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- Post is under moderationICON: MAZDA RX-7 ROTOR BLADE
Richard Meaden revisits the final incarnation of Mazda’s rotary-powered sports car. Powered by a twin-turbo #Wankel engine, the third-generation #Mazda RX-7 was one of the sharpest coupes of the ’90s. But nearly a quarter of a century later, does it still have that edge? TEXT by RICHARD MEADEN. PHOTOGRAPHY by DAVE SMITH.
I can still remember the last time I drove a third-generation, ‘FD’ RX-7. But that’s because it was also the first time. It was way back in #1993 , when the car was new and causing a stir in the UK. There was a real buzz about it, and I’m not just talking about its audible rev limiter. Even those who would not normally be drawn to Japanese performance cars found the fast and voluptuous rotary-powered Mazda very hard to ignore.
The same was true of Toyota’s bewinged A80 twin-turbo Toyota Supra and Nissan’s slightly more discreet, but no less appealing, 300ZX. That this was also the heyday for Honda’s NSX makes it clear how strong the Japanese brands were in the early to mid ’90s. Factor in BMW’s equally fresh E36 M3 and Porsche’s 968 and you’ll appreciate this was something of a golden era for fans of fast, front-engined and relatively affordable rear-drive coupes.
As you’d expect from Mazda, the RX-7 was the oddball of the bunch, courtesy of its twin-turbo 13B-REW Wankel engine. With twin rotor chambers (each displacing 654cc) and turbo equivalency applied, the RX-7 was deemed to have a 2.6-litre motor. The unit’s compact size and light weight made it easy to package behind the front axle line and low in the chassis for a 50:50 weight distribution and low centre of gravity.
The engine was unusual for its use of twin sequential turbos. Indeed, it was amongst the first of its kind. The concept was simple, the first turbo boosting from 2000rpm, with exhaust gases then fed directly from it into the second, identically sized, turbo to further reduce lag. It was an effective, if complex system that relied on precise electronic control of boost pressures to work seamlessly.
In Japan it was tuned to deliver 255bhp, but in Europe it developed a slightly softer 237bhp at 6500rpm, with 218lb ft of torque at 5000rpm. That still put it on a par with the four-cylinder 968, but some way short of the more potent six-cylinder M3, Supra and 300ZX. Nevertheless, the 1284kg RX-7 remained an appealing and rapid machine, capable of hitting 60mph from a standstill in 5.4 seconds and touching 156mph flat-out. That was quick in the early ’90s, kids.
Just 210 of these curvy coupes were officially imported to the UK, and this is one of them. Of course, many more subsequently arrived from Japan in the late-’90s, courtesy of the Single Vehicle Approval (SVA) import scheme, but the FD RX-7 remains a rare sight on our roads, especially in unmolested condition. The Fast and Furious movie franchise has plenty to answer for.
Like all cars of this era, the RX-7 seems so small and compact. It might be small, but its curves (evolved from a concept penned by Mazda’s US design studio) ensure it has plenty of presence. It’s funny, though, how your mind plays tricks; cars that you thought looked low and wide and had big wheels don’t actually look that spectacular these days. No wonder, when a quick glance at the pretty five-spoke rims shows they’re only 16 inches in diameter and wrapped in 225/50 rubber. No matter, for the innate rightness of the shape and the courage of the design mean the FD’s looks remain surprisingly avant-garde.
There wasn’t really anything like it before, and there hasn’t been anything quite like it since. The smoked, one-piece, full-width tail light still makes a dramatic statement, while the pop-up headlights are proper ’90s nostalgia. They were actually a necessity due to the low-line nature of the RX-7’s nose.
The door handle is positioned unusually high, up above the waistline and nestled against the B-pillar. You open the door expecting the glass to be frameless, but instead you find a heavy black surround framing the side-glass lenses like a pair of thick-rimmed spectacles. The interior mirrors the exterior with its organic curves, but advances in materials mean the RX-7’s black-plastic cockpit has dated badly. It doesn’t feel that great quality-wise, but it’s a comfortable place to be thanks to squidgy seats that yield nicely, allowing you to sink into them for support.
