rpm and it feels massive from the cockpit, those wide hips and massive arse mean you’re often checking those sculpted side mirrors to check it fits through a gap. This is a small supercar in reality but one you really must man-handle. I’ve covered around 300 miles so far across many different types of road and a manual Gallardo with 550bhp is definitely a handful! It’s on its way back to London as I write this as it’s been all Italian and leaked some oil because I’ve dared to actually drive it somewhere.

I bought a rare Lamborghini Gallardo

Mid engined Italian beauty

The phrase “dream car” gets thrown around a lot with us petrol heads and they’re often subject to regular change and updates. Mine has always been the Ferrari F430 and the Lamborghini Gallardo. After selling my Porsche CSR and turning a small profit to move it hurriedly, I found myself in the biggest first world problem to date. In my “budget” if I used some form of supercar finance I had around £70,000 to play with and sat within this budget was a Rosso Corsa F430 F1 and a *manual* Lamborghini Gallardo. With both cars holding special place in my heart I was very torn when making a decision yet the cards were stacked very much in the Gallardo’s favour. The Ferrari was in Ireland, it was £8000 more expensive and it had the clutch killing F1 transmission which compared to a manual is always a risky bet. I wanted the Ferrari more than anything but the harsh reality of a £5000 clutch bill just didn’t sit well with me as realistically I am poor.

Gated manual

The Americans seem to use the phrase “gated manual” an awful lot, on this side of the pond we just call them manuals. However the satisfaction the “click clack” of the gate gives when changing cogs is second to none. I genuinely drove the 100 miles home grinning like an absolute idiot. The clutch is fairly light, the gearbox is a little heavy and you need to take your time with it. There is some Italian lunacy mixed in however, the driver has the steering wheel yet the passenger seems to have the pedals and they’re far too close together, I’ve fairly narrow feet yet felt I was wearing clown shoes from time to time.


The Gallardo was Lamborghini’s first large scale production car with around 14,000 being produced between 2003-2013 with 97% of total production being the E-gear automatic. That’s right only 3% of all Gallardos sold worldwide were manual transmissions which when coupled to the 39k miles mine has covered makes it somewhat of a unicorn. It’s specced quite tastefully for an early 2000’s car as well with a subtle black over black specification, no mad two-tone interiors here I’m pleased to report.

Common faults

The early Gallardo had a cat-ingestion issue, the high back pressure of the 5.0 V10 meant brittle catalysts over time could be sucked back into the engine and cause bore scoring. This tended to happen on higher mileage examples and I’m pleased to report this car had covered around 25,000 miles when ceramic coated cat-bypass pipes were fitted into a Tubi exhaust. Other issues included upper and lower arms which have just been replaced by Lamborghini Pangbourne and manual cars suffered from shift cables stretching, again these were replaced in March 2021. I would be lying if I said I wasn’t nervous but with the Gallardo being my second car and covering less than 5000 miles a year I really thought it was worth a try, especially with it being cheaper than a manual V10 R8.

Porsche 911 CSR sports cat upgrade.

My CSR has definitely been the most driver focussed toy I’ve owned to date, but something was missing. It will cruise near silently at 70mph which is a welcome change from my normal idiotic escapades, but the throttle response always left me wanting.

Despite a lightened clutch and flywheel the CSR and standard mapping always had a sluggish throttle pedal, you literally stamp on it for any form of Rev-matching. This gets a little tricky when your right foot is already occupied with braking before a tight left hander in the Lake District. I’d repeatedly find myself unable to get the revs to spike in time before slotting the next cog.

The massive factory 400 cel cats really limited the CSR’s sharp and focussed character. After a lot of swearing and 5 of 6 snapped bolts, I’d removed the offending catalysts. Unfortunately the Lambda sensors were welded in place so new Bosch ones had to be sourced asap. The new 200 cel cats slotted into place perfectly, lining up with the CSR bespoke back boxes from Rpm Technik. The result is a dirty raspy noise high up the Rev-range reminiscent of an E46 M3 CSL.

The CSR feels transformed with a new sense of urgency and desire to Rev and get going. Nearly 4kgs were shed from the back end also. Despite the rebuild in 2017 I often worried for some of the original factory parts left on the 996, the cats being one of them, it’s not unusual for them to rot completely away. I even managed to get £220 for them which was a welcome contribution. I can’t say enough for the noise I’m shocked how good a flat 6 from this era can sound it encourages you up the revs just to hear it growl. I’m very pleased with this upgrade overall, would recommend.

Saving money on your car insurance can be as simple as a 5 minute phone call.

