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BMW B58 Turbo Kit

Walton Motorsport BMW B58 G35-1050

There has been a lot of excitement in the tuner community over the last few years with the buzz around the BMW B58 engine. This 3.0 litre straight 6 turbo engine comes in the BMW 140i and 240i along with the A90 Supra. So far this engine appears to have some huge potential, most famously Papadakis Racing achieved 1000bhp fairly early on for their Formula Drift Supra piloted by Fredric Aasbo (Whom we have a technical partnership with on the European side of things).

Engines like this usually mean 1 thing….. Constant emails and phone calls from you lovely people asking for our take on a turbo manifold. So with that, we give you our BMW B58 Turbo kit for the M140i/M240i

Walton Motorsport BMW B58 G35-1050

Based on our standard manifold construction processes, the B58 manifold has all the same features as our other manifolds (see here). Although we have gone with a bottom mount in this case. The reason behind this was primary tube positions to give good flow and also to reduce downpipe restrictions. the turbo being top mount would cause a downpipe with more bends and therefore more restriction (each bend caused the gas to slow down)

 

Check it out – https://www.waltonmotorsport.com/product/walton-motorsport-bmw-b58-exhaust-manifold-2/

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Theres a hole in my manifold?!

A question we keep getting asked, “Is there supposed to be a hole in my manifold?”

The answer is yes… but only if you are referring to this hole.

When we build the collector, it is welded internally and externally, we then cut the wastegate port into it and again fully weld it. Once this is done we weld on the hexagonal brace to greatly increase the strength of the manifold. When this brace is installed it creates a cavity of air behind it. If there was no hole, the air contained would expand and contract as the manifold heats and cools fatiguing the area behind the brace and eventually leading to failure. 

 

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Alfa Romeo Giulia Quadrifoglio X-Pipe

It feels like Alfa Romeo released the Giulia Quadrifoglio yesterday, but it’s actually been around 4 years! This is the first one to grace our workshop with a mere 1200 miles on the clock. For a petrol head, the standard sound just doesn’t cut it, and what better way to make it sound a little more like the 2.9 Twin Turbo V6 it is than to replace Italian brands midsection with a section of handcrafted British exhaust pipe.

We were able to remove the stock section and build a new section minus the silencer, but with an X-Pipe built with minimal restriction 

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RX Fiesta Inconel Manifold

Our customer sent us a very poorly Inconel 625 manifold from their Fiesta Rally X car, this manifold is setup to run fresh air antilag and has come to end of its lifespan.

We were able to jig the damaged manifold and create a direct replacement

Inconel 625 is a superalloy that maintains its strength better at higher temperatures than Stainless steel, allowing the manifold construction to be done in thinner wall material, typically 1.6mm rather than the 2.77mm we use on our manifold range. This greatly reduces the weight of the manifold along with adding strength. It’s extremely commonly used in high-level motorsport, F1, WRC, WRX and many others

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Speedhunters – Project Thirty Four

We had the please to provide Mark Riccioni of www.speedhunters.com with a manifold for his Skyline R34 GTR project, In an all too familiar situation, Mark purchased his bayside blue R34 with some modifications complete. Unfortunately this would be the beginning of series of terminal issues in the engine department.

Mark had enlisted the help of the very well respected RK Tuning (www.rktuning.com) to give the Skylines RB26 a much-needed overhaul, and part of that project was to run the new Xona XR10568 turbocharger. The new turbo unit required a manifold to suit and our RB series manifold was the perfect solution.

Check out the article here for the low down – http://www.speedhunters.com/2020/10/project-thirty-four-build-single-turbo-manifold/

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Honda B18 Turbo

Honda B18 Turbo

A messaged dropped into our Instagram inbox from Michael (@castrol_coupe16) asking for a Turbo manifold for his Honda B18 Turbo Conversion, how could we say no?

Michael already had a turbo manifold, and his car was a fully working driving car, however, he wasn’t happy with his current manifold as it had cracked a few times. Anyone who knows how awkward it can be to remove and exhaust manifold we agree that it’s well worth replacing with something more fit and forget. 

Honda B18 Turbo

Michaels car is running a TD05 Turbo, from a Mitsubishi EVO. These turbos are internally waste-gated twin-scroll turbos, We built the collector in a very similar design to what we use on our OEM  Evo manifolds, with a few adjustments to suit the turbo position and pipe routing of the B18 setup.

