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Locost

A Locost is a style of amateur-built, low-cost inspired by the minimalist philosophy of the , emphasizing simplicity, lightweight design, and high performance through DIY construction. The concept gained widespread popularity following the 1996 publication of Ron Champion's (died 2025) book Build Your Own Sports Car for as Little as £250, which serves as a comprehensive guide for enthusiasts to fabricate a roadworthy two-seater open-top vehicle using basic tools and inexpensive materials. At its core, a Locost features a welded from mild tubing, typically measuring 1 inch square, providing structural rigidity while keeping weight low—often under 1,500 pounds when completed. Builders commonly source mechanical components, such as engines, transmissions, and suspension, from donor production cars like the or Miata, allowing for customization and costs as low as a few thousand dollars. Unlike commercial kit cars, Locosts are scratch-built replicas that encourage individual modifications, including variations like the wider McSorley 7+442 chassis, and have inspired a dedicated focused on track days, , and street legality.

Origins and History

Ron Champion's Development

Ron Champion, a engineer with a background in motor engineering and education, developed the Locost concept in the mid-1990s as an accessible alternative to high-performance sports cars. Inspired by the iconic —a lightweight, open-top designed by in the 1950s and 1960s—Champion sought to recreate its agile handling and minimalist appeal using everyday resources available to amateur builders. His experience in the 750 Motor Club, a focused on affordable since 1939, influenced this approach, drawing from race car designs that emphasized simplicity and cost-effectiveness. Champion died in August 2025. Champion began constructing the first Locost prototype around 1994, utilizing mild steel tubing to fabricate a that could be assembled in a home workshop. This timeline culminated in the publication of his seminal , Build Your Own Sports Car for as Little as £250, in 1996, which provided detailed plans and instructions for replicating the design. The prototype incorporated donor components from common vehicles, such as and models, to minimize expenses while achieving a target curb weight under 1,000 kg, enabling performance comparable to classic through basic and efficient integration. At its core, the Locost championed low-cost, do-it-yourself , prioritizing , , and engineering over luxury or complexity. Champion's innovations included a spaceframe with pre-cut, weldable sections that allowed builders without advanced skills to create a rigid structure, alongside the strategic use of off-the-shelf parts like from cars to ensure reliability and affordability. By eschewing intricate bodywork and advanced in favor of an open, minimalist form, the focused on raw driving enjoyment and ease of maintenance, embodying the ethos of "simplify and add lightness" from Chapman's legacy. This foundational work directly influenced subsequent commercial adaptations, such as the Haynes Roadster kit.

Publication and Initial Popularity

Ron Champion's book Build Your Own Sports Car for as Little as £250 was first published in 1996 by J H Haynes & Co Ltd, providing a comprehensive guide to constructing a low-cost, Seven-inspired using readily available materials and donor parts. The work included detailed blueprints for the frame jig, , and component , positioning the Locost as an affordable DIY alternative to expensive commercial kit cars that often cost several times more. The publication quickly gained traction among motoring enthusiasts, revitalizing interest in home-built sports cars amid the economic challenges of the , when prices for new vehicles were rising and DIY projects appealed to budget-conscious builders. Its emphasis on simplicity and low cost—claiming a total build under £250 using scrap and second-hand parts—resonated during a period of post-recession recovery, encouraging engineers to undertake the without specialized tools. Initial adoption spread through UK motoring clubs and informal enthusiast networks, with the first Locost builds emerging in the late 1990s as builders shared experiences and modifications. This led to the formation of early builder groups, fostering a community around Champion's designs and resulting in dozens of completed vehicles by the turn of the , though exact numbers from this period remain anecdotal due to the nature of the movement. Later editions, including a in , expanded the plans with updates on racing adaptations and further refinements, sustaining and broadening the book's influence.