You don’t sit as low as you might expect, and the steering wheel is quite big in diameter with proud stitching that also features on the handbrake and gearknob. Equipment levels are pretty basic by today’s standards – leather upholstery, a pair of plastic luggage bins instead of rear seats, air conditioning, electric windows, powered mirrors and a stereo are all there is to shout about. The instruments are simple but really quite handsome, with a bold typeface, a speedo that reads to 180mph and a tacho that reads round to 9000rpm, even though the red line itself starts at an altogether more modest 7000rpm. Gauges for oil pressure, oil temperature and fuel level sit to the left of the tacho to complete a proudly analogue binnacle.
The view though the windscreen is dominated by curves, the rising line of each extremity swooping up towards you while each door mirror captures a reflection of the long arc of the door tops that flow into the rear wheelarches. Everywhere you look, sections of the RX-7’s fulsome shape swell into view to remind you you’re driving something special.
The engine starts with a characteristic chunter before settling into a rapid idle, rotary tips whizzing round at a busy and rorty 2500rpm for a minute or two before the revs eventually settle down. The clutch is modestly weighty; the throttle has a nice measured resistance. The stubby gearlever hints at a snappy, short-throw gearshift that’s clean and accurate, but the first few miles reveal the five-speed transmission is blessed with a good rather than brilliant shift.
The steering weight is more substantial than I was expecting, and that’s a welcome surprise, for it confirms the sense that the RX-7 is a communicative car with well-matched control efforts and carefully measured responses. The cast-aluminium pedals look attractive, feel good under your feet and are widely spaced across the footwell. The relationship between brake and throttle was clearly signed off by someone who enjoyed heel-and-toe work, and the exhaust is soon popping and crackling nicely with each easily blipped downshift.
Of course, the 13B motor was what made the RX-7 unique amongst its contemporary rivals, and it’s what continues to add curiosity value today. The engineering differences between rotary and conventional internal combustion engines might be large, but the tangible differences from behind the wheel are surprisingly subtle. Yes, of course that has something to do with the motor not being in a screaming state of tune, unlike in the legendary Mazda race cars, but it also shows that while rotary engines are still seen as eccentric, they are impressively straightforward in the way they go about their business.
This car has an aftermarket exhaust, which is a bit more vocal than an OE system, but strip away the snorty soundtrack and you find an engine blessed with refinement and good manners. Rise through the revs and it has a finely serrated smoothness that confounds your senses and encourages you to work it hard. It’s a genuinely enjoyable engine; torquey with little lag, it delivers a solid shove from 3000rpm through to 6000rpm.
Beyond that it runs out of puff a bit, yet still pulls meaningfully to the red line – signalled by the infamous buzzer as a reminder to take another gear. If you’re remotely intrigued by a car’s oily bits, the RX-7’s motor is special. It doesn’t dominate the whole character of the car, but it asserts itself nicely and sets the tone for a driving experience that’s outside the norm but delivers the goods.
This particular car has clearly lived a life, one in which it has covered more than 90,000 miles. That said, while the dampers and bushes aren’t in their first flushes of youth, and despite the front axle running on a different brand of tyre to the rear, it still manages to feel tidy. It rides with pliancy, masking minor surface imperfections and absorbing potholes without too much fuss, though there are a few creaks from the interior plastics! More impressive is the way the innate balance of this front-mid-engined, rear-drive chassis shines through, and how you rapidly build a clear picture of the sharpness and agility for which the third-gen RX-7 was rightly praised when new.