Built from the same thick wall sch10 tube that we use to build our off the shelf range of turbo manifolds. and utilizing all the same processes (more info HERE)

The completed manifolds pipe routing is designed to take into account heat expansion and allow no single primary pipe to apply pressure against another. Which can lead to cracking of the manifold primary pipes

We also rebuilt the side exit exhaust system on the Civic, featuring this transition from turbo exit to downpipe

The finished article

 

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1955 Oldsmobile Holiday Super 88

1955 Oldsmobile Holiday Super 88 Exhaust

The spirit of the 50s was definalty alive when this 1955 Oldsmobile Holiday Super 88 rolled into the workshop. The 383 Cubic Inch (6.3L) Chevy V8 needed a new exhaust to help it breath better and produce a proper V8 Noise

1955 Oldsmobile Holiday Super 88 Exhaust

1955 Oldsmobile Holiday Super 88 Exhaust

As the Oldsmobile features a V8 Engine we built a twin system =, with both halves running down the car and through the chassis.

1955 Oldsmobile Holiday Super 88 Exhaust

1955 Oldsmobile Holiday Super 88 Exhaust

1955 Oldsmobile Holiday Super 88 Exhaust

And who could forget the sound clip below?

 

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V12 Goodness – 1972 Ferrari 365 GTB/4 Daytona

1972 Ferrari 365 GTB/4 Daytona MPB 125K

The phone rings countless times a day, and every single time we have no idea what the person on the other end is going to ask for. Fairly often the voice on the other end will talk of a car that we have never heard of (and google quickly springs into action). But there is always one brand that pips my [Andy] attention more than most, Ferrari, and more specifically pre 2000s Ferraris. So you can imagine my excitement when the words Ferrari 365 were uttered, followed by GBT/4 which changes things somewhat. Possibly to this date my favorite car that has passed through the workshop.

Generally referred to as the Ferrari Daytona, This V12 powered Italian grand tourer is possibly one of the best examples in the UK. This specific car “MPB 125K” is one of a mere 158 examples supplied in right-hand drive, and then one of as many as 15 examples finished in the “Argento Auteuil” (light blue) paintwork. and boasts less than 40,000 miles from new and will get collectors excited when “matching numbers” is dropped into conversation.

 

1972 Ferrari 365 GTB/4 Daytona MPB 125K

As low as the milage and as good as the condition, the 47 years have taken their toll on the exhaust system. Which was in the politest way possible “an overpriced mash of factory system combined with aftermarket sections” And to get an off the shelf replacement would cost as much as used VW Golf.

So we set to work, Now when this car arrived it has 8 silencers and was a quad system, We decided to keep the quad system but used twin silencers to reduce the overall number to a mere 6 silencers. The 4.4 V12 is a noise engine and these 6 silencers give it that much-needed increase in sound over the stock noise, but keeping it at comfortable noise for when Sir is traveling cross country.

1972 Ferrari 365 GTB/4 Daytona MPB 125K

The quad system weaves its way around the chassis and utilizes the original design leather exhaust hangers.

1972 Ferrari 365 GTB/4 Daytona MPB 125K

The exhaust exits in the twin slash-cut pipes that are slightly upswept to make the best use of those classic Ferrari angles.

1972 Ferrari 365 GTB/4 Daytona MPB 125K

Of course, you want to hear how it sounds!

 

Bonus Images

1972 Ferrari 365 GTB/4 Daytona MPB 125K 1972 Ferrari 365 GTB/4 Daytona MPB 125K

 

 

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Audi 80 Turbo

Audi 80 20v

Here is something we are unlikely to repeat any time soon, not because its super rare or exotic. Its just a conversion that in the real world just isn’t done all that much. Rob has taken this Audi 80, and equipped it with a 1.8 20V Turbo engine originating from a Mk4 Golf (or similar). These engines have small turbos that produce a quick spool that translates into a very fun B road toy.

Audi 80 20v

Even though the 20v engine is a fairly compact 4 cylinder, it didn’t leave a lot of room for a downpipe. The space was so tight infact that we used a 2.5″ tube diameter. This will be more than capable of flowing the 350-400bhp that this car is intended to have.

Audi 80 20v

A little cutting, grinding, and welding later we have the downpipe finished. Using our 2D radius bends to give a nice smooth direction change for the exhaust gasses as they exit the turbo via the bolted laser cut flange, and passing through our stainless steel flexi joint.

Audi 80 20v

 

 

 

Audi 80 20v  

With the downpipe complete, we can now begin on the rest of the system. We are using 2 silencer boxes to help keep the noise levels down on this Audi. We also make use of the OEM fitting points as they are more than up to the job of supporting the new system, which is likely to be a lot lighter than the long gone OEM exhaust system.

