Personal GT40 Specification and Part Sources.

GT40 Car

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The suppliers quoted here are those that I used during my own build. All of those listed provided me with excellent service at the time. However, their inclusion is no guarantee, actual or implied, that they still exist, still provide the listed services or that you will get good service from them as I did.

Personal GT40 Specification and Sources.

Car Make and Type: KVA Mk 1 Replica. Purchased second hand complete with suspension parts.

Chassis Chassis Make and Type: KVA "C"Type Chassis, Serial No. 152. Some additions had been made to the chassis but they had been braised on and so had to be removed. The chassis was modified to improve the rear suspension geometry and to make room for the 351 Cleveland 4V engine which is slightly larger than a standard 302. The Chassis as manufacturered was asymetrical, in particular the front pillars that support the windscreen were different heights and one side was 12mm further forward than the other. The front linkages of the rear trailing arms were mounted at different heights by 10mm on each side and on one side these front mountings were 15mm closer together which meant that the geometry was completely asymetrical. All this was removed, the suspension positions recalculated and then rebuilt from scratch. Asymetry seems to be a common problem with KVA Chassis and can be cured quite easily with a tape measure, an angle grinder and a welding set - this problem is not normally found on more modern replicas.

Body Style: GT40 Mk 1.

Registration No.: BGH 999S

Date Started: March 1993, purchased second hand Body/Chassis unit. Stripped chassis off and started again from scratch.

Completion Date: On the road and MOT'd in September 1994, still unpainted. Painted October/November 1995. Front Brakes uprated November 1996.

Colour: White with Blue stripe, Blue interior.

FORD 351 Cleveland 4V Engine Before and After the Rebuild:
V8 Before V8 After

Engine Make: Ford 351 Cleveland 4V purchased in February, 1991 "As seen, off the floor" from Stateside Autoparts. The engine was originally made in 1970. and was running when I first saw it. The engine was originally made in July 1970 and has two bolt mains and 62.8 cc combustion chambers which give it an 11:1 compression ratio. In the UK with 98 octane regular petrol this is no problem. The valve guides were badly worn (8-10 thou against a maximum permissable of 2 thou!) as were the bores and the main bearings were scored.

Engine Tuning: Engine completely rebuilt at home over 1991 and 1992. Engine Bored out +30, crank re-ground -10, valve guides replaced and valves re-ground by Hurley Engineering.
Engine balanced by Vibration Balancing Services.
Competition cam, 268 deg. duration 0.494 inch lift, power range 1500 - 5500 rpm. Roller rockers.
New engine internals from Real Steel.
On a rolling road the engine produced over 300 HP at the wheels at 5,500 RPM (at this point the clutch began to slip - see below - so we backed off to preserve the clutch).

Ignition: Mallory Electronic Ignition part No. 29440.

Distributor: Mallory Unilite Electronic Distributor Part No. 3755401 from Real Steel.

Oil Cooler: Originally I fitted a single 19 row oil cooler, but in the summer of 1997 I removed it and fitted two 34 Row 10JIC 235mm oil coolers each with a 10inch fan and Aeroquip hoses all from Merlin Motor Sports. This helps to keep the engine cooler longer on very hot days when stuck in traffic.

Carburettor: Originally a Holley 4-barrel, 600 cfm with vacuum secondaries manufactured in December 1974. Since replaced with a Holley 4-barrel 750 cfm with vacuum secondaries part No. 0-3310 with a secondary metering block from Real Steel. Gives better power in the 4,000 to 6,000 rpm rev. band with no increase in normal fuel consumption. Consumption is 16-18 mpg at cruise dropping to about 8 mpg with a heavy right foot.

Inlet Manifold: Standard cast iron 4V manifold.

Headers Exhaust Headers and Silencers (Mufflers): Custom designed and built at home with a Mig welder from 2 inch tube supplied in 180 deg constant cross-section bends from Tube Torque Competition Dept. Manifolds flame-cut locally from steel plate to a cardboard template. Four tubes of nearly equal length on each side run into a collector on each side. 2.5 inch tube continues on to the silencers with a double cross-over. Silencers are a pair of Simons Sportsystem 16 inch straight-through silencers from Merlin Motor Sports. Note also the fitted luggage!

