Dax Cars is a British sports car manufacturer founded in 1968 and based in North Weald, England. Dax started as a fibreglass moulding company, named DJ Sportscars Int. and became first British company to make a kit based replica of the AC 427 Cobra.. On the 15th August 2017, John Kox acquired the production of the Dax 427 from 427 Motor Company. In 1985 John Tojeiro, the original designer of the AC Ace chassis became a director of the company and the car was renamed the Dax Tojeiro; the Tojeiro has undergone continuous development and now called Dax 427. In 2003 the 427 De Dion became available, beside the 427 IRS, with a choice to accommodate most American V8 and Jaguar engines including the V12. Automatic or manual transmission can be used and power steering is another option. A leather trimmed; the company produced the Rush, a Lotus 7 type car. The main kit is based on the Ford Sierra and can use the four-wheel drive system from the Sierra 4x4. For extra performance large V8 engines can be fitted.
The Rush MC is a lightweight version designed to accept motorcycle engines. Launched in 1985, the Californian was a Porsche 356 lookalike with VW Beetle components; the Nevada was an off-roader type vehicle using a space frame tubular chassis and VW Beetle engine announced in 1985. The Coupe made an appearance at the Stoneleigh show in 2018. While the Coupe is a new model, it’s based on the old underpinnings of the established Dax 427; the Dax Coupe chassis is lengthened by 5in, that extra length being made from a new spaceframe section. Suspension is carried over and the engine options remain the same as on the 427
Donkervoort Automobielen BV is a manufacturer of hand-built and ultra light weight sports cars based in Lelystad, Netherlands. The car brand was founded in 1978 by Joop Donkervoort. In 1996, Donkervoort's Ford engines were replaced by Audi engines. Donkervoort's motto – "No Compromise" – means driving without any electronic aids such as ABS, Electronic stability program or power steering. Donkervoort S7The first Donkervoort – the S7 – was introduced in 1978; these cars have a Ford Crossflow 1.6 liter OHV engine with 90 PS and a four-speed manual transmission. Top speed was 170 km/h. Donkervoort S8/S8A Introduced in late 1983, the S8 and S8A were the first Donkervoorts of notice, with the "Eight" implying an improvement over the Lotus Seven. Of the same dimensions as the Donkervoort Super Seven, these cars used a two-liter inline-four engine from Ford of Europe. Donkervoort S8ATResponding to the need for more power, a turbocharged version of the S8 soon appeared. Donkervoort D10This sleek, minimalist version was built in a limited series of ten to celebrate Donkervoort's tenth anniversary in 1988.
The cars lacked a spare wheel as well as a windshield, but benefitted from an enlarged version of the Ford engine with a bigger Garrett T3 turbocharger, producing 190 PS. The last car was only built in 1994, with some of the examples receiving Cosworth engines with up to 300 PS. Donkervoort D8 Zetec From 1993 the new D8 was built, marking the continuing departure from being a Super Seven copy; the first D8s were the last Donkervoorts to receive Ford engines. Donkervoort D8 Audi During 1999, Donkervoort switched from Ford to Audi's 20-valve turbocharged 1.8-liter engine, available in a variety of outputs ranging from 150 to 245 PS. Donkervoort D8 Audi Wide Track Since 2003, the Donkervoort is equipped with the Audi 1.8T 20V E-gas turbocharged engine. In the D8, the engine is available with 180 bhp, 210 bhp and 270 bhp. Thanks to its total weight of 630 kilograms, this results in an acceleration time from 0 to 100 km/h between 3.8 and 5.2 seconds depending on the type. Donkervoort D8 270 The Donkervoort D8 270 is available since the summer of 2008.
This version of the D8 series became the successor of the D8 270 RS, the limited edition, introduced in 2005 and restricted to 25 numbered units. The D8 270 has a restyled nose and grill that refer directly to the D8 GT and accelerates from 0–100 km/h in 3.6 seconds. This car was as one of the ten fastest production cars on Nürburgring's famous Nordschleife of 2011, at 7m 14.9s. Donkervoort D8 GT The Donkervoort D8 GT - introduced in 2007 - is the first closed Donkervoort. Compared to the open version of the D8, the D8 GT has new front and rear suspension, increased track width by 8 centimeters, larger brakes for increased stopping power and 17-inch aluminum wheels. With a total weight of 650 kg, the D8GT is the lightest GT in the world; this is due to the extensive use of carbon fiber: the entire roof, the entire rear and the doors and fenders of the car are made of this material. Donkervoort D8 GTO The Donkervoort D8 GTO is a new creation; the engine, a 2.5L TFSI 5-cylinder turbocharged Audi engine, has a power output of 250-280 kW and 450Nm of torque at 1600rpm, the whole car weighs less than 700 kg.