Audi 80 20v

At Walton Motorsport we primarily design our systems for optimum flow. As you may have picked up on, more flow equals more power! Every bend in the system slows the exhaust gasses down and restricts flow. As a result, we only use bends and direction changes when absolutely necessary.

Audi 80 20v

Finishing the system with a 3″ tip directly from the rear silencer. We felt this best suited the overall appearance of the car.

Audi 80 20v

Unfortunatly this car is currently not complete enough to run, so there is no soundclip to accompany this write up. But hopefully Rob will return at some point with a running car.

 

Bonus Images

Audi 80 20v Audi 80 20v Audi 80 20v Audi 80 20v Audi 80 20v Audi 80 20v Audi 80 20v Audi 80 20v

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Big Turbo Subaru Impreza

Subaru Impreza manifold Haroon

hen most people think of the Subaru Impreza, They think rally car. Haroon’s Impreza is a little different though. The Subaru is being built as a street/track day machine and its party piece is the Dry Sump 2.3L EJ20 Engine for which he specced a Borg Warner EFR9180 Turbo.

And that’s where we come in. The EFR9180 is the dimensionally largest turbo in Borg Warners range. As a result, the stock location is not just tight, its physically will not fit. The solution? Front mount.

Phase 1 – The Manifold

Our first port of call was to actually get the turbo in place and mounted. From there all the other parts can then be built around it, however, we always try our best to not needlessly relocate components. This is why we always ask for cars to be delivered to us as complete as possible. A little struggling, swearing, grinding, and welding later. We have one front mount turbo manifold built!

Subaru Impreza manifold Haroon 

As you can see from the above picture, The 9180 is using the Internal Wastegate exhaust housing yet has a pair of Turbosmart Gen V Comp Gate 40 External Wastegates fitted. The reason for this is that Bor Warner only produces the exhaust housing for external wastegate in a 1.05 A/R Ratio, whereas if using the IWG option you can have a lower A/R Ratio. Common practice is to simply remove the actuator and weld up the wastegate port to make it an external wastegate housing. And as the EJ20 here is only a 2.3L we decided upon that method.

Subaru Impreza manifold Haroon

 

The manifold itself is constructed from the same thick wall 304 Stainless steel tubing that our production manifolds are made from and features our waterjet cut flanges using our stub technique (more info on construction here) We also took the time to make it equal length for extra internet points. (and the performance aspect of course)

Subaru Impreza manifold Haroon

Building around the dry sump takes away some of the restrictions of the wetsump EJ20 engines, but does require clearance for the oil pump drive pulley. The oil lines you see are only a mockup and will be worked around the manifold at a later stage in this cars build.

Subaru Impreza manifold Haroon

Phase 2 – The Intercooler/Radiator

The next step of the project was to fit the intercooler and radiator, As this is going to be a high powered car, Haroon the owner opted to go with a Garrett Intercooler core, which has much better efficiency than the budget options. Part of this process is to fit end tanks to the core. As this is quite a large core we opted to fit use divider fins. The idea here is that the find help the air to spread out across a larger area of the core.

Once the completed, the intercooler along with the Radiator can be mounted and plumbing can begin. As you can see from the below image. We have also fabricated the cold side boost pipe that meets the throttle body along with the air intake pipe.

More aluminium piping below, We could have saved a little pipe length by routing the pipes the opposite way around, however, the downside to this method would have been the air exiting the intercooler would then have to closely pass the very hot downpipe, which would considerably reduce the efficiency of the setup.

Phase 3 – The Downpipe

With the turbo at the front, the problem that there isn’t an OEM route for the downpipe to take. Especially when needing something to flow 800bhp plus that the turbo can produce. We looked at a few methods but ultimately agreed to run the downpipe under the subframe. The typical size used for this type of power is 3.5″, which when used in a well-routed system will flow plenty of gas to make the big power. As the ground clearance is tight under the subframe, we elected to use some oval tubing to increase clearance.

We try to only use oval tube when absolutely necessary. The reason being is that unfortunately, it does not flow as well as round tubing. But in this situation, we will still be able to maintain the required flow.

And there we have it, one front turbo Subaru Impreza. Check back later in the year when it returns to have the exhaust system built.

For any question please do not hesitate to get in contact.

 

 

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Fresh Air Antilag

Walton Motorsport Toyota 2JZ Turbo Manifold T4 Twinscroll (Type A T4 Twinscroll WG50 Anti Lag)

Fresh Air Anti Lag

Anti Lag or more specifically Fresh Air Anti Lag is an exciting topic!  What is it? Why do I need it? and where can I get it?