In October 1997, I changed the clutch and removed the exhaust. I found that the exhaust wrapping (which works well to keep the temperatures down) was beginning to deteriorate so I removed it. Underneath there was a lot of corrosion. I had the headers coated with a Ceramic coating by Camcoat. This coating is supposed to do the same job as the wrap except it looks nicer and lasts longer.
Although the Ceramic coating worked well, I was not happy with its appearance which deteriorated over time. So, in 2000 I took the exhausts off again and took them down to Metalblast Ltd in Poole. They sand blasted them and then coated them in aluminium. This metal coating looked fantastic and also lasted very well. Unfortunately, because the headers had been sandblsted twice, some weakness started to appear in some of the welded joints (I am not the worlds best welder and she has done over 18,000 miles now). So, in May 2002 I took them off again and repaired all the welds where there were pinholes or worse. Then I took them back to Metalblast who did a fantastic job to make them look like new again.

Flywheel: Ford transit flywheel redrilled and balanced to the engine. This required removing quite a lot of metal as the original has a counter-balance built into it. Modifications by Hurley Engineering. A small plate holds a Renault 30 pilot bearing in place in the centre of the flywheel. This plate replaces the normal Ford ring washer that fits under the six attachment bolts.

Clutch Cover Plate: Ford Transit Van, 2 litre, 1988. Replaced in October 1997 with an AP Racing Clutch CP 2394-17 Cover from Tech-Craft. The cover needed a little filing to get it to fit on the pins of the Transit flywheel, this cover also fits a Ford 3 litre flywheel which is used by many GT40s.

Clutch Driven Plate: Renault 21 Turbo. This Clutch set-up ran over 7,000 miles without problems. On a rolling road after about 2,000 miles the clutch began to slip at about 300 HP at the wheels. In October 1997 the clutch started to slip under power so I have now stripped out the old clutch and fitted an AP Racing Clutch cover and an AP sintered metal four paddle driven plate CP 2583-17 from Tech-Craft. The combination is rated at over 400HP. The old clutch plate was not badly worn but it was a bit thinner and that meant that the plate pressure would have been reduced which probably accounts for the slipping. All things considered the standard Renault 21 Clutch plate did very well to survive as well as it did.

Clutch Thrust Bearing: Ford Transit thrust bearing built into a Renault 30 Thrust bearing casing. The Ford Transit bearing for 2 litre vehicles up to 10/88 will fit inside the Renault 30 casing which has a 32mm centre diameter (There are two different Renault 30 bearings with 30mm and 32mm internal diameters).

Clutch Hydraulics: The clutch slave cylinder and actuator is the standard Renault 30 unit. Initially the clutch master cylinder was 0.7 inch but this was replaced with a 0.85 inch unit as the clutch travel was insufficient. Despite the larger master cylinder, the clutch pedal is quite light and there is now sufficient travel for the clutch to fully engage and disengage. All piping is 3/8 inch Aeroquip from Merlin Motor Sports.

Bellhousing: Renault 30 connected to the Ford 351 with a 0.5in mating plate. Bellhousing cut out to accomodate the starter motor.

Gearbox: Renault 21 Turbo 5-speed box built into a Renault 30 casing with the Renault 30 5th gear. The gearbox was sourced from Exchange and Mart and re-built by Bob Lees of Bristol Transmissions. Bob really knows what he is doing and enjoyed the challenge!

Gear Linkage: Gearlever position - Right-Hand Sill.
Tornado gear linkage modified to include a second universal joint to make the action straight and with a modified rear gearbox mounting to make it more precise.

Half-Shafts: Renault 30 inners (two new shafts required to be cut in half as the inner and outer ends are different) sleeved and welded onto Ford Granada Scorpio outers (only one new shaft required to be cut in half as the inners and outers are identical).

Front Suspension: KVA upper and lower "A" arms with Urethane Bushes from Vale Engineering. Ford Granada Mk II 1970/72 uprights and kingpin bearings. Coil over shocks with 10.5 inch 325lb springs, Coil springs from Competition Parts, shocks from Vale Engineering. Anti-roll bar from GTD and Ford Escort steering rack.

Rear Suspension Rear Suspension: KVA lower "A" arm, top link and trailing arms with Urethane bushes from Vale Engineering. Granada Scorpio hubs mounted on KVA fabricated uprights - these were originally made for Granada Mk II drum brakes but were re-drilled and re-machined locally for the Scorpio Hubs. Coil over shocks with 10.5 inch 450lb springs, Coil springs from Competition Parts, shocks from Vale Engineering. Anti-roll bar from GTD.

Front Brakes: Originally 10 inch vented discs from Granada Mk II, 1970/72. Replaced in November 1996 with AP racing 301mm vented discs with four-pot calipers (1.5 and 1.65 inch), aluminium bells and adaptor plates and Mintex 1155 pads from Tech-Craft. Dual circuit master cylinders with separate front and rear systems and a balance beam. Started with 0.7 inch master but changed it to 0.625 inch master cylinder to reduce the pedal pressure. Changed back to 0.7 inch with the four pot calipers. AP Lockheed Vacuum Servo. Aeroquip hosing throughout. Master cylinders, piping and servos from Merlin Motor Sports.

