I’m conflicted when it comes to modifying cars. Sometimes I’m all about originality and period-correct additions, and then I’ll flip my perspective and want to chop the roof off and fit a four-foot gearstick into whatever is nearest at the time. It would obviously be far easier to keep my toolbox in one camp, but where’s the fun in that?
So today, come and join me in the mixed up, mashed up world of Pennybridge Performance. We’ve got V8s, straight sixes and a turbo for everybody – but everything is definitely not what it seems at first…
To be completely honest, I admire the approach that these guys have. It goes against mainstream tuning in so much as they’re doing something different, but this has a certain honesty to it. The guys at Pennybridge work with what they have and know, rather than slavishly following what has been traditionally done with their chosen platforms.
Because that’s all these cars are – platforms for the PBP collective to build up into hybrid drift and trackday weapons. The thing that struck me first when I saw all the cars together was the level of presentation: they’re all really sharp looking.
Because sometimes when people wedge engines, gearboxes and other components into a body shell not designed to take them, the level of finish can be a bit lacking. Untidy wiring or haphazard welding can often be the trade-off for the left field approach they’ve adopted as there brain concentrates on how to mate together alien engine and transmission combinations. Not here though.
So what’s the big deal? What are Pennybridge Performance’s dark secrets that I’m getting all excited about? Karl-August Vedlund’s turbocharged Toyota 1UZ-FE V8 powered BMW E46 for a start – this used to be a right-hand drive M3…
The Mitsubishi Lancer Evo IX of Fredrik Bredenberg has a similar Toyota V8 setup, is rear-wheel drive and pushes over 500hp to the tyres. This thing looks 110 per cent badass from any angle and was the first car which hooked me in. So if they stuck a Lexus motor in an Evo and made it RWD-only, what did they do to that S13?
I can only guess that Johan Karlsson has some sort of perverse sense of humour and decided if the BMW guys got all funny about Karl putting a 1UZ in his E46, he’d better make use of a Bavarian BMW straight six in his build. With added turbo goodness of course!
Which leaves one more surprise in the line up… Joakim Karlsson had only just finished his BMW E46 when we brought the cars together for the shoot, and his build is almost the odd one out here as it features an engine from same manufacturer as the body shell. But when a BMW V8 with a Holset HX55 turbo filling it full of boost is hiding under the bonnet of an E46, that’s still pretty radical, right?
The powertrain choices are just a part of this story though, because to just leave them at that would be thinking they’ve just been built to for the shock factor alone. And yes, maybe there’s a bit of that going on, but they were also built to be abused.
In fact, when I was lining up this shoot before the ever-excellent Mantorp Park Gatebil event last year, the guys all agreed it would be best to try and get it done on the first night when we arrived, because by their own admission the cars might not be in one piece and looking as good as they were for too long.
In It For Fun
It’s one of the things I like most about the Swedish – they will always do the best they can with what they’ve got, and when it comes to cars they’re not afraid to use them when the time comes. Even if that means things are going to get broken.
It’s not that they’re out to intentionally smash stuff up, it’s just that a lot of people believe that unless you break something or crash, you’re probably not pushing hard enough. The fact that this is not some well-funded race team doesn’t slow them down either.
I’d have been tempted to not finish the bodywork or graphics as well as they have, if ultimately it’s just going to get damaged anyway. But that’s not an option, because there is a lot of pride here.
Another thing you might not believe is that these are all budget builds, but that’s not been used as an excuse to cut corners or not go for big power. Instead, the guys have solved the problems of getting what they want by looking around and making as much as they can themselves.
I guess the most distinctive car of the lineup is Fredrik’s Evo. For Fredrik, who’s in his late 20s, this is just the latest in a long line of modified cars, “I’ve rebuilt cars since I was 15 years old,” he told me. “Here are some examples: Opel Kadett, Toyota Supra, Nissan 200SX and the Evo.”
“With all the cars I build there has been one common goal: they all have to be unique. I don’t want to spend so much time building something that the person next to me has. So that’s why I put so much planning and thought into the choice of engines and the appearances of all my cars.”
The last build before the Evo was a 1JZ-GTE-powered 200SX, which Fredrik claims was the first he knew of in Europe. When others started to do the same thing, he made the move to the Evo, starting with a bare shell and mounting the Lexus V8 and R154 Toyota gearbox. It now has 511hp and 714Nm at the wheels, which are great figures, right? Especially that amount of torque! Ideal for shredding rear tyres.