On turbocharged cars, there are many enemies, but one of the most prominent is Turbo Lag. What is turbo lag? A turbo is effectively a compressor that is driven by exhaust gas. The exhaust gas comes from the cylinder head through the exhaust manifold and blows the turbo round. As the turbo spins it drives a compressor wheel on the other end of the shaft which forces more air into the engine, allowing for more combustion meaning more power! Turbo lag is the delay in the exhaust gasses spinning the turbo. Before it actually being able to force enough air into the cylinder to make a difference. The larger and more powerful the turbo, the more lag there will be.

Anti Lag Methods

e-Throttle Anti Lag

The most common method to reduce the lag is to use an “anti lag system” or ALS for short. There are a few different systems available, the simplest is to use an e-throttle to allow more air through the engine, combined with retarded timing to create combustion in the exhaust manifold, this combustion effectively spins the turbo faster, and ultimately reduces the lag. This method is most likely the method most people will encounter the most.

Fresh Air Anti Lag

Fresh Air Anti Lag is an extension of this system, whereby we use a valve referred to as a fresh air valve to pass air into the primary pipes of the exhaust manifold. At the same time, the ignition of the engine is retarded to allow the combustion to happen inside the exhaust manifold. much in the same vein as the e-throttle system, but with much greater results.

Fresh Air Valve
Typical WRC Fresh Air Valve

The fresh air system is more effective as the air used for combustion does not have to pass through the cylinder head, thus more air is available for more combustion.

In summary, using ALS we can create boost whilst the driver is off the throttle, and then once your foot hits the throttle pedal, that boost is right there to propel you forwards (or snap a driveshaft, blow up a gearbox etc)

 Walton Motorsport Anti Lag Flame

 

The downside to these systems is cost. Enter the Turbosmart ALV40 and with this, the cost of fresh air anti-lag has come down a considerable amount. It is important to know that the valve alone is not enough, you also need an exhaust manifold to utilize the valve, Know anyone who can help here? 

Turbosmart ALV40
Turbosmart ALV40

How do I set this up

The first part of the system required is a suitable exhaust manifold. It is of absolutely paramount importance that the manifold has built to stand up to the punishment of fresh air ALS. The largest problem is fragments of the manifold breaking off. Consequently, ending up inside the turbo (and engine at worst). In most applications, the fresh air pipework will enter near the head flange as shown below

Walton Motorsport 2JZ Antilag Manifold

These pipes then join in a collector. Like our in-house designed 6 into 1 collector. the collector will generally fit directly to the Fresh Air Valve. The Turbosmart ALV40 uses a V-Band fitment for this. The V-band fitment is our preference as you can rotate the valve to your requirement.

Walton Motorsport Anti Lag Collector
Our 6 into 1 collector design in the middle and the SLS prototype to the left

Below is a diagram courtesy of Turbosmart showing the theory behind the fitment. The next stage as shown in the diagram is to create a fresh air feed to the valve, this feed comes from the boost pipe and must be capable of withstanding boost pressure. We always recommend using as few silicon joiners as possible.

Anti Lag Flow Diagram

To control the ALV40, It is possible to use a 4 port Mac Solenoid Valve such as the Turbosmart supplied unit. This is supplied by an accumulator tank. The more common method is to use a pressure source rather than a vacuum. Many WRX Cars use a 12v compressor to fill the accumulator tank and keep it topped up. The method we used involves a feed from the boost pipe through a non-return valve. The idea is that you can build some boost, which becomes stored in the accumulator tank. this supply of pressure is then used to activate the valve prior to the fresh air supply trying to close the valve again.

Walton Motorsport Anti Lag Manifold

Videos

We documented fitting the ALV to our 2JZ S13 on our youtube channel

Part 1 

Part 2

 

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Walton Motorsport becomes a Technical Partner for Fredric Aasbo

Fredric Aasbo

We are super excited to announce that we have joined forces with one of the worlds most famous Drift drivers Fredric Aasbo of Rockstar Energy.

Fredric Aasbo

Fredric aka the “Norwegian Hammer” currently has campaigns in the US drift series, Formula Drift as well as select events in Europe, A fan favorite he started at the bottom in his native Norway and ascended to a Toyota backed program, taking the Formula Drift overall Championship in 2015.

Fredric contacted us in February, keen to use one of 2JZ Exhaust Manifolds for an upcoming project, We supplied him our 2JZ Manifold with a single scroll T4 collector to suit the Borg Warner EFR9280 turbo that has been converted to single scroll.