Rear End Rear Brakes: Scorpio 9.5 inch floating solid discs and calipers mounted on the rear of the hub rather than at the top as normal to give clearance around the hub and to make the handbrake cable easier to route. This means that the hub must be removed and rotated through 90 degrees to bleed the rear brakes properly. Dual circuit master cylinders with separate front and rear systems and a balance beam. Started with 0.7 inch master but changed it to 0.625 inch master cylinder to reduce the pedal pressure. AP Lockheed Vacuum Servo. Aeroquip hosing throughout. Master cylinders, piping and servos from Merlin Motor Sports.

Wheels & Tyres: Hallibrand replica wheels. Rear wheels, 9.5in x 16in., tyres Goodrich 255.50.16; Front wheels 7.5in x 16in., tyres Goodrich 215.60.16. The wheels had to have very accurate offsets to fit in the space available between the suspension and the bodywork. Wheel studs front and rear are 5 stud Ford Granada with long studs to allow for the alloy wheels. After considerable research, wheels and tyres were supplied by Tornado Sports Cars.

Steering Column: Triumph Dolomite.

Pedal Box: Skoda pedal box modified for twin brake master cylinders with a balance bar and remote fluid reservoirs for both brakes circuits and the clutch circuit. For master cylinder sizes see Clutch and Brake sections above.

Radiator: Unknown source, purchased with the second hand chassis. Two 12 inch Kenlow electric fans with an adjustable thermostatic switch and an over-ride switch. The radiator is ducted into the bodywork so that all the air coming into the three nose openings at the front has to go through the radiator and then has to go out through the two nostrils on the top of the front hood.

Water Rails: 1 inch weldable steam pipe running down the centre of the car plus heater hoses running down the driver's side all feeding directly into the radiator. The pipes were the largest that I could get into the central box sections in the chassis. I would be happier if they were larger as I think that this would help to keep the car cooler on very hot days (although it didn't boil even when running almost stationary in the Le Mans parade for an hour in 1996 in 35 degree heat - eventually the engine bay got so hot that there was a vapour lock in the fuel line).

Handbrake: Ford Scorpio handbrake and cable. Handbrake is mounted on the left side of the central tunnel. The cables are routed round a double pulley directly behind the handbrake which turns each cable through 90 degrees to go round the engine. Each cable goes through a second pulley mounted on each side of the engine bay which again turns the cable through 90 degrees to run down the side of the engine bay. The end of the open cable and the start of the sheathed section is then just in front of the engine mounts. A standard Scorpio cable is exactly the right length for this layout. The pulleys are 2 inch pulleys obtained from a yachting chandler of the type used at the top of a ship's mast where they are designed to withstand hurricane force winds and salt water round Cape Horn with no routine maintenance - in other words they are very strong and maintenance free even in dirty and salt laden environments.

Fuel System: Two 50 inch long steel tanks filled with explosafe and custom made by John Trajero. The tanks had to be modified to provide a single suction at the rear as the original suctions fouled the suspension. Each tank is fitted with a fuel level sender supplied by Tornado Sports Cars. Aeroquip hoses throughout, two Filter King Regulator/filters and twin Red-Top Facet pumps from Merlin Motor Sports feed into the carburettor manifold which has a fuel pressure guage on it to set the Filter King pressures.

Instrumentation & Electrical: Instrument set from Tornado Sports Cars. Dashboard switches Britax rocker switches and central locking relays from Bristol Auto Electrical Ltd. A Ford 302 Wiring loom from Tornado Sports Cars which had to be rebuilt for the 351 Cleveland and the dashboard and switch layout and to incorporate the central locking and remote control. Battery is from a Range Rover.

Interior: Willains four point harness seatbelts from Merlin Motor Sports. Corbeau Clubman Seats from Ripspeed International.

Fastners, Nuts & Bolts: Finding the right nuts and bolts to the correct strength specification, material and sizes can be a problem. For proprietary parts such as drive-shaft bolts etc. Original manufacturer's parts were used to ensure correct specification. All other nuts, bolts and fastners were from Apex Fastners Ltd. who were almost always able to provide what was needed to the right specification.


Suppliers Listing.


The suppliers quoted here are those that I used during my own build. All of those listed provided me with excellent service at the time. However, their inclusion is no guarantee, actual or implied, that they still exist, still provide the listed services or that you will get good service from them as I did.

