It’s quite ironic really. AK Sportscars were originally founded by Ken Freeman as a bit of a hobby. It wasn’t long however before people started coming out of the woodwork and asking for their own AK’s. The company were initially based in the back garden of Ken’s spacious property on the outskirts of Peterborough. Always known for quality the AK business was fuelled by tea and not taking things too seriously.

OOOH NICE!

About five years ago things started to get quite proper with Ken’s sons Daniel and Jon joining the business, after co-founder Alan Frew (The ‘A’ of AK) decided to concentrate on his own engineering company. So many people were asking for kits that a business unit was deemed a must, which they duly moved into a couple of years ago. They are on a large industrial estate, in Peterborough, which apart from also housing the Freeman (no relation!) and Gratton shopping catalogue empires is also the home of Radical Sportscars. Actually though I think we should turn that round and say that Radical Sportscars are based on the same site as AK Sportscars, as the quality of the product produced by the Freeman team bears favourable comparison with anyone.

As mentioned the AK427 has an enthusiastic band of followers and the gang are kept mega busy turning out a minimum of three kits per month, with people attracted by the fine quality and value for money. Plus of course we shouldn’t underestimate the pull that dealing with a family orientated company has for potential buyers. Although they still always have time for a cup of tea, AK are serious kitcar manufacturers.

Sumptious AK looks fab.

It was quite embarrassing last year because every kitcar saw me awarding an AK product the totalkitcar car of the show plaudit and there truly were some outstanding examples of not only kitcars, not only Cobra replicas but the art of the automobile in general.

When I saw their latest demonstrator I just had to schedule it into the totalkitcar editorial features list, not just for the way it looks nor the customary beautiful SMS Autospray paint finish, but also because it just happens to have a supercharger bolted to its Chevy 350ci V8! I’m a big fan of superchargers and prefer the way they deliver their thrust to the turbocharger’s more highly-strung exhaust gas waste method. However, I’ve never tried an eight-cylinder engine equipped with such a device and the thought intrigued me for many weeks until I got behind the wheel of the AK427. 

The AK sits just right.

  

It’s a bright early autumn day when I finally get the chance to have a drive. Sure it goes without saying that the demo car is a real beauty. Any AK is invariably going to be a looker and this one is no different. The biscuit colour leather trim (Magnolia is so last year dahling!) is of fine quality and unlike most rivals AK make their own seats and carpet sets in-house rather than rely on a third party supplier and this is a theme carried out throughout their kits. Chassis and fibreglass bodies are made at their workshop, which Ken prefers because they can ultimately fully control quality. It’s the same story with their sidepipes and exhaust systems, with just windscreen frames and bumpers being sourced externally.

The chassis is a sturdy item that is similar in concept to most rival Cobra replicas and features both MIG and TIG welding in its construction. Giving the AK added strength and integrity however, is a GRP central tub that beefs up rigidity and feel of the whole car. Talking of their GRP, it’s among the best out there. The company were probably the first to use fire resistant isothalic resins in the construction of their shell and they leave the bodies in the mould for up to three days so that it fully cures and retains its correct shape when let loose on the world. During the paint process (and 90% do end up being painted) they are baked to incredibly high temperatures that would see most rival companies shells end up as a sticky splodge on the floor.  

When you get your kit the body and all opening panels are pre-gapped and mounted to the chassis. Of course for the build and the subsequent paint process you will need to remove them, but thanks to the meticulous preparation by AK, you can for example be certain that the doors will fit correctly and be perfectly gapped, meaning the shut lines will be spot-on.

Check out that supercharger.

There’s nothing mindblowing when it comes to the donor vehicle and you’ll be using well-proven Jaguar XJ6 running gear to underpin your AK427. Although some have advocated use of the BMW as a donor, I personally don’t think you can really do much better than the Jag. The parts are proven and work brilliantly, plus add just the right blend between quality and functionality required for a Cobra clone. Rather than obtain your own donor and risk the wrath of the missus by leavng the rusting hulk on your driveway, AK can supply you reconditioned axles, rear differential and even a complete palletised donor package if you prefer.