Walton Motorsport 2JZ Manifold for Fredric Aasbo

As with all current Turbo Manifolds we produce, We utilize our curved wastegate port design that ensures a significantly higher gas flow to the wastegate, allowing the engine tuner to precisely control the levels of boost and ultimately how the engine responds.

Walton Motorsport 2JZ Manifold for Fredric Aasbo

Our single scroll collector which is welded internally and externally features on the 2JZ manifold promoting gas flow to the Borg Warner turbocharger unit.

Walton Motorsport 2JZ Manifold for Fredric Aasbo

You can view our range of off the shelf manifolds right here

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Why should I buy a Walton Motorsport Exhaust Manifold?

Walton Motorsport Nissan SR20 Manifold

Why should I buy a Walton Motorsport Exhaust Manifold?

Its time we put pen to paper (finger to keyboard) and came up with some reasons to use a Walton Motorsport exhaust manifold.

Specifically, we are talking about our core range of manifolds. We go through a few extra processes in their construction to ensure that they are the best on the market and a product that we are proud to put our name on.

Walton Motorsport Nissan SR20 Manifold

The primary job of an exhaust manifold is to get the exhaust gasses out of the cylinder head and in the case of the turbo engine, past the turbos exhaust wheel whilst spinning it as quickly as possible. This is the easy bit of process, but we are going to talk more specifically about the strength and durability of the manifold, and also touch on turbo health.

 

We will start at the cylinder head end of the manifold, as that is where the exhaust gasses first enter the manifold. We design all of our head flanges in house and have them Water Jet cut from 10mm 304 Stainless steel. We do this as it allows for increased accuracy over traditional laser cutting, it also creates a smoother edge than laser cutting. We use 304 Stainless Steel for the full construction of our manifold to prevent corrosion. As the head flanges are welded they have a tendency to shrink. We take this into account in our design so that it still fits well. Importantly aligning with the ports correctly. The common short cut to this is to use dramatically oversize mounting holes to account for the shrinkage. The issue here is that the flange will move around during mounting and not align with the exhaust ports correctly.

Walton Motorsport Head Flange

The Primary pipes are the tubes that go between the head flange and the turbo flange, Common practice is to weld the primary tube to the face of the manifold as virtually all our competitors do. Our method is to use a stub. This stub is a short piece of tube, which is pushed through the flange and welded front and back to create a super-strong base to support the turbo. The stub is how we tackle the problem of transitioning an oval exhaust port to a round tube. The below picture shows before and after welding. We of course port and flatten the flange after this process to ensure the best possible gas flow, along with a flat mounting face. This is a process that to the untrained eye is difficult to spot, you will generally know if a brand does this or not, because they will shout about it.

The primary pipes are then back purged and TIG welded, Back purging is the process of flowing Argon Gas (in the case of Stainless Steel) through the inside of the pipe, The argon creates a shield over the back of the weld preventing the molten metal from reacting with air in the atmosphere and creating a rough weld on the inside of the primary pipe helping to promote the best possible flow, we also like to keep the manifolds compact in the primary pipe routing but allow fitting to be as easy as possible and utilize stock studs and bolts where possible.

Walton Motorsport Exhaust Manifolds

We are very proud of the fact that we design on produce out our merge collectors in house. A popular option in other brands is to use Billet CNC collectors. These can look really great aesthetically, however it does not allow such flexibility on design due to the nature of having to make them in batches to keep costs reasonable. Building our own collectors allows us to ensure each one is built to our quality standards and exact specifications allowing us the ability to modify design to suit each manifold and application. We weld our collectors internally and externally before porting the inside back to a smooth point. Most of our competitors don’t weld the inside, not only does this increase strength, but it eliminates the risk of metal fragments breaking off with the heat and making their way through your expensive turbo.

The Image below shows the internals of a failed collector that has not been internally welded, this particular manifold was one that we removed from our own R34 Skyline (fitted before we purchased the car) that had led to subsequent turbo failure when the particles passed through the propeller wheel.

Failed Collector

Although it takes more time, we keep the port in the flange to the correct shape of the turbo inlet, rather than taking the easy option and keeping it an oval shape. By utilizing the correct shape, this will of course give the best possible flow on our manifold for more power.

Walton Motorsport Nissan SR20 Manifold

The Below photo is an example of an oval T3 port vs the correct shaped T3 port above. As used in our manifolds.