Going sideways seems to be a natural extension for a lot of Swedish trackday builds – they’re not out-and-out dedicated drift builds, but there’s always the option to get your smoke on if you want. Built in just seven months, Karl’s E46 M3 was converted from right-hand drive and the original engine sold off to raise some funds.
Which Way Is Up?
His first car 10 years ago was a BMW E30, which he bolted a turbo to pretty much straight away. So that boosted way of doing things has become the only way to go. For now, that virtually-stock exterior belies what’s going on in the engine bay, although during this winter the entire outside will be treated to a custom bodykit that we look forward to seeing more of.
The big alloy scoop on top of the bootlid gives you a clue that it’s not quite factory, but seriously would you ever think this thing makes the numbers that it does?
To deal with all that torque and abuse Karl is going to give it, he fabricated an adapter to bolt a BMW E60 530D gearbox to the back of the 1UZ. I guess, when you can choose anything, if it does the job then why not? They must be cheaper and easier to come by than the R154 in the Evo too…
When you’re mating alien parts together you need a dedicated aftermarket ECU and one thing all of the guys can agree on is a MaxxECU engine management system. Prior to the shoot I hadn’t heard of Maxxtuning, who manufacture this system, but the one thing I absolutely love is the ability to link the ECU to a tablet via Bluetooth and have the ‘Mdash’ virtual gauges. I’ve seen it done quite a few times and now I really want something like this in my Volvo!
The other bonus to utilising this is the lack of wiring and a clean installation as a result.
Not all of the team run the tablet-style dash though. Johan’s S13 has a more traditionally-specced interior, although his BMW engine choice is anything but.
Having bought the Nissan and very quickly decided it was way too underpowered for his liking, he originally started rebuilding the factory engine. But, I guess keeping company with the rest of the Pennybridge crew means the mutant is going to come out sooner rather than later. That threaded bar shifter is linked to a BMW 328 ZF 5-speed, and the simplicity and cost effective material of that and the hand brake lever are a cool solution. As some of you will know, you could spend a large amount of money on just these two items alone.
The S15 front end swap just adds to the confusion when you see the Nissan in your rear-view mirror, and although there’s not a uniform team colour scheme, I think the black/white/green combo the guys have gone with works really well across all the cars.
It was the first time out on track after the S13 debuted at the Elmia show just a month before, and Johan seemed to be enjoying himself. As far as I know it was still in one piece at the end of the event too. Result!
Which just leaves us with the absolute freshest build of the bunch – so fresh in fact that it wasn’t running properly and decided to dump some fluid in the middle of our photoshoot. I’m sure Joakim will have sorted it out by now though…
His Holset is a HX55, which if you look at the turbocharger manufacturer’s website will tell you is slighter larger than the HX50 you’ll find in Karl’s BMW and the Evo build. It’s also worth mentioning that the HX50/55 series are listed as being suitable for 7-10-litre engines in ‘the medium/light heavy automotive sector’. In Sweden that pretty much means anything that you want to make insane amounts of power from.
Right now there’s still a Nuke fuel setup with a 40-litre tank in the boot area, but at some stage I’m guessing this might get swapped out or moved around to accommodate a new cooling system too.
The guys don’t claim these to be the best builds we’ve ever seen, and to be honest, I think they were a bit surprised when I approached them with the idea of lining all the cars up together. But it seemed a no brainer to me, because what they’ve achieved in normal workshops with a random mountain of parts is impressive no matter which way you look at it. And even though at first it might not seem obvious, all of these builds have something in common.
They all run on E85, get their boost from massive Holset turbos, have their hybrid engines controlled by MaxxECUs. And although they don’t like to conform, they do like to have fun, and that’s something we can all relate to.