Once behind the wheel you immediately notice how low in the car you sit, with a snug feel helped by the wide transmission tunnel, which is so similar to products from TVR’s Blackpool factory. Personally I much prefer looking through the windscreen of a car rather than over it.

Driving position is just right and the company’s own pedal set is pleasingly positioned with the accelerator particularly well placed to the right of the footwell. While the other thing of note I forgot to mention is that AK have come up with their own power steering option, which unlike the excellent DAX item isn’t spurred into the steering column but is pumped directly off the steering rack and is a ZF, therefore BMW, item, and is solidly mounted. In action I thought it was excellent and although only has one setting I found it to be nicely weighted and added a nicely assisted aid package to the incredibly stiff Cobra steering requiring muscles like Fatima Whitbread. It genuinely helped the driving experience in my view without making the car too wishy-washy. Another thing worth pointing out is the brilliant BMW steering column and funnily enough the actual drive felt just like my BMW 320 diesel! Strange that! However, joking aside the BMW component adds to the sum of parts and in my view is superior to the likes of Ford Sierra standard fare. An added bonus here is that the attached stalks are solidly mounted and feel and work better than the comparable Ford parts. On the demo car, they replaced the stock Beemer parts with neat machined ends. These were altered by their next door neighbours Promac Precision Engineering (01733 333 000).

On the road the AK feels rock solid and although not known as a trackday warrior gave a fantastic account of itself at totalkitcar LIVE at Brands Hatch a few weeks before my road test. It rides the bumps admirably and doesn’t feel like it’s about to loosen my fillings. There are no rattles or creaks and the good old Jag suspension endows the AK with good cornering ability. AK use Gaz dampers and these are adjustable items, which do a good job and don’t cost the earth, plus they’ve also made a switch from their normal choice of Faulkner springs to Springs 2000, which they reckon are an improvement. For the record they are rated at 225lb on the rear, with 450lb items on the front. A couple of challenging looking corners are confidently dispatched and I find the whole experience very confidence inspiring and although from the outset I wondered just how essential a front anti-roll bar would be on a Cobra, after sampling it in action I have to say that it aids front-end feel and stiffness.

I’ve always been a big admirer of the Jaguar XJ6 and one of the best parts of using it as a donor is that you get to carry over the fabled braking system to your project. Although the technology is old hat with inboard rear discs it works, so why change a winning formula? AK pep things up even more by using the servo from a Rover 200, meaning you get a production car quality brought to your braking system. 

I can hear you wondering about that supercharger though and…the Chevy V8 was sourced from British American Engines and rated at a conservative 450bhp. It certainly sounds like a big eight banger on tickover and has a deep baritone sound around town where it reveals a superb tractability, which both surprises and impresses in equal measures. The supercharger comes from B&M and you can expect it to add around £2000 to your final bill, which given the performance boost it provides isn’t at all bad. In traffic you don’t notice it much as the ‘charger sits almost dormant and only makes itself noticed once revs get up around 4000rpm. I say ‘only’ but believe me you’ll know all about it once it ratchets up. The first giveaway is the police car siren whine, which made me look in the rear view for plod everytime I floored it. The next of course is the instantaneous acceleration, devoid of any lag, which sees you hurtling towards the horizon.

I reckon the supercharger compares nicely with a turbo and isn’t so nervous and in conjunction with a V8 seemed easier to handle. Many times over the years, I’ve just got a turbo spooled up when a hasty braking exercise is called for, and just occasionally I’ve wondered if I would actually manage to stop. Mash the accelerator here though and stop unexpectedly and there’s no fuss.

The AK team. L-R Jon Freeman, 'Trig', Dan Freeman, Daddy Ken and Lynda Freeman

So, although perhaps I initially viewed the supercharger as a bit of a novelty I conclude by saying that it’s a deadly serious addition to your engine that seems to be perfectly suited to the V8 engine and by default the Cobra replica. When I lift the bonnet, the big V8 looks a picture with the shiny Chevy lump and supercharger topped off with a Holley 750cfm carburettor.