Low quality collector

Introduced in 2019 was the improved waste gate port, Our current design using a curved waste gate port we are able to hugely increase the priority on the waste gate. This gives more control over your boost and turbo, as it allows a large of amount of exhaust gas to bypass the turbo (if required) but without upsetting the flow characteristics too dramatically. It also allows you to use a smaller (and less expensive) waste gate, but still maintain excellent control, We strongly recommend the Turbosmart Gen-V range of waste gates to compliment a Walton Motorsport exhaust manifold.

Walton Motorsport Toyota 1JZ VVTI Turbo Manifold

And of course we can accommodate any special requirements, twin scroll SR20? No problem, as featured on the Driftworks S15

   

We can also produce a manifold for any application, as well as using the super alloy Inconel 625, which is predominately used for F1 and Rally applications, As shown in this WRX Ford setup complete with fresh air antilag.

Lifetime Warranty

Most aftermarket manifolds offer this, offering the warranty is easy but the more tricky bit is eliminating the need to use it, if your manifold happens to break its great that its covered but its even better if it never failed in the first place, the extra steps that we have spoken about, help to significantly reduce the risk of a failure. The benefit of this is that you spend less time with the car in bits and a track day or drift day isn’t cut short.

 

We hope that this write up gives an insight into our manifolds that will help show the differences in the Walton Motorsport products.

For more information, don’t hesitate to pick up the phone, or arrange to come and see us and the products

01494 715206 – [email protected]

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Cosmis Wheels to Sponsor Drift Cup

Drift Cup

It is with great pleasure that we can announce that Cosmis Racing Wheels UK will be a series sponsor of UK Grass roots series Drift Cup, Cosmis Wheels join title sponsor and brake line specialist Hel Performance, As well as Garage D, Go Fast Bits and Asnu Injectors.

To top it all off we are giving away a brand new set of Cosmis Wheels to series winner of Drift Cup this year. Last year it was BMX Legend Mark Webb that took the overall, but now Mark has graduated to the British Drift Championship the fight for the title is wide open. Could it be our very own Mike Walton? or will it be the first female series winner in the shape of Michelle Westby? Perhaps Midnight Motorsport newcomer Matt Fountain will show everyone hows its done? All we know is that you need to get yourself to Rockingham on the 12th March to see the first battle of the new season

Drift Cup

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10 Questions with Lee Barker

Lee Barker

Next up with have BDC Pro Am driver Lee Barker, Lee may not be as familiar of a name as some of the top flight BDC drivers, but hes every bit as passionate about the sport. Lee started his competitive career driver for us under the Walton Motorsport banner in his R34 more door, he quickly managed to get himself into the British Drift Championship where he started fresh with his own team Midnight Motorsport.

So here are Lee’s 10 questions

Lee Barker

WM – Who is Lee Barker?

A 31 Year old hydraulic engineer and nightclub bouncer from Berkshire, along with being a semi professional drift driver.

 

WM – You compete in the Midnight Motorsport R34 4-Door, But what do you drive to work?

Either my Pirtek mobile service van or occasionally the R34 gets a run

 

WM – What is your favourite modification/upgrade on the R34?

Kind of biased but the tubular manifold and exhaust system (Walton Motorsport Setup). it’s the noise the thing makes that grabs so much attention… I’ve never heard another skyline like it. 

WM – What result or moment are you most proud of?

My first competitive season went well… the last round I came 1st and ended the whole season 1 point off winning the whole championship (Drift Outlaws 2015) against some quite experienced drivers. A few weeks later I then podium’d in a round of Driftcup getting me into the British Drift Championship which is exactly where I wanted to be.

 

WM – If you weren’t a drifter, what would you be doing?

I think its safe to say I would probably lock myself away, Its pretty much what I live for… No, I’m sure i would find another hobby, just nothing i’m anywhere near as passionate about. I do quite enjoy anything motorsport related though to be honest.

 

WM – What’s your favourite track to drift?

Oooo I think its gotta be Rockingham infield… linking that lot together, its so much fun 

 

WM – What do you do in the off season to prepare?

Not  much.. take a much needed break and then usually about a month before the season starts its a mad panic to try and get everything including the car, the team and myself ready!

 

WM – Who is your biggest threat to the Pro-Am BDC title this year?

There’s so many good drivers in the British Drift Championship. It’s like suddenly every driver has turned on their talent button.. I think i could possibly have some great encounters with Alexis Drew this year. He drives the same chassis as me and we’ve been partaking in a little bit of “banter” over the last couple of months. Although I did beat his ass in Driftcup ?

Oh and Oliver Evans.. great guy, better driver.. raw talent and we’re 1 a piece, Oliver has promised me a best of 3 battle.

Midnight Motorsport

WM – What one thing could you not go without at a Drift Competition?