This low weight is due to composite materials such as the full carbon fibre body of the D8 GTO. With a power-to-weight ratio of just 1.8 kg/PS the car accelerates from 0–100 km/h in 2.8s and from 0–200 km/h in just 8.6s. The first GTOs were produced in a limited series of 25 Premium D8 GTOs in 2013; the production of the regular D8 GTO, available in a Touring or a Performance version, started in 2014. Donkervoort D8 GTO Premium The Premium D8 GTO's were the first GTO's to be produced. After a sneak preview event introducing the D8 GTO in December 2012, existing customer were able to obtain one of these full option GTO's; the Premium D8 GTO were built as a limited series of 25 cars and had a little more power than e.g. the D8 GTO Performance. Donkervoort D8 GTO Bilster Berg Edition In September 2014, the Donkervoort D8 GTO broke the lap record at the German Bilster Berg Drive Resort; the 380 hp Performance version set the new record for street-legal production cars at 1 minute 46.12 seconds. To celebrate this milestone – along with the opening of a Donkervoort subsidiary at that same location that year, Donkervoort introduced the Bilster Berg Edition, based on the record-breaking test car and built in a limited series of just 14 cars, a number that represented the successful year 2014.
Technical developments included the further development and fine-tuning in the areas of chassis and road-handling. Furthermore, this edition is recognisable by its dark nose section, made of carbon fibre. Donkervoort D8 GTO RS Donkervoort introduced the D8 GTO RS in October 2016 as the successor to their D8 270 RS. Donkervoort states; the GTO RS offers a new suspension system as an additional option, offers a dual-clutch automatic transmission setup. Introduction and overview of Donkervoort by Carfection Donkervoort D8 GTO First Heartbeat Donkervoort D8 GTO-RS test-drive by Carfection Donkervoort - 24H Dubai Donkervoort Discovery Channel Donkervoort fan site with lots of independent information, pictures etc
A kit car is an automobile, available as a set of parts that a manufacturer sells and the buyer assembles into a functioning car. Many of the major mechanical systems such as the engine and transmission are sourced from donor vehicles or purchased new from other vendors. Kits vary in completeness, consisting of as little as a book of plans, or as much as a complete set with all components to assemble into a operational vehicle such as those from Caterham. There is a sub-set of the kit car referred to as a "re-body", in which a commercially manufactured vehicle has a new body put on the running chassis. Most times, the existing drive gear and interior are retained; these kits require less technical knowledge from the builder, because the chassis and mechanical systems were designed and tested by a major automotive manufacturer, a re-body can lead to a much higher degree of safety and reliability. The definition of a kit car indicates that a manufacturer constructs multiple kits of the same vehicle, each of which it sells to a third party to build.
A kit car should not be confused with a hand built car or special car, modified or built from scratch by an individual for a specific purpose. Note, that rally specials have since World War 2 referred to manufacturers' specially series-produced cars. A component car, a self-assembly car in which 100% of the parts required to build the car are purchased from a single company. Component Cars are distinguished from kit cars as all parts are quality controlled and designed to fit together perfectly, they can be built in less time than a "kit car". See Knock-down kit, a term applied to a similar but larger commercial exercise. Kit cars have been around from the earliest days of the automobile. In 1896 the Englishman Thomas Hyler-White developed a design for a car that could be assembled at home and technical designs were published in a magazine called The English Mechanic. In the USA, the Lad's Car of 1912 could be bought for $160 assembled or $140 in kit form, it was not until the 1950s that the idea took off.
Car production had increased and with rust proofing in its infancy many older vehicles were being sent to breaker yards as their bodywork was beyond economic repair. An industry grew up supplying new bodies and chassis to take the components from these cars and convert them into new vehicles into sports cars. Fiber reinforced plastic was coming into general use and made limited-scale production of automobile body components much more economical. In the UK up to the mid-1970s, kit cars were sometimes normal production vehicles that were assembled as this avoided the imposition of purchase tax as the kits were assessed as components and not vehicles. During the 1970s many kits had bodies styled as sports cars that were designed to bolt directly to VW Beetle chassis; this was popular as the old body could be separated from the chassis leaving all mechanical components attached to the chassis and a GRP-body from the kit supplier shop fitted. This made the Beetle one of the most popular "donor" vehicles of all time.