It’s that time of year again, the dreaded email from the insurance company wanting their annual premium. This has always been a good pass-time for me watching my annual quotes gradually decrease. However they’re often still high due to the cars I drive and being in my twenties.

How can I lower my quotes?

My first step was to add business use to my policies. This gave me a significant price decrease while making me eligible to claim back fuel expenses for any work commuting I might do.

Multi-car policies

I tend to have two cars on the go, one sports/super car, one small daily driver that’s very cheap and used as a van. I noticed another significant saving as I was able to add the “daily” for almost no cost at all when renewing.

Named Drivers

Naming a parent or spouse with a lot of driving experience and no claims is always a good way of reducing your premium. It proves to the insurance that you’re linked with experienced drives. Ultimately the more experienced drivers on your policy the less time you’re behind the wheel yourself in their eyes.

Haggling with the insurance company

The day the email arrives I try to find time to call them and discuss. I don’t threaten to leave, I don’t throw a tantrum, I just confirm my vehicle details and mileages to see what they’re able to do. I remind them how long I’ve been insured with them, my lack of claims and politely ask if they can do better on the price or I may need to look elsewhere. In 2021 with my Nissan GT-R as my primary vehicle I saved £150 ish pounds using this method. This year I’ve saved another £62 on top of being nearly £115 cheaper than the year before. All because I took 5 minutes to phone and discuss options, there’s almost always a better price to be had if you ask.

996 CSR Lightweight Build

Following on from my first piece about tweaking my CSR, the changes have been coming rapidly. I’ve documented my latest project of removing as much weight as possible without ruining the ethos and usability of it. The goals are 996.1 gt3 power to weight ratio (260 bhp per tonne) and a kerb weight of 1250kgs.

I started by stripping back the interior, electric front seats and rear seats plus rear seat belts, this saved 34 kilograms. Spare wheel delete was 11.3kg, Jack and tool kit 1.3kg. Rear wiper motor and arm came in at 2.2kg, The RPM Technik back boxes are 3kgs lighter than standard, GT3 rear decklid and wing saves 4kgs against the oem active decklid, a radio and lower dash delete found a further 3.6kgs from the interior. I’ve now removed the frunk lining and Bose amp for the stereo totalling 4.4kgs and the lightweight clutch and flywheel saves 5kgs against standard. Totalling a mammoth 68.8kgs of weight reduction. Next on my List is a deadweight Industries lithium Ion battery to replace my Bosch unit, this is expected to save between 15 and 17kgs more.

Waiting for my lower dash trim to arrive..

The CSR feels incredibly sharp and compliant now it’s had a fairly large diet and some money thrown at it again. My favourite parts have to be the GT3 seats, they hold you tight and support you with fast cornering with the added bonus of a massive weight reduction. I’ve also fitted a factory GT3 gear stick to go with the new selector that was fitted by RPM with the gearbox rebuild. It fits your hand much better and gives a better feel through the gears.

A base 996 from factory in my spec (non sunroof) weighs in at 1345kg standard. Minus my 69kgs so far plus a further 15kgs from the deadweight industries battery, will mean a total a reduction of 84kgs totalling a new kerb weight of 1261kg. A carbon fibre bonnet can liberate a further 10kgs of weight with the potential for a Lexan rear window and carbon roof to be fitted. However we will see how the project evolves as I hone in the dynamics.

911 CSR a GT3 for half the money?

The 996 GT3 has really gotten into it’s stride as the years have gone on, with most experts claiming it’s the best modern classic 911 you can buy. The 3.6 Mezger lump “only” chucks out around 381bhp in gen 2 guise but it’s the way you feel inside. It’s slight proportions as the last narrow bodied GT car and just how accelerative it is at high RPM make it feel like a real handful. A good 996.2 GT3 is asking over £80,000 in today’s market, so this got me thinking how close can I get for less than half the money?

The base car

I bought well and got myself a CSR from RPM Technik. The CSR program gives you a rebuilt engine and gearbox, new lightweight clutch and flywheel, a Wavetrac limited slip differential, KW V3 coilovers with fast road geometry setup and adjustable anti-roll bars, a new gear linkage and fresh bushes. All of these choice modifications have covered maybe 9000 miles since they were installed and the car feels brand new. I would’ve started from a factory Carrera but with low mileage examples hard to find and their propensity for IMS bearing failures I knew I needed a 996 with an engine rebuild already done.