My crew, I would be absolutely lost without my team and everyone that helps out. They keep everything running smoothly for me so that I can go out there and have a blast.

 

WM – If you were in charge of professional drifting, what one thing would you change?

Wow ok… First thing that springs to mind is image. For Motorsport I believe image is a huge part of what makes it attractive to people, I would much rather watch a fleet of shiny well prepared teams and cars battling it out on track than a bunch of beaten up, worn out cars with panels hanging off them. 

I would ensure that in order to enter an event, the cars and teams must be presented to a good standard. Otherwise whats the point in drifting? The sport will never push forward or develop if its not seen to be taken care of by the people most passionate about it.

Lee Barker

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10 Questions with Jack Shanahan

Jack Shanahan

“My vote is with Jack Shanahan” – For any British or Irish Drift Championship fan, this phrase is so regular, that you may think head judge Keiran Heines has pre-recorded it. But that just goes to show what a driver Jack Shanahan is, The first person to win back to back BDC Championships, and all before he can even legally drink the victory champagne. Here’s what Jack had to say.

Jack Shanahan

WM – Who is Jack Shanahan?

 I’m a 17 year old school boy from cork in Ireland and my passion is motorsport, drifting in particular I’m two times British drift champion and Irish drift championship runner up.

 

WM – We all know your S14, and of course Connors S13 that was used by yourself for the 2016 season, But what do you drive on the roads?

I currently drive a 320d bmw, just completely stock I don’t like the whole souped up road car thing, unless its old school Jap or something cool and different.

Jack Shanahan

WM – What is your favourite modification/upgrade on the S14?

The Samsonas 6 speed sequential gearbox is probably my favourite part of the car, It makes gear changes so much easier and makes life in the office much easier.

 

WM – What result or moment are you most proud of?

Being the youngest and first to win the British drift championship twice is pretty cool, but also to win round 3 of the 2016 Irish drift championship was like a dream come true! It was my first time winning in pro in Ireland and I finally got to give James Deane (my idol) a run for his money! 

 

WM – If you weren’t a drifter, what would you be doing?

I actually don’t know, If I didn’t go to that one drift day in a BMW 318is with Tomas Keily I think I would still be battling in Rosegreen or the Pike raceway in 1 litre micras. I have a dream of going to World Rally Cross, I absolutely love that sport! Either way it would be car related.  

 

WM – What’s your favourite track to drift?

I don’t really have a favourite track but the most fun that I have had since I started was drifting at Estonia Laitse Rally Park.  It has like a jump onto a wall entry and elevation change its just an awesome track!

Jack Shanahan

WM – What do you do in the off season to prepare?

Just building cars, trying to stay focused and trying to get the support for the next season to make it possible.

 

WM – Who is your biggest threat to the Pro-Am BDC title this year?

 I think Martin Richards will be on it now he has a proper drive, but also my little bro will be hungry to take me down and he will be pushing hard to prove himself in the pro class

 

WM – What one thing could you not go without at a Drift Competition?

FAMILY! one thing a drift event needs and that’s not even just my Shanahan family, its the people that are at the events that make it all worth while. Like I see fellow competitors as friends and family to me, We’re in this together!

Jack Shanahan
The Shanahan family, from the left, Jack, Mum Valerie, Connor, and Dad John.

 

WM – If you were in charge of professional drifting, what one thing would you change?

I would try to bring it back to the roots of the sport more, which is what IDC and BDC are doing, so not much that I would change! 

 

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Hyper Bronze

Cosmis Hyper Bronze

The flagship Cosmis XT006R and XT206R are becoming available in the UK for a short time in Hyper Bronze. ETA is 6 weeks to arrival.

Model  Size PCD RRP
XT-206R 18×9″ ET33 5×114.3 £265
XT-206R 18×9.5″ ET10 5×114.3 £280
XT-206R 18×11″ ET8 5×114.3 £295
XT-006R 18×9.5″ ET10 5×114.3 £280
XT-006R 18×11″ ET8 5×114.3 £295

Cosmis Hyper Bronze

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10 Questions with Phil Morrison

Driftworks Phil Morrison

First up in our “10 questions with…” series we have Phil Morrison, a man who needs no introduction in the world of Drifting. But for those on the outside, Phil is one of longest serving competitors on the British Drift Championship grid. Phil has been known for his unusual builds, the original S15 featured some ground breaking features for a car of its time, and has been more recently replaced with the DW86, a Toyota Corolla AE86 originally built from the crazy idea of combining a Nascar and the iconic AE86.