GO TOP Apex Fastners Ltd.
494 Ipswich Road, Slough Trading Estate
Slough, Berkshire SL1 4EP
Tel: 01753 525334
[Nuts, nylocks, bolts, studs, washers and fastners]

GO TOP Bristol Auto Electrical Ltd.
357 Bath Road, Brislington
Bristol BS4 3EW
Tel: 0117 9712242
Fax: 0117 9721578
[Electrical switches, central locking]

GO TOP Bob Lees of Bristol Transmissions
Tel: 0117-9586377
[Gearbox modifications and rebuild]

GO TOP Peter Carter of Camcoat
Unit 5a Osnath Works, Lythgoes Lane, Warrington, Chashire WA2 7XE
Tel: 01925 445688
Fax: 01925 444988
[Ceramic Exhaust Coatings]

GO TOP Competition Parts
258A Ipswich Road, Slough Trading Estate
Slough, Berkshire SL1 4EP
Tel: 01753 674567
Fax: 01753 674333
Shop and Rapid Mail order to Motorsport. [Coil springs]

GO TOP GTD Supercars
15 Balena Close, Creekmoor Trading Estate
Poole, Dorset BH17 7DB
Tel: 01202 694861.
Fax: 01202 604684.
GTD 40 replica manufacturer. [Anti-roll bars]

GO TOP Hurley Engineering
Tel: 01225-336812.
[Engine bore-out, valve regrinding and new valve guides, regrinding the crankshaft], [Flywheel machining]

GO TOP Merlin Motorsport
The Bridgestone Building, Castle Combe Racing Circuit
Nr. Chippenham
Wiltshire SN14 7EX
Tel: 01249 782101
Fax: 01249 782161
Shop and Mail order racing parts. [Fuel pumps], [Aeroquip hoses and fittings, master cylinders, servos], [Oil Coolers], [Seat belts, and many smaller parts]

GO TOP Stuart Black of Metalblast Ltd.
Quay Surface Engineering Metalblast Ltd.
11 Cowley Road, Nuffield Industrial Estate, Poole, Dorset BH17 0UJ
Tel: 01202 672152/684231
Fax: 01202 675470
[Exhaust Coatings]

GO TOP Real Steel
Unit 9, Tomo Industrial Estate
Packet Boat Lane, Cowley
Uxbridge, Middlesex UB8 2JP
Tel: 01895 440505
Shop and Mail Order Service. [Engine parts], [Holley Carburettor]

GO TOP Stateside Autoparts
Watling Street, Mancetter
Nr. Atherstone, Warwickshire CV9 2PZ
Tel: 01827-717600.
[Second-hand engine purchased - 351 Cleveland 4V]

GO TOP Ripspeed International
54 Upper Fore Street, Edmonton
Londodn N18 2SS
Tel: 0181 803 4355 (Mail Order Direct)
Tel: 0181 803 4455 (Shop)
Fax: 0181 807 7495
Fax: 0181 345 5750 (Mail Order)
Shop and Mail Order. [Seats]

GO TOP Tech-Craft
12 Donegan Road, Cape Industrial Estate
Warwick CV34 4JW
Telephone & Fax: 01926 403721
Tel: 01926 410098
[AP Racing brakes], [AP Racing clutches]

GO TOP Andy Sheldon of Tornado Sports Cars Ltd.
Unit 25, Meadow Mills Industrial Estate
Dixon Street, Kidderminster
Worcestershire DY10 1HH
Telephone & Fax: 01562 820372
Mail order specialist parts up to and including complete GT40 replica Kits. [Wheels & tyres], [Instruments & fuel senders, full lights set, door latches & handles, sealing strips, full perspex/window set], [Gear linkage],

GO TOP John Trajero of Trajero Marine
Ducklane Farm, Dudds Knoll Road
Guilden Morden, Near Royston
Herts FG8 0LA
Tel: 01763 852815
[Custom built fuel tanks, explosafe filled, replica fuel filler caps]

GO TOP Tube Torque Competition Dept.
Unit 10, Brook St. Mill
Brook Street, Macclesfield
Cheshire SK11 7AA
Tel: 01625-511153.
[Constant radius bends to order in exhaust pipe, collectors]

GO TOP Vale Engineering
Brookleaze, Stockwood Vale
Keynsham, Bristol BS18 2AL
Tel: 0117 9869065
[Urethane suspension bushes and shocks]

GO TOP Vibration Balancing Services
Avonmouth Way, Avonmouth
Bristol BS11 9LU
Tel: 0117-9820801.
[Engine Balancing]

In addition many parts were obtained from local FORD and RENAULT dealers and parts suppliers. My thanks to each of them as I invariably had no idea what I was actually looking for in terms of the year and model and spent many hours trying to find a part that was this big and would fit like this.


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