Made by us
Parts we want to build
We went through every one of the 2,239 parts in our catalogue looking for the things a rally car actually needs — underbody protection, mudflaps, recovery points, light mounts. There were none. Not a few: none.
None of these exist yet.
Every item below is a concept. Nothing has been cut, welded or fitted, and you can’t buy one. They are here so you can tell us which you need — what people ask for is what we build first, and an enquiry is worth more to us than a guess.
Body & aero
Sump guard — GD Impreza
ConceptFull-width alloy underbody plate with quick-release fixings, sized around the GD crossmember.
The problem
A rock you never saw is the single most common way a gravel Subaru ends a rally. The standard plastic undertray is a splash shield — it stops water, not stone. What is behind it is the sump, the pickup and the floor pan.
How we’d make it
Laser-cut 4mm or 5mm alloy, folded, with captive fasteners into the factory crossmember points plus fabricated tabs where there are none. Quick-release so a service crew can drop it in one minute rather than working around it, and slotted drain holes so it does not turn into a bath.
Rally of the Heartland 2026: 16th outright, and a dent in the floor pan from a rock we never saw coming. That is the exact area this covers.
Would start with: GD 2000–2007
Sump guard — GC8 / GF8 classic
ConceptThe same plate sized for the classic shell, where nothing off the shelf fits properly any more.
The problem
Classic-class cars are the ones that most need protection and the ones nobody tools up for, because the volume is not there. A GC8 or GF8 running P5 is worth protecting precisely because the shell is getting hard to replace.
How we’d make it
Same construction as the GD plate, different pattern. The classic floor pan and crossmember geometry is different enough that a GD guard does not adapt.
The wagon contests the full Australian gravel season in Classic/P5.
Would start with: GC8 1992–2000 · GF8 1992–2000
Rear differential guard
ConceptPlate protecting the rear diff housing and the cover bolts.
The problem
The rear diff sits low and exposed, and a struck diff cover empties the oil in under a kilometre. It is a cheap part protecting an expensive one — and on a GDB the diff is a 3.545 you may have waited months to find.
How we’d make it
Folded alloy shield mounting to the diff carrier bolts, clearing the cover for service access.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Fuel and brake line guards
ConceptChannel sections shielding the hard lines where they run along the floor.
The problem
The fuel and brake lines run the length of the car under the floor, outside anything the sump guard covers. A strike there is not a retirement — it is a fire or a lost pedal.
How we’d make it
Formed alloy channel clipping over the existing line runs, on the factory clip points so nothing needs drilling.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Rally mudflaps
ConceptHeavy HDPE flaps with fabricated brackets, cut for the guard rather than trimmed to fit.
The problem
Mudflaps are not cosmetic on gravel. They are what stops the car behind losing its windscreen, and what stops your own sills and rear quarters being stripped back to bare metal over a season. Most of what is sold is a road-car accessory in a rally colour.
How we’d make it
Laser-cut HDPE sheet, folded alloy brackets, mounted through the guard lip with load spread rather than self-tappers. Cheap to make, high margin, and the easiest thing on this list to get right.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007 · GR-GV 2008–2014 · VA 2014–2021
Rally lighting
Light pod mount
ConceptBonnet or bar-mounted pod bracket that does not distort the panel.
The problem
Night stages need real light, and the usual approach — bolting a pod bar through a bonnet skin — flexes the panel and cracks it around the fixings. The bracket is the part that matters, not the lamp.
How we’d make it
Fabricated bracket tying into the bonnet frame or the bar, with rubber isolation so vibration does not work the fixings loose. Designed around common pod spacings rather than one brand.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Service & workshop
Front and rear recovery points
ConceptBolt-through recovery eyes rated for a real snatch, not a factory tie-down.
The problem
The factory tie-down loop is for securing a car to a ship. Use it for a recovery and it comes out with a section of chassis rail attached. Most events require a proper point, and most cars do not have one.
How we’d make it
Laser-cut plate, bolted through the chassis rail with a spreader plate on the reverse. Load path into the structure rather than into a single captive nut.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Jacking points
ConceptReinforced pads so a service jack lifts the car rather than folding the sill.
The problem
A rally car gets jacked in a gravel service park under time pressure, often on soft ground and not always squarely. Factory sill seams fold. A crew that has to hunt for a jacking point is a crew losing a minute per corner.
How we’d make it
Welded or bolted pads at the existing lift points, sized for a trolley jack saddle and painted a colour you can find in the dark.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Boot spare wheel mount
ConceptClamped mount so the spare stays put in a roll.
The problem
A loose spare wheel in the boot of a rally car is an unrestrained mass behind the crew. Most scrutineers will fail it, and they are right to.
How we’d make it
Bolted base plate with a central clamp post, located into the floor with spreader plates.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Electronics, timing & comms
Battery relocation tray and cut-off mount
ConceptBoot-mounted battery box with an integrated cut-off switch plate.
The problem
Moving the battery rearward helps balance and gets it out of a hot engine bay, but a loose battery in a boot is a scrutineering failure and a genuine hazard. The cut-off switch then needs mounting where both the driver and a marshal can reach it.
How we’d make it
Folded alloy box with a proper clamped lid and a bolted floor mount, plus a plate positioning the cut-off to the usual external location.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Intercom and tripmeter mounting plate
ConceptOne plate that puts the intercom, tripmeter and switches where the co-driver can use them.
The problem
Crew equipment usually ends up cable-tied to the cage or velcroed to a dash that was never designed for it. A co-driver working a tripmeter over a rough stage needs it fixed, square and reachable without looking.
How we’d make it
Laser-cut plate patterned for the common intercom and tripmeter footprints, mounting to the cage or the transmission tunnel.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Engine & forced induction
Radiator stone guard
ConceptMesh screen ahead of the radiator and intercooler.
The problem
A stone through the radiator core ends the rally on the spot, and the damage is done by debris small enough to pass straight through the grille. The intercooler in front of it is just as vulnerable.
How we’d make it
Framed alloy mesh sized to the opening, removable for cleaning — because a blocked screen overheats the car just as effectively as a holed radiator.
Would start with: GC8 1992–2000 · GF8 1992–2000 · GD 2000–2007
Want this, or something like it?
We can’t take an order yet — supply is still being arranged. Ask, and we will tell you what we know about it and let you know when it is available. What people ask for is what we range first.
What we won’t make
Seats, harnesses, extinguishers and cages. Those carry FIA or Motorsport Australia approval with expiry dates, and a scrutineer checks the label rather than the workmanship — fabricating them is not a shortcut, it is a way to have a car excluded. Same for intercoms, tripmeters and anything with a compliance plate. Those we would have to stock rather than build, and we would rather say so than pretend otherwise.