SpecificationThis is the spec of the car we rallied for a few years as far as I can remember. Shell: Fully stripped out before starting. 14 pt rollcage (bolt-in) mounted on strengthening plates. Single lay-up lift-off fibreglass bonnet and boot, kevlar doors, perspex side windows (front and rear) and rear screen. Laminated front screen. Heater unit and ancillaries removed completely ( this was later found to be a mistake, in wet weather terrible interior misting up and made the cooling marginal in hot weather due to reduced capacity. Although we did alleviate the problem slightly by fitting small electric fans in the dash board vents). Strengthening in all the usual places - top mounts , front strut topmounts sidemounts, gusseted, plates at base of screen pillars etc etc. Fibreglass bubble arches. (these were just pop riveted onto the outside of the cut away wings with no filler to smooth the contours, filler weighs a lot!) Suspension: Billstein front struts with tarmac inserts(300/70), 190lb - 1’’ front springs, anti-roll bar with double width mounts, anti-dive kit, adjustable TCA’s. Strengthened World Cup crossmember. Roller-bearing top mounts. Strut brace. Rear turreted Bilsteins, single leaf 146lb springs, lowering kit, home made anti-tramp bars (long rose-jointed bars adjustable in length from top of axle casing to chassis rails), rose-jointed panhard rod, all rubber bushes were upgraded to heavy duty versions, or removed completely where possible. Brakes: Fronts were vented discs and split and widened standard m16 calipers, rears XR3i vented discs, bias pedal box with dash adjuster, hydraulic handbrake. All aeroquipped lines, lines inside shell. No servo assistance, gave greater feel to pedal and got rid of some weight - you’ll always push hard enough if you want to stop! Engine: Pinto 1998 OHC modified as follows - lightened and balanced crank and flywheel assembly, injection rods, lightened and balanced pistons, ported cylinder head to match  manifold, big valves, piper cam, (I can’t remember the number), double valve springs, heavy duty cam follower retaining springs, vernier cam pulley, twin weber 48’s, high pressure high capacity oil pump, oil cooler, alloy sump. Three piece exhaust manifold, into single box exhaust system. We actually still ran a points setup in this car on the ignition side and actually had little trouble with it. We would regularly rev it to 7500 rpm, particularly in the lower gears and it would take 8000 rpm for short bursts as we found out when we were too low geared for some of the stages. Power outputs were nothing spectacular in todays terms being at 150 -155 bhp at the wheels on the rolling road, but it was a very tractable engine, with no major expense involved. Transmission: Competition single plate clutch, cable operated, either 4 or five speed standard box, rose-jointed quickshift, single piece propshaft, English axle with quaife slipper unit with either 4.4 or 4.1 final drive ratio. Tyres: Wheels were Weller 8 spoke 8x13’s (mainly for cost reasons and they take a bit more abuse than alloys). Tyres used were Dunlops in various compounds and tread patterns depending on weather/surface. We used to cut our own tread patterns depending on circumstances. General: Alloy boot mounted fuel tank, twin red top pumps, 24v starting, which we later changed back to 12v due to weight saving. Usual safety modifications as per requirements for extinguishers, cut-off switches etc etc. | 