Examples of this conversion include the Bradley GT, Sebring which were made by the thousands and many are still around today. Volkswagen based dune buggies appeared in large numbers in the 1960s and 1970s based on a shortened floor pan. Current kit cars are replicas of well-known and expensive classics and are designed so that anyone with a measure of technical skill can build them at home to a standard where they can be driven on the public roads; these replicas are in general appearance like the original, but their bodies are made of fiberglass mats soaked in polyester resin instead of the original sheet metal. Replicas of the AC Cobra and the Lotus 7 are popular examples, the right to manufacture the Lotus 7 now being owned by Caterham Cars who bought the rights to the car from Lotus founder Colin Chapman in 1973. Caterham Cars are a "Component Car" and are a continued development of Chapman's design, whereas all other Lotus 7 style cars are replicas, are "Kit Cars" costing less and not having the residual values of the Caterham.
These Replica kit cars enable enthusiasts to possess a vehicle similar in appearance to a vehicle which because of scarcity they may not be able to afford, at the same time take advantage of modern technology. The Sterling Nova Kit produced in the UK was the most popular VW based Kits being produced worldwide and licensed under several different names with an estimated 10000 sold. Many people react sceptically when they first hear about kit cars as it appears to them to be technically impossible to assemble a car at home and license it for public roads, they may be worried that such a car would not subsequently pass the mandatory quality control, required in most countries. For example, to obtain permission to use a kit car in Germany, every such vehicle with a speed over 6 km/h without a general operating license or an EC type permission has to undergo, as per the § 21 of Road traffic licensing regulations, a technical inspection by an recognized expert of a Technical Inspection Authority.
In the United Kingdom it is necessary to meet the requirements of the IVA regulations. In the United States SEMA has gone state by state to set up legal w
The Ferrari Daytona designated the Ferrari 365 GTB/4, is a two-seat grand tourer produced by Ferrari from 1968 to 1973. It was introduced at the Paris Auto Salon in 1968 to replace the 275 GTB/4, featured the 275's Colombo V12 bored out to 4,390 cc; the Daytona was succeeded by the mid-engined 365 GT4 Berlinetta Boxer in 1973. The unofficial Daytona name is reported to have been applied by the media rather than Ferrari and commemorates Ferrari's 1-2-3 finish in the February 1967 24 Hours of Daytona with a 330 P3/4, a 330 P4 and a 412 P. To this day, Ferrari itself only refers to the 365 as the "Daytona", refer to it as an "unofficial" name. Unlike Lamborghini's then-new, mid-engined Miura, the Daytona was a traditional front-engined, rear-drive car; the engine, known as the Tipo 251 and developed from the earlier Colombo V12 with a 60° bank angle used in the 275 GTB/4, was a DOHC 2 valves per cylinder 4,390 cc, 365 cc per cylinder, bore x stroke 81 mm × 71 mm, featuring 6X2 barrel 40 DCN/20 Weber carburetors.
At a compression ratio of 9.3:1, it produced 259 kW @ 7500 rpm and a maximum torque of 431 N⋅m. 0-60 mph acceleration was just 5.4 seconds. For the American version, slight modifications were made - the compression ratio was reduced to 8.8:1 and the exhaust system was equipped with a large central silencer, necessitating visible alterations to the primary pipes. The five-speed manual transmission was mounted in the rear for optimal weight distribution, a four-wheel independent suspension featured wishbones and coil springs. Although a Pininfarina design, as with many previous Ferrari road cars styled by Leonardo Fioravanti, the 365 GTB/4 was radically different, replacing the traditional rounded design with much more sharp-edged styling. Early Daytonas featured fixed headlights behind an acrylic glass cover. A new U. S. safety regulation banning headlights behind covers resulted in retractable pop-up twin headlights in 1971. The accepted total number of Daytonas from the Ferrari club historians is 1,406 over the life of the model.
This figure includes 156 UK right-hand-drive coupés, 122 factory-made spyders, 15 competition cars. The competition cars are divided into three series, all with modified lightweight bodies and in various degrees of engine tune. All bodies except the first Pininfarina prototype were produced by Italian coachbuilder Scaglietti, which had a well established record of working with Ferrari, and since the mid-1980s and early 1990s, there has been a considerable market price difference between a real berlinetta and a real spyder. Many berlinettas were turned into spyders by aftermarket mechanics to increase the car's monetary value or because of the owner's preference for an open car. Differences in value have remained, however after the most skillful conversions; the first racing version of the 365GTB/4 was prepared in 1969: an aluminium bodied car was built and entered in the Le Mans 24-hour race that year. Ferrari did not produce an official competition car until late in 1970; the official cars were built in three batches of five cars each, in 1970-1, 1972 and 1973.