Bryn Musselwhite
bryn@speedhunters.com
Instagram: Speedhunterbryn
Fredrik Bredenberg’s Mitsubishi Lancer Evo IX RWD V8 Turbo
Numbers
Max Power: 511whp, Max Torque: 714wNm
Engine
Lexus 1UZ-FE V8, MaxxECU engine management system, E85 fuel system, Aeromotive regulator, Siemens 875cc injectors, 30L fuel cell, Nuke catchtank system, 2x Deatschwerks fuel pumps, Holset HX50 MFS turbocharger, 60mm wastegate, VAG 115R ignition coils, 4-inch downpipe, 3.5-inch exhaust, 3-inch throttle body, 3-inch intercooler pipes, AEM air filter, Mac electric boost control, big intercooler, 25-row oil cooler, 18-row oil cooler, Davies Craig electric water pump, aluminium race radiator, 2x 12-inch fans
Driveline
Toyota R154 5-speed gearbox, chromoly flywheel, Tilton 2-plate clutch, Tilton hydraulic bearing, custom-made manual transmission lever with short shift
Suspension/Brakes
BC Racing coilovers, Cusco strut brace, S13 200SX rear subframe, adjustable lower rear control arm, adjustable rear camber arms, adjustable rear traction rods, adjustable rear toe arms, DDesign stabilizer bar with hardcore bushings, Brembo front brakes, Brembo rear brake, steel braided hoses, OBP hydraulic handbrake
Wheels,
XXR 521 18-inch
Exterior
APR wide bodykit, front bumper & side skirts, NACA duct, canards, carbon side skirt extensions, Seibon carbon hood, Varis carbon fiber wing, polycarbonate windows, slider kit both sides, Cup mirrors, D1 hood lock, carbon vortex, large custom diffuser
Interior
Custom Cages FIA rollcage, snap-off steering wheel, Nexus 7-inch tablet dash, Driven steering wheel, custom start panel, carbon door cards, Bimarco seats, OBP pedal box, 6-point harness
Karl-August Vedlund’s BMW E46 M3 V8 Turbo
Numbers
Max Power: 514whp, Max Torque: 732wNm
Engine
Lexus 1UZ-FE V8, MaxxECU engine management system, E85 fuel system, Nuke fuel pressure regulator, SMP 1000cc/min injectors, 40-litre fuel cell, custom-made catch tank system, 3x 044-style fuel pumps, Holset HX50 MFS turbocharger, 60mm wastegate, VAG 115R ignition coils, 4-inch downpipe, 3.5-inch exhaust, 3-inch throttle body, 3-inch intercooler pipes, K&N air filter, Mac electric boost control, big intercooler, 28-row oil cooler with fan, Davies Craig electric water pump, aluminium race radiator in trunk, 2x 12-inch fans
Driveline
BMW E60 530D gearbox, custom-made adapter, custom-made skeleton flywheel, Tilton 2-plate clutch, custom shifter
Suspension/Brakes
Modified control arms and modified knuckles for more lock, Yellow Speed Pro Plus Racing coilovers, skid plate with integrated front sub frame reinforcement, adjustable Lower Control arm Rear, OEM 325mm front brakes, OEM 328mm rear brakes, steel braided hoses (whole brake system)
Wheels
BMW M3 E46 OEM 18×8-inch (front), 18×9.5-inch (rear)
Exterior
Modified rear spoiler, carbon fiber wing on trunk, polycarbonate windows, D1 hood locks, big custom diffuser (not used when drifting)
Interior
Custom Cages FIA chromoly rollcage, new steering column, integrated snap-off in column, Nexus 7-inch tablet dash, Driven steering wheel, custom start panel, MLIMITS fiberglass bucket seats, OBP pedal box, 6-point MLIMITS harness
Johan Karlsson’s Nissan S13 BMW I6 Turbo
Numbers
Max Power: 650whp
Engine
BMW M50B25, forged 2.8L stroker crank, Eagle rods, MaxxECU engine management system, E85 fuel system, SMP 1200cc/min injectors, custom-made catch tank system, VAG 115R ignition coils, 4-inch downpipe, 3.5-inch exhaust, 3-inch throttle body, 3-inch intercooler pipes, Mac electric boost control, big intercooler, 2x 12-inch fans
Driveline
BMW 328 ZF gearbox, BMW differential
Suspension/Brakes
K-Sport coilovers, custom-made increased lock kit, Lexus LS500 360mm brakes (front)
Wheels
Zito 19×8.5-inch (front), 19×9.5-inch (rear)
Exterior
Modified rear spoiler, carbon fiber wing on trunk, polycarbonate windows, D1 hood lock, big Custom diffuser (not used when drifting)
Interior
Finess rollcage, bucket seats, 5-point harness
Joakim Karlsson’s BMW E46 Coupe V8 Turbo
Engine
BMW M62B44, MaxxECU engine management system, E85 fuel system, Nuke fuel rail, Siemens 875cc/min injectors, 40-litre fuel cell, Nuke catch tank system, Holset HX55 turbo, 60mm wastegate, 3-inch intercooler pipes, Mac electric boost control, big intercooler
Driveline
BMW M5 E39 gearbox
Suspension/Brakes
BC coilovers, nylon bushings, wider control arms and modified knuckles for more lock, V-Max 330mm front brakes, OEM rear brakes
Exterior
JDM overfenders
Interior
Finess roll cage, Sparco bucket seats, 6-point Sparco harness
More crazy Gatebil build stories on Speedhunters
Some other great feature cars you’ll want to see