Driftworks Phil Morrison

WM – Who is Phil Morrison?

Owner of Driftworks Ltd & I guess probably the last of the oldschool still competing in drifting.

 

WM – We all know the DW86, But what do you drive to work?

Mostly my ‘midlife crisis’ cars 😉 : 991 Porsche 911GT3 or LP640 Murcielago

 

WM – What is your favourite modification/upgrade on the DW86?

It has to be the engine / drivetrain really. It’s what makes the car so ridiculous. 

Driftworks DW86

WM – What result or moment are you most proud of?

I won the 2006 D1GB series which was judged throughout the season by Japanese D1 drivers. 

 

WM – If you weren’t a drifter, what would you be doing?

Not sure. I have no doubt I’d still be building cars for some other pointless yet fun activity. 

 

WM – What’s your favourite track to drift?

In the UK at the moment I think it’s Rockingham. It’s just a shame it’s so terrible for spectating. 

 

WM – What do you do in the off season to prepare?

Mostly drink beer and eat pizza, but on occasion, come up with stupid (and often expensive) changes to make to the cars & team.

 

WM – Who is your biggest threat to the BDC title this year?

Richard Grindrod & Martin Richards are the hungriest most talented guys to watch out for in 2017 in my opinion. They just happen to be my team-mates. 

Phil Morrison vs Aleksander Katarovski

WM – What one thing could you not go without at a Drift Competition?

My mates. 

 

WM – If you were in charge of professional drifting, what one thing would you change?

For the first time in many many years I think we have the right man at the helm of British competition. Currently I don’t think there’s anything I would change, and there’s certainly nothing I could do better. 

Driftworks DW86

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What is that JWL-T and VIA logo on my Cosmis Wheels?

Cosmis Wheels Markings

We have been asked a few times what the markings on Cosmis Wheels mean, so we have decided to decipher all the markings for you guys.

Cosmis Wheels

We have based this post around the flagship XT206r Model which is the split 6 spoke design you see adorning everything from BMWs to Fredrik Oksnevad’s Drift Allstars Toyota Soarer.

   Cosmis Wheels

The above is the most obvious, but its the brand of the wheels, lovingly crafted into the wheel itself so that there is no mistake what brand this is

Cosmis Wheels XT206r

Again a fairly simple one, XT-206R is the model designation. We often get calls where the customer dosn’t know what model product they have, Cosmis makes it easy and precise

Cosmis Wheels Kiki Design

“Kiki Design”…. Whats a Kiki? Well a Kiki is infact Kiki Sak Nana of Redbull Drift team fame, The design part, well that just means Kiki designed the style, which applies to the XT-206R, XT-006R and the S5R. For those of us in the UK who have been involved in Drifting forever, you may remember Kiki from Option Motorsport? No? Well here’s a very old video to keep you entertained briefly.

 

Cosmis Wheels JLL-T

Those markings read “VIA” and “JWL-T”, the latter means Japan Light alloy Wheel, and is a standard that the wheels must pass for road use in Japan, Much like Germanys TUV approval, “-T” references trucks and busses, although we don’t recommended running Cosmis Wheels on your Truck or Bus, we can say that they pass the standards as a form of next level certification and strength over just JWL. VIA is a marking to show that the product is registered as passing JWL standards. What this means to our customers in the UK is that Cosmis Wheels are tough and more importantly, safe.

 

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Cosmis Wheels Showcase – The Cosmis R1

Cosmis Wheels

Cosmis R1

The Cosmis R1 is a popular choice due to its higher offset than Cosmis Wheels are traditionally known for, The Cosmis R1 is available in 18×9.5″ ET35 and 18×10.5″ with an ET of 30, this makes it a much more arch friendly option for those of you there who cannot fit the low offset wheels such as the S1, XT206r and XT006r. Cosmis Wheels R1

The R1 comes in 2 finishes, the Hyper Bronze and then the Black, the Black however is a super high glossy black that has to be seen to be appreciated. The 9.5″ has a sublte concave whereas the 10.5″ comes in with a much deeper concave whilst maintaining the higher offset the R1 is based around.

What not many people know is that Cosmis Wheels are the wheel choice of Rent4Ring the Nurburgrings premier rental company and their wheel of choice is the Cosmis R1, chosen for its durability on the green hell.

The R1 is currently only stocked in 5×114.3 however we do offer blank wheels that we can have drilled into almost any PCD opening the range to many more platforms.

Cosmis R1

Cosmis Wheels R1

Get your R1 today – https://www.waltonmotorsport.com/product/cosmis-r1/