They all featured a lightweight body making use of aluminium and fibreglass panels, with plexiglas windows. The engine was unchanged from the road car in the first batch of competition cars, but tuned in the latter two batches; the cars were not by a range of private entrants. They enjoyed particular success in the 24 Hours of Le Mans, with results including a 5th overall in 1971, followed by GT class wins in 1972, 1973 and 1974. In 1972 Ferrari 365 GTB/4s took the first 5 places of the GT class; the final major success of the car was in 1979, when a 1973 car achieved a class victory in the 24 Hours of Daytona. In 1971, the Daytona gained fame when one was driven by Dan Gurney and Brock Yates in the inaugural Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash. Showcasing the car's potential for sustained high speed travel, the pair won with an average speed of 80.1 miles per hour, completing the distance from New York City to L. A. - 2,876 miles - in 35 hours 54 minutes. Gurney was quoted as saying "We never once exceeded 175 miles per hour."
It appears on the cover of 1973's Now & Then, the fifth studio album of the American pop band The Carpenters. Ferrari 365 Daytona Spider Corvette Miami Vice replica In the 1980s, a Daytona was prominently featured on the first two seasons of NBC's hit television series Miami Vice; the black car seen in early episodes was a replica built on a Corvette C3 chassis. Altogether, two nearly identical cars were used in the production of the TV series. Ferrari execs were not pleased that their company and one of their products was represented on TV by an imitation car and sued the manufacturer of the kit for trademark infringement and trademark dilution; the Daytona replicas were retired at the beginning of the show's third season and replaced by two Ferrari-donated Testarossas, the company's newest flagship model at the time. In 2004, the Daytona was voted top sports car of the 1970s by Sports Car International magazine. Motor Trend Classic named the 365 GTB/4 and GTS/4 as number two in their list of the ten "Greatest Ferraris of all time".
Maserati Ghibli Lamborghini Miura Iso Grifo Ferrari 812 Superfast
The Rover SD1 is both the code name and eventual production name given to a series of executive cars built by the Specialist Division of British Leyland, under the Rover marque. It was produced through its Specialist, Rover Triumph and Austin Rover divisions from 1976 until 1986, when it was replaced by the Rover 800; the SD1 was marketed under various names. In 1977 it won the European Car of the Year title. In "SD1", the "SD" refers to "Specialist Division" and "1" is the first car to come from the in-house design team; the SD1 can be considered as the last British Rover, being the final Rover-badged vehicle to be produced at Solihull, as well as being the last to be designed by ex-Rover Company engineers. Future Rovers would be built at the former British Motor Corporation factories at Longbridge and Cowley. In 1971, Rover, at that time a part of the British Leyland group, began developing a new car to replace both the Rover P6 and the Triumph 2000/2500; the designers of both Triumph and Rover submitted plans for the new car, of which the latter was chosen.
David Bache was to head the design team, inspired by exotic machinery such as the Ferrari Daytona and the late 1960s design study by Pininfarina for the BMC 1800, which guided the design of the Citroën CX. Spen King was responsible for the engineering; the two had collaborated on the Range Rover. The project was first code-named RT1 but soon changed to SD1 as Rover and Triumph were put in the new "Specialist Division" of British Leyland; the new car was designed with simplicity of manufacture in mind in contrast to the P6, the design of, rather complicated in areas such as the De Dion-type rear suspension. The SD1 used a well-known live rear axle instead; this different approach was chosen because surveys showed that although the automotive press was impressed by sophisticated and revolutionary designs the general buying public was not unless the results were good. However, with the live rear axle came another retrograde step – the car was fitted with drum brakes at the rear. Rover's plans to use its fairly new 2.2 L four-cylinder engine were soon abandoned as BL management ruled that redesigned versions of Triumph's six-cylinder engine were to power the car instead.