I was surprised to find that the gearbox on the demonstrator was a Getrag component lifted straight from the Jaguar donor as I was convinced it was a Tremec TKO500. It felt tactile and each gearchange was dispatched solidly. Gearing feels spot-on, which surprisingly isn’t always the case with Cobra replicas I’ve driven and the diff ratio of 3.31:1 (from the XJ6 4.2) is also just right. Depending on your choice of engine the company will advise you on the correct diff to use. For the record, a Rover V8 will need a 3.54:1 (XJ6 3.4) while an auto ‘box fitment will need a 2.88:1 Powerlok item from an XJ12 or XJS.

As mentioned earlier, AK Sportscars are a family operation with Ken Freeman joined by sons Jon and Dan and wife Lynda, assisted by Trig (real name Dave but don’t ask!)

Most manufacturers would like a GRP shop like this.

When it comes to pricing the AK427 is surprisingly affordable. The kit package includes the ladderframe partial backbone chassis with steel floors, and body in white gelcoat. As part of the comprehensive kit package you also get the steering and suspension components and this is remarkable value at £4107 inc VAT. A budget build could be completed for around £18,000, which might see you cut a few corners and leave out a few blingy items but you’ll end up with a good example of the breed. Budget about £22,000 and you will have a fab car, while go even further and replicate the ‘top of the shop’ AK demonstrator and you’ll be spending circa £30,000.

Proving further the adaptability of AK, you can also choose to have your body supplied in a variety of gelcoat colours, or for the bigger backsides a slightly narrowed transmission tunnel. Tall drivers are also catered for with a choice of either 1 or 2in footwell extensions. Meanwhile, if you are truly lard of arse they can also adapt their seats to suit. AK Sportscars are a real example of a ‘can do’ company and they will go the extra mile to make sure their customers are happy. For example

There are other options you can choose to enhance your ride, such as stainless steel engine bay cladding or fuel tank, while the company reckon that because they can supply 100% of the parts you’ll need to complete your car, the majority of their customers use them as a one-stop shop. Lots of stuff impresses me about AK Sportscars and this includes their helpful list of donor parts and also another unique sheet they supply, which lists what recommended company supplies parts and get this, suggested prices and that’s got be a helpful aid when you are working out your projected total build cost.

AK invested in new moulds recently.

The company can also offer a complete kit package at £17,625 inc VAT while they can supply a Chevy engine and gearbox assembly from around £6000, an underfloor exhaust at £1269 or sidepipe system at £1851, propshaft at £152.75, factory fitted hood and tonneau cover at £1551, with a paintwork option (by SMS) at £2750. The power steering option comes in at £998.75 and this is also a retrofit option for existing cars incidentally. For completists out there rolling chassis option’s start from £10,000 inc VAT with turnkey cars from £35,000 depending of course on final specification.

I have always been a big admirer of AK’s products and as I said earlier on I’ve seen some fantastic examples over the years but this latest demonstrator is one of the very best Cobra replicas I have ever had the pleasure to sample. If you delve further into the AK experience you will find, as many people already have, that they have a certain something extra, try a little bit harder and manage to do what other family run kitcar manufacturer’s do and that is offer a quality of service and product that is hard to beat. The cars really are exceptionally good.

TECHSPEC:

Chassis: Ladderframe  made from 75mm x 50mm box section steel with backbone reinforcement and solid plate floorpans.

Body: GRP using Isophthalic resin. Supplied in white gelcoat as standard. Other colours available.

Engine (as tested). Chevy 350 with B&M supercharger. 450bhp.

Engine options: Also Ford, Rover and Lexux V8s.

Gearbox: Getrag, Borg Warner or Tremec.

Suspension: Jaguar XJ6

Brakes: Jaguar XJ6

DIY build (as tested) £30,000. Budget build from £18,000

Factory build from £35,000

For more information contact:

AK Sportscars; Unit 51, Ivatt Way, Westwood Industrial Estate, Peterborough, Cambridgeshire PE3 7PN.

Tel: 01733 267 633

Website: www.aksportscars.com

Words by: Steve Hole

Photos by Carol Hardy

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