Funnily enough, of the memories I have of my first drive in an FD RX-7 back in 1993, the most lasting impression is of a car that demanded respect – something the 22-year-old me had just enough of to keep the Mazda out of the weeds. One moment in particular sticks in my mind. The road was damp and chased across hilly terrain. Travelling at enthusiastic but not silly speed, the RX-7 squeezed into a gently curving compression. As the suspension got towards the bottom of its travel, the vertical and lateral loads pushed the tail out of line with little warning. It was one of those moments caught by luck and youthful, sparky synapses rather than sage car control, not least because these were the days when I was testing my own limits as much as those of the car. It certainly taught me a lesson.
My driving skills – and judgement – have come a long way in the last 20 years, but I still can’t help but feel a little wary of this old Mazda for the first few miles. The nicely weighted steering is complemented by a calm rate of response that’s typical for fast cars of this era (just under three turns lock to lock) and which makes it easy to confidently place the RX-7 in corners with intuitive precision. You need only encourage it into long curves with a small squeeze of steering input, then relax the lock as the corner opens out. It finds a very satisfying and easily sustained flow.
The balance is beautifully neutral, with just enough bite from the front tyres to generate decent grip and response but not enough to induce oversteer. Likewise, the rear end has strong traction – not a surprise given the rear tyres aren’t exactly over-burdened with torque. In short, the perfect weight distribution and sweet ratio of grunt to grip ensures a harmony that lets the chassis work unhindered by dynamic imbalance. That it’s not fighting with an engine that’s too potent underlines the fact that sometimes less really is more.
Carry meaningful speed into a second- or third-gear corner, chase the throttle from apex to exit, and you feel the car and its Torsen limited-slip diff load up nicely, sitting down on the outside rear as the loads increase and those sequential turbos start to blow. It’s at this point I feel something of the RX-7 I recall, for when pushed hard it rapidly makes the transition from just on the limit to some way over it. It’s fun and harmless enough in the dry, but I can clearly see how I nearly came unstuck all those years ago.
The brakes are up to the job of fast road driving, with progressive response, but they don’t have the capabilities of those on today’s high-performance cars, so you have to be a little sympathetic. You’d toast them on track, but then cars of this age weren’t developed with as much in reserve as today’s performance models.
It’s been great to be reacquainted with the FD RX-7. Two decades of rampant engineering progress and sky-rocketing performance mean Mazda’s flagship sports car is no longer the force it was back in 1993, but it remains a thoroughly charming, fascinating, intriguing and usefully rapid car. It does things differently – as you’d hope – but it does them well. Well enough to remain the high point for Mazda’s rotary efforts. Here’s hoping last year’s glorious RX-Vision concept makes the leap to production and rekindles some of this RX-7’s abundant magic.
TECHNICAL DATA #Mazda-RX-7-FD (UK spec) / #Mazda-RX-7 / #Mazda /
Engine Twin-chamber rotary, 1308cc, twin-turbo
Power 237bhp @ 6500rpm
Torque 218lb ft @ 5000rpm
Transmission Five-speed manual, rear-wheel drive, limited-slip differential
Front suspension Double wishbones, coil springs, dampers, anti-roll bar
Rear suspension Double wishbones, coil springs, dampers, anti-roll bar
Brakes Ventilated discs, 294mm front and rear, ABS
Wheels 8 x 16in front and rear
Tyres 255/50 R16 front and rear
0-60mph 5.4sec (claimed)
Top speed 156mph (claimed)
Value now £7000+
On sale (in UK) 1992-1995 (£33,999)
‘THE ENGINE HAS A FINELY SERRATED SMOOTHNESS THAT CONFOUNDS YOUR SENSES AND ENCOURAGES YOU TO WORK IT HARD’
Above: interior shows its 23 years, but the pedals were laid out by someone who knew what they were talking about. Left: pop-up headlights were required to meet regulations due to the RX-7’s low nose.
‘EVERY WHERE YOU LOOK , THE RX-7’S FUL SOME CURVE S REMIND YOU YOU’RE DRIVING SOMETHING SPECIAL’Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationIMMACULATE CONCEPTION RADICAL RX-7 IS A BORN SHOW-STOPPER
AUDI DO THAT? Drenched in Audi white, this RE Amemiya-kitted RX-7 is the king of the show scene.