Design Principles

Chassis and Frame Construction

The Locost chassis employs a spaceframe constructed from mild tubing, typically 25 mm (1 inch) square sections with 1.6 mm (16 swg) wall thickness or equivalent round tubes, joined primarily by or TIG welding at mitered joints to create a triangulated structure for optimal rigidity. This tubular construction allows for a weighing between 40 and 70 kg (90-150 lbs) when complete, depending on and additional bracing, enabling the overall to remain under 700 kg curb weight. The prioritizes simplicity and strength, drawing from proven 7-inspired geometry to distribute loads effectively across the . Construction begins with preparing a level build table or simple , often made from timber or , to hold tubes in precise alignment during tacking and ; this ensures dimensional accuracy critical for and fitment. The follows a standard wheelbase of approximately 93 inches (2,360 mm), with key dimensions including front and rear tracks around 53-58 inches, depending on donor components and modifications, and mounting points engineered for double-wishbone front and live-axle or rear setups using donor parts. Builders cut and tubes according to scaled plans, tack-weld in stages to check squareness (typically within 1/8 inch over the full length), and complete full welds in a sequence that minimizes distortion, often incorporating diagonal bracing in high-stress areas like the and . Materials emphasize affordability and availability, with mild steel tubing sourced from local hardware suppliers, metal stockholders, or scrap yards to keep costs low while meeting structural needs; common grades include S275 or equivalent low-carbon steel for . Safety is ensured through basic stress analysis, where builders calculate loads from vehicle weight, cornering forces, and impacts, aiming for a exceeding 2 in torsional rigidity—typically achieving 1,500-4,000 ft-lb/degree with bracing—to prevent failure under dynamic conditions without over-engineering for weight savings. Finite element modeling or hand calculations verify joint stresses and overall frame deflection, confirming the spaceframe's efficiency compared to alternatives. Body panels attach directly to the using aluminum sheeting (1-1.5 thick) for sides, fenders, and scuttle, or composites molded over foam bucks for the nose, , and rear; this minimal covering provides basic weather protection and while avoiding a full to minimize and added mass, typically contributing under 20 kg to the total structure. The integrates seamlessly with donor engines from vehicles like the or , mounted via fabricated brackets at predefined points.

Engine and Component Integration

The Locost's is positioned in a front-mid layout within the to promote balanced , typically approaching a 50/50 front-to-rear split for enhanced handling. Common choices are compact inline-four units displacing 1.6 to 2.0 liters, sourced from donor vehicles such as the or models like the MX-5, which provide reliable power outputs suitable for the lightweight chassis. These selections align with Ron Champion's recommendations in his foundational guide, emphasizing affordability and availability from common salvage cars to keep build costs low. The drivetrain configuration is , utilizing either a live rear axle for simplicity or components from donors to optimize traction and ride quality. Gearboxes are matched to the for seamless operation, with the Ford Type 9 four-speed manual being a frequent choice due to its robust design and compatibility with Pinto-era powerplants. This setup draws from the same donor ecosystem, ensuring bolt-on compatibility where possible to minimize custom fabrication. Integration of these components into the relies on DIY-friendly techniques, including custom engine mounts fabricated from tubing and welded directly to the space frame's main rails for secure attachment. Brake calipers, rotors, and steering uprights are often repurposed from donors, providing proven stopping power and precise handling without extensive redesign. Electrical wiring is kept minimal and straightforward, routing power from a basic setup to lights, ignition, and gauges using off-the-shelf harnesses adapted for the open . With these integrations, Locost builds typically achieve 100-150 horsepower, delivering 0-60 mph acceleration in under 6 seconds and top speeds of 110-120 mph, depending on gearing and aerodynamics.

Major Variations and Kits

Haynes Roadster

The Haynes Roadster kit represents the most popular commercial derivative of the Locost design, developed by Haynes Publishing as a standardized, builder-friendly package inspired by Ron Champion's original plans. Introduced in 2007, the kit includes pre-cut steel tubes for the spaceframe and a detailed assembly manual to guide home builders through , making it accessible for those with mechanical skills. This approach contrasts with fully custom Locost builds by providing precise components that reduce fabrication errors and assembly time. Key features of the Haynes Roadster emphasize practicality and road usability, including an optional factory-jigged frame for accurate welding alignment and lightweight fiberglass body panels that mimic the aesthetic while offering easy customization. The design incorporates donor parts primarily from the , such as the independent rear (IRS) setup, which enhances handling over the original Locost's live configuration. To meet road regulations, the is engineered for compliance with Individual Vehicle Approval (IVA) testing, ensuring builders can achieve legal roadworthiness with features like reinforced mounting points for lights, seats, and exhaust systems. Compared to the foundational Locost, the Haynes Roadster introduces enhanced elements, such as integrated roll hoops for occupant protection during rollovers and optional IRS for improved stability and ride comfort on public roads. These modifications prioritize everyday drivability without compromising the , agile that defines the category, with typical outputs from donor engines like the or Duratec achieving around 200 bhp per tonne. As of 2025, Haynes no longer directly sells the full kit, but remains available, and pre-cut parts and kits are offered by third-party suppliers such as Equinox Designs.