The Rover V8 engine was fitted in the engine bay. The three-speed automatic gearbox was the BorgWarner 65 model; the dashboard of the SD1 features an air vent, directly facing the passenger. The display binnacle sits on top of the dashboard in front of the driver to aid production in left-hand drive markets, since it avoided the expense of producing two different dashboard mouldings for LHD and RHD versions; the air vent doubles as a passage for the steering-wheel column, the "podular" display binnacle can be fitted on top of the dashboard on either the left or right-hand side of the car. This concept was not new. An estate body had been envisaged. Two specified estates have survived, are exhibited at the Heritage Motor Centre and the Haynes International Motor Museum respectively. One was used by BL chairman Sir Michael Edwardes as personal transport in the late 1970s; the two cars as befit prototypes differ in the detail around the tailgate. One car has a recessed tailgate, while the other has a clamshell arrangement, where the whole tailgate is visible when closed.
The SD1 was intended to be produced in a state-of-the-art extension to Rover's historic Solihull factory alongside the TR7. It was funded by the British government, who had bailed BL out from bankruptcy in 1975; this did nothing to improve the patchy build quality that plagued all of British Leyland. That, along with quick-wearing interior materials and poor detailing ensured that initial enthusiasm soon turned to disappointment; this car was launched on its home market in June 1976 in hatchback/fastback form only, as the V8-engined Rover 3500: SOHC 2.3 L and 2.6 L sixes followed in November 1977, when the Rover P6 and Triumph 2000 were discontinued. Although there was no four-cylinder version of the SD1 at this point, British Leyland produced 1.8, 2.0 and 2.2 versions of the smaller Princess in order to compete with the entry-level versions of the Ford Granada, as well as more expensive versions of the Ford Cortina. The car was warmly received by the press and received the European Car of the Year award for 1977.
Its launch on the European mainland coincided with its appearance at the Geneva Motor Show in March 1977, some three months after the Car of the Year announcement. Dealers had no left-hand drive cars for sale, since production had been blocked by a tool makers' strike affecting several British Leyland plants and a "bodyshell dispute" at the company's Castle Bromwich plant. Closer to home, the car and its design team received The Midlander of the Year Award for 1976, because they had between them done most in the year to increase the prestige of the Midlands region. Poor construction quality was apparent in the company's press department fleet; the British magazine Motor published a road test of an automatic 3500 in January 1977, while keen to highlight the Rover's general excellence, they reported that the test car suffered from poor door seals, with daylight visible from inside past the rear door window frame's edge on the left side of the car, a curious steering vibration at speed which might have resulted from the car's front wheels not having b
Elfin MS8 Streamliner
The Elfin MS8 Streamliner is a sports car, successor to the Elfin MS7, a Repco-Holden V8 powered sports racing car in which Elfin founder Garrie Cooper won the 1975 Australian Sports Car Championship, Stuart Kostera won the 1976 Australian Tourist Trophy. The MS8 was revealed at the 2004 Melbourne International Motor Show, it is being mentioned in the same articles as some of the greatest sports cars available. Sales to the UK are predicted for mid-2007. There are two Elfin MS8s in the UK for export evaluation and an office has been set up in Chipping Norton, Oxfordshire; the Elfin MS8 Streamliner models have been designed by Elfin Sports Cars and styled by the Holden Design team when Mike Simcoe was Styling Director. On July 5, 2006, Elfin announced. Problems had surfaced with emissions and noise regulations which caused problems with the development cycle, but the car will have the same Holden-derived parts as the concept did. There are two specifications for the Streamliner. One is the Roadster version, a road registerable and the other is a Racer version, single seat track only version.
Sales started in July 2006 with the Streamliner selling for $119,990 and the Clubman for $98,990. Production will be limited to just 100 units. A'50th Anniversary' Streamliner model is being released in a limited run of five cars; the cars are distinguished by a special paint colour of'Garrie Cooper Gold', a cabin hardtop and bonnet scoop and burgundy trim. The hard top and bonnet scoop were designed by the designer of the cars. One of the cars will be a supercharged version with a 350 kW, 660 N⋅m V8 engine; the supercharger will be fitted by Walkinshaw Performance. Pricing will be $128,500 with the supercharged version being $12,000 extra. In 2008, Elfin introduced a one-off promotional version of the MS8 Streamliner for the No Fear lifestyle brand whose products are sold at K-Mart stores throughout Australia. Marketing manager of No Fear, Coel Dart, stated: “We are pleased with the finish and quality of the Streamliner and it will be the centre of attention wherever we take it. This, combined with No Fears’ commitment to Australian motorsports biggest stage will expose our brand to a much wider target audience”.