The mods

That was my baseline for this project, you’ll notice 3 piece BBS Cup car style rims and meaty tyres, the factory GT3 “alienhead” bucket seats and rear seat delete. The next parts installed will be the 82mm GT3 throttle body and inlet plenum, coupled with 200 cel sports cats and perhaps a Fabspeed GT3 carbon airbox to further squeeze the power output. The objective is 340-350bhp whilst keeping weight as low as possible. 35kgs has been shaved from the interior with the GT3 seats and rear seat delete, another 3kgs saved with a smaller battery up front. The split rims also save weight over the standard units and provide a meaty purposeful stance with increased widths and aggressive offsets.

Future plans

Following on from the sports cats and intakes I’ll be looking into revised damping for fast road use, raising the nose and fitting a roll cage. The GT3 seats are being refinished in factory black leather as they should’ve been. The cage should increase rigidity in the chassis and finish off the oem clubsport look to the interior. I will also be deleting the lower dashboard console and reverting back to a single din Porsche head unit for that oem plus experience. I would like larger front brakes to give extra confidence when driving quickly as the factory 4 pots aren’t the most confidence inspiring despite good pads and fluid.

Do you think 80-90% of GT3 drivability and thrills can be extracted for less than £40k? Let me know if the comments below your thoughts and follow the build on my Instagram page.

I bought a Porsche on Collectingcars

Why did you buy on Collectingcars?

I’ve had a bad year for cars since selling my R35 GT-R (V23 GTR) and I wanted something to right the ship. Having had nothing but trouble with both the Lamborghini and my classic Porsche I really wanted something either very driver-focussed or frankly ridiculous and fun. So I took to Collectingcars to see what was available in the next week or so.

What is it like buying on Collectingcars?

Ive never bought at auction before despite trying very hard to buy a 360 Modena early in the year from a rival site. It’s actually very straight forward and despite my panicking and constant calculations for the 6% auction fees, it’s really easy to navigate. (The site will even remind you of the fees before you bid) You need your auction fee ready in your registered bank account you setup with CC or your bid will be rejected. (I learnt this 2 minutes before the auction ended). So a mad transfer of cash and panic began. You can view cars if you really feel the need to, however it’s mainly an online auction site. The high-quality HD pictures give you a really accurate representation of what you’re getting. The descriptions also list any imperfections there might be with whatever you’re buying.

How does it work if you win?

Basically they take your auction fees off you very quickly! You get your email receipt and all the jargon about checking the car, the next email gives you the sellers contact details. (The virtual introduction) In my case it was his email address and phone number. Being a millennial it’s obviously impossible for me to talk on the phone without the threat of imminent death, so I Whatsapped the seller. A few quick exchanges and the car was agreed to be collected on the coming Saturday, it’s really as simple as that. Check your maths, Bid your money, watch the timer, pay for it, check it over and collect.

Did you see the car before you bid?

In a short answer no. I was distracted by a manual 360 Spider, I’d seen the car listed and browsed the page, however it wasn’t at reserve so I forgot all about it. 5 minutes after deciding the Ferrari was too expensive I had a decision to make and decided to pursue the Porsche instead which now had it’s reserve pulled. I’ll reveal all about it in good time. But for now I can’t even put into words the fizz of excitement knowing my bid was winning and watching the timer count down. You can’t be sniped either, the timer adds 2 minutes whenever someone bids at the end of an auction. That’s about it really, I saw a car I really didn’t need yet wanted very badly, placed 1 bid and collected it 3 days later.

I backdated my Air-cooled 911

What’s backdating?

Backdating essentially is making your Air-cooled 911 look older than it is. This usually happens to cars like mine, the G-series (1974-1989) or impact bumper cars as they’re known. This is usually because they’re a “cheap” way into Air-cooled Porsches and they’re not the prettiest.

Why did you backdate it?

Two main reasons for me the main being aesthetics, I just don’t like impact bumper cars really. The other is weight. When you’ve barely got 190-200bhp to play with you need to reduce the mass you’re moving. So far the 911 is 80kgs lighter than it was, thanks to stripping the interior back deleting the air-con and removing the heavy steel bumpers. The goal is to use fibreglass panels to further reduce weight while utilising a roll cage and front strut brace to improve rigidity. currently it sits at 1040kg however I’m confident it can be sub 1000kg very soon.

Why is it two colours?

I’ve been known in the past to prioritise the wrong things with my cars. Mainly aesthetics for example, so this time I’m getting the oily bits and parts that I want sorted, paint will be the finishing touch. I also wanted to know everything fitted correctly before committing to having it all painted.

What’s next?

Current plans are to continue the diet and finish off the “74 RS body kit with correct ducktail. It will be painted in guards red and detailed, before having the bucket seats and half roll-cage fitted. This should finish the mid 70’s racer aesthetic. I need to upgrade the manifolds and exhaust as well to free up some more power and a sharper exhaust note.

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