Other Custom Builds

The McSorley Locost represents a prominent adaptation of the original design, developed by mechanical engineer Jim McSorley in the late 1990s to better suit North American builders and parts availability. McSorley's plans incorporate secondary metric dimensions alongside imperial measurements for tubing (such as 1-inch and 3/4-inch rectangular steel), addressing conversion discrepancies of approximately 0.4 mm that are negligible for typical fabrication tolerances. These plans emphasize compatibility with donor vehicles, including Miata components for and Chevy engines for V8 powertrains, enabling builders to source affordable, locally available parts while maintaining the core spaceframe geometry. In , Locost builders frequently modify the for regional conditions and donor compatibility, incorporating engines from local favorites like the 3.8L V6 or 1.6L variants, including the high-performance 4A-GE. These adaptations account for right-hand drive configurations inherent to Australian roads, with some builds opting for AE70/KE70 donors to provide a budget-friendly single-vehicle source for gearbox, brakes, and other components. Heat-resistant intake systems, such as those routing cool external air to protect filters from engine bay temperatures, are common to manage the country's high ambient heat. European Locost constructions often leverage regionally prevalent powertrains, such as the VW 1.9L with modified injection pumps and intercoolers for efficient performance, or 1.9 GTI and 405 Mi16 engines valued for their lightweight aluminum blocks and high-revving capabilities. These choices align with the design's emphasis on compact, donor-based integration, allowing builders to fit transverse or longitudinal setups with minimal frame alterations. In , where Locost-inspired projects are less documented but emerging, variants prioritize lightweight composites like fiberglass-reinforced panels for bodywork to enhance the inherent low-mass profile, drawing from regional expertise in automotive materials. Builder communities worldwide, particularly through dedicated online forums, have fostered ongoing innovations in Locost variants, including electric powertrain conversions using motors (up to 140 kW) paired with hybrid batteries for improved and reduced noise, as well as extended configurations like the McSorley +442 , which adds about 4 inches to accommodate larger engines or enhanced without compromising handling. These modifications reflect the Locost of accessible customization, with shared CAD models and build logs enabling rapid iteration among enthusiasts.

Building Process

Cost Estimation

The construction of a Locost typically involves a total build cost ranging from £3,000 to £10,000, depending on the specification and sourcing strategy, with the original 1997 estimate in Ron Champion's book Build Your Own Sports Car for as Little as £250 targeting just £250 for basic materials assuming extensive use of donor parts and no labor costs. Adjusted for UK inflation, this base materials estimate equates to approximately £580 in 2025 values. In practice, contemporary builders report higher figures due to comprehensive component integration. A typical expense breakdown includes frame materials at £500–£1,000 for steel tubing and fittings, a donor vehicle contributing £1,000–£3,000 for engine, suspension, and drivetrain parts, bodywork and paint at around £500, and tools or a building jig costing £300 or more. These figures reflect DIY approaches where the builder handles welding and assembly. Key factors influencing overall costs include labor—self-building can save over £5,000 compared to professional fabrication—geographic location affecting parts availability (e.g., easier access in the UK versus higher import costs in the US), and optional upgrades such as disc brakes, which can add about 20% to the budget. Steel price volatility has further impacted expenses, with significant surges of up to 300% in some categories between 2020 and 2022. In the 2020s, total costs for a road-legal Locost have generally increased from earlier estimates due to but remain under £15,000 for standard configurations as of 2024, preserving the project's affordability relative to commercial kit cars; steel prices fell to near 2020 levels in 2024 before a modest recovery in 2025.

Sourcing Donor Vehicles

Sourcing donor vehicles forms a foundational aspect of Locost , as these provide cost-effective components including , , engines, gearboxes, and differentials that align with the design's emphasis on affordability and . Builders typically select vehicles that are abundant in the local market, ensuring parts compatibility with the Locost's compact and . Primary donor vehicles include the , valued for its suspension and brake components due to their robust design and ease of adaptation. The or models are frequently used for engines and gearboxes, offering reliable powertrains that fit the Locost's rear-wheel-drive layout. For independent rear suspension setups, the (Miata) serves as a popular source for differentials and related running gear, providing modern handling characteristics. Selection criteria prioritize vehicles available in junkyards or salvage yards, with acquisition costs ideally kept under £1,500 to maintain the project's budget focus. is essential, such as ensuring 4-lug patterns match the Locost's specifications to avoid modifications. Builders often opt for a donor to minimize integration challenges and ensure part synergy. Regional preferences influence choices based on local availability and regulations. In the UK, Ford models like the Escort and Sierra dominate due to their historical prevalence and alignment with original Locost plans. In the US, the Chevy S10 is commonly selected for its durable V6 engine and live axle, while Nissan vehicles offer similar versatility. In Australia, the Toyota Corolla—particularly rear-wheel-drive variants like the AE86—is preferred for its proven reliability and abundant parts supply. Effective acquisition involves targeting salvage yards for complete donors and online auctions for specific components, allowing builders to secure vehicles economically. Verifying part condition is crucial; for engines, conducting tests helps assess internal health by measuring , typically requiring the to be at with spark plugs removed. This identifies issues like worn rings early, preventing costly rebuilds.