The car, designed by HSV's Adam Dean Smith, has so far been displayed at the 2008 Melbourne International Motor Show and the Australian Grand Prix. Top speed 275 km/h standing 400 m - 13.7 s 0 - 100 km/h in 5.3 seconds 5.7 litre alloy V8 OHV 16 valves From 329 hp 6 speed gearbox Limited Slip Differential Traction control system ABS braking system Cruise control Fully independent rear suspension with top and bottom wishbones plus toe link adjustment Front suspension with top and bottom chrome moly, aerofoil wishbones Fully adjustable race spec rose joints throughout Elfin alloy uprights adjustable for camber, caster & toe Coil over Koni shock absorbers, adjustable for bump and ride height Slotted & ventilated 4 wheel disc brakes Front: 32 x 343 mm discs Elfin alloy billet machined 6 pot calipers Rear: 18 x 315 mm discs with handbrake Elfin alloy billet machined 4 pot calipers Rack and pinion with adjustable steering column Fully adjustable alloy pedal box with brake bias adjustment Alloy 18" wheels 235 x 40 tyres Jig assembled, hand crafted multitubular space frame GRP body panels Length 3,500 mm Front Track 1,460 mm Width 1,710 mm Rear Track 1,430 mm Wheelbase 2,290 mm Kerb Weight 1,100 kg Official Site Elfin MS8 Streamliner - Review on TopSpeed.com Video of Elfin Clubman and Streamliner MS8s
Elfin Sports Cars
Elfin Sports Cars Pty Ltd is a car manufacturer company founded by Garrie Cooper. It has been an Australian manufacturer of sports cars and motor racing cars since 1957. Elfin Sports Cars is owned by the estate of former British racing driver Tom Walkinshaw, through his company Walkinshaw Performance which owns Holden Special Vehicles, it was owned by businessmen and historic racing enthusiasts Bill Hemming and Nick Kovatch who purchased it in 1998. Elfin is the oldest continuous sports car maker in Australia and one of the most successful with 29 championships and major Grand Prix titles; the original factory was located at Conmurra Avenue, Edwardstown in suburban Adelaide, South Australia. The company is located at Braeside, a suburb of Melbourne, Australia; the company was founded by Garrie Cooper, a successful championship driver and designer and builder of racing and sports-racing cars as Elfin Sports Car Company. In 1983, following the death of its founder, the firm was bought by Tasmanian Don Elliott, racing driver Tony Edmondson and mechanic John Porter who re-established the provision of parts and service to existing owners Cooper died from a burst aorta, due to the vessel's weakness from medication he was taking to keep his blood thin after a heart valve operation in the mid-1970s, on ANZAC Day in 1982, at the age of 46.
Cliff Cooper, Garrie's father, completed outstanding orders, including six new generation Formula Vees, before offering the business for sale as well as designing a new Formula Vee, the Crusader, a Formula Brabham car. In 1993, Victorian Murray Richards acquired Elfin and set out to build a new generation Elfin Clubman called the Type 3. In failing health, he sold Elfin to Bill Hemming and Nick Kovatch in 1998. Elfin is owned by the estate of British racing driver Tom Walkinshaw. There is a heritage centre dedicated to Elfin Sports Cars in Melbourne; the centre features around 12 historic vehicles on display. Elfin drivers have won 29 championships and major titles including two Australian Drivers' Championships, four Australian Sports Car Championships, three Australian Tourist Trophies, four Australian Formula Ford Series. In addition Elfin cars won the Singapore Grand Prix, the Malaysian Grand Prix, the New Zealand Grand Prix. Drivers of Elfin cars included 1976 Formula One World Champion James Hunt, French F1 driver, Didier Pironi.
Others included Australian F1 drivers Vern Schuppan and Larry Perkins, as well as John Bowe, Frank Matich, John McCormack, Bob Jane, John Harvey, Allan Grice, Peter Manton and Mark Mclaughlin. Elfin is producing two V8 powered sports cars: the MS8 Streamliner and the MS8 Clubman and has introduced an entry-level model, the turbocharged four cylinder powered T5 Clubman; the engines are supplied by GM Powertrain. The original company produced 248 racing and sports racing cars in 27 different models over a 25-year period. Australian Formula Two Elfin Cars Pty Ltd Introducing the Holden Elfin MS8 Clubman and MS8 Streamliner Brian Ax with a profile of Elfin Video of Elfin Clubman and Streamliner MS8s Elfin racing images Retrieved from Autopics on 14 August 2008