Racing and Performance

Competition Formats

The Locost Championship, run by the 750 Motor Club, is one of the most accessible and competitive racing series in the for home-built Locost vehicles. Established in the late 1990s, the series emphasizes affordability and close , with vehicles constructed to specifications outlined in Ron Champion's book Build Your Own Sports Car. It operates as a single-class , utilizing Crossflow 1300cc engines (with overboring permitted up to 1380cc) to ensure parity among entrants, while regulations strictly limit aerodynamic modifications such as wings or spoilers to maintain fairness. The championship's season typically comprises 14 sprint race rounds spread across six weekends at UK circuits, featuring a mix of double- and triple-header formats to optimize value. Races follow standard racing protocols, including and qualifying sessions, with no warm-up laps provided, and durations designed for intense, wheel-to-wheel on tracks like and . Entry costs are kept low to encourage participation: annual membership is £95, season registration £145, and per-event fees range from £340 to £400 depending on the venue and format, making a full season accessible for around £2,000–£3,000 excluding travel. Grids often reach capacity, averaging 20–35 cars in the , reflecting steady growth in popularity as one of the 750 Motor Club's flagship formulae. Internationally, Locost vehicles see limited but dedicated competition in non-dedicated series. , they are eligible for NASA's 1 and 2 classes, which accommodate replicas and similar lightweight specials with rules tailored for parity in and events at tracks nationwide. Australian Locosts primarily compete in hillclimb formats, such as the annual Australian Hillclimb Championship, where models like the Locost Clubman enter production categories (e.g., 2B/2F up to 1600cc), facing off on venues like with minimal modifications allowed to preserve the class's amateur ethos. These events highlight the Locost's versatility beyond the , though participation remains smaller-scale compared to the domestic championship.

Modifications for Speed

Performance modifications for racing Locosts emphasize enhancements that boost , handling, and safety while adapting the lightweight spaceframe design to competitive demands. Builders typically source components from donor vehicles like the Mazda Miata or to achieve these upgrades, focusing on track-specific improvements rather than road legality. These changes enable participation in series such as the 750 Motor Club's Locost Championship, where tuned vehicles can achieve lap times competitive with purpose-built racers. Engine tuning forms the core of speed-oriented upgrades, with carburetor enhancements or conversions to electronic fuel injection (EFI) commonly adding 20-30 horsepower through improved fuel atomization and throttle response on donor engines like the 1.6-liter Miata unit. For instance, individual throttle bodies (ITBs) on a 2.0-liter Miata engine have demonstrated gains from 134 to 146 horsepower at the wheels, particularly in the mid-range, by reducing intake restrictions. Complementing these, lightweight flywheels—often aluminum units weighing under 10 pounds for Duratec or Zetec engines—reduce rotational inertia, enabling faster revving and sharper acceleration without altering peak power. Suspension adjustments prioritize track stability, incorporating stiffer coil springs (e.g., 320-pound rate front and 140-pound rear) and adjustable dampers salvaged from donors to minimize body roll and maximize tire contact during cornering. These tweaks, often paired with upgraded sway bars, allow precise and adjustments for optimal grip on circuits. Aerodynamic undertrays, typically flat aluminum panels mounted beneath the , generate by accelerating airflow and reducing pressure lift, enhancing high-speed cornering without excessive when angled under 12 degrees. Safety modifications are essential for racing compliance and driver protection, featuring full roll cages constructed from 1.75-inch by 0.095-inch mild tubing for main hoops and laterals, designed to meet FIA rollover standards. These cages integrate door bars and windshield posts, often certified by bodies like the for structural integrity. , using FIA-approved AFFF or Novec agents with nozzles in the and bay, provide rapid response to ignition sources, as required in sanctioned events. While these upgrades significantly elevate performance, they introduce trade-offs including costs often exceeding £2,000 for fabrication and parts like cages starting at £850, plus potential reliability challenges from heightened component stress—such as accelerated wear on tuned engines—contrasted with more durable street configurations.

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