With an immaculate street ported single-turbo motor and gleaming in Audi ibis white paint, Adam Robinson’s show-winning RX-7 has completed a mind melting transformation into one of the finest on the planet. Words: Daniel Bevis. Pics: Olliee Wildsmith.
‘Street’s closed, pizza boy!’ The association between hot Japanese motors and transporting cheesy Italian flatbreads from point A to point B is well-established in movie lore; that iconic – if fleeting – moment in The Fast and the Furious made audiences across the globe think ‘Yeah, actually I could go for a little pepperoni with my Wankel’. And of course the Toyota pizza delivery truck in Toy Story became a sort of mini Pixar meme, popping up in the background in Finding Nemo, A Bug’s Life, Cars and Monsters Inc.
Inevitable, then, that when Adam Robinson – the owner of this rather fancy FD RX-7 – got a pizza delivery gig at the age of eighteen, he’d be flinging the boxes from his rotary-powered coupé. ‘It wasn’t my daily driver at the time,’ he concedes, ‘I also had a Peugeot 206. But hey, when that was broken…’
As with so many petrolhead tales, this one begins with a long-standing childhood yearning and the acquisition of a cheap hatchback at seventeen. The inevitable Peugeot ended up adorned with alloys, bodykit, custom interior and boot build, and this all acted as a fine foundation for Adam to learn the craft before diving headlong into the fragrant waters of Japanese car ownership. Which, frankly, is where he’d really wanted to be all along. The RX-7 began as a sideline project, the 206 remaining for daily-driver duty, but that ultimately stepped aside for an MX-5. So Adam was double-Mazda-ing, the roadster receiving Rota rims and a respray in Audi Ibis White…and it was this state of affairs that sparked off an idea for the RX-7 at the back of his mozzarella-addled mind.
Of course, life marches relentlessly on, and Adam decided to try his hand at a SEAT Léon Cupra – y’know, just for variety – which again received the full works, before making way earlier this year for, of all things, an Aston Martin V8 Vantage. But the faithful FD pizza runner was always biding its time in the background like some kind of triangle-powered ninja, just waiting for its moment to shine.
‘They make a cracking pair, the RX-7 and the Aston’ he grins. But despite the trappings of material success, he hasn’t forgotten his roots. When the time came to make a proper job of his rotary Mazda, Adam was determined to do the thing properly from top to bottom.
‘I’ve always had a soft spot for them, it’s a truly iconic Japanese car,’ he continues. ‘And I don’t think the lines and the styling have aged at all. Combine that with insane tuning potential, and the noise and performance of the 13B, and you’ve got the base for a pretty serious project car.’
He’s not wrong. But even with the impetuousness of youth, the 18-year-old Adam, back in 2010, wasn’t going to rush into anything. Along with his father, they searched far and wide for the ideal FD… ‘We were very cautious, having heard the usual rotary horror stories,’ he recalls. ‘We viewed several cars that weren't up to standard, then put a deposit on another, but during the test drive it didn't feel quite right – so the search continued. We finally found this one on Pistonheads, and travelled down to London for it from Yorkshire!’
It was certainly worth the trip; having had just one UK owner since it was imported in 2003 – a Top Gear cameraman, no less – it was near stock, aside from a set of Tein coilovers (which are still going strong on the car) and an aesthetic upgrade to ’99-spec. In its former life in Japan it had been sprayed dark blue, but its original red was still in evidence under the bonnet and, apart from a minor fluid leak, all was looking pretty rosy.
‘It was never the intention to modify it to this high a level or turn it into a show-winner,’ Adam ponders, thoughtfully scratching his chin as he considers just how he’s arrived at this point. ‘It was exceptionally tidy when we bought it, and it remained unchanged for around a year, before a slight drifting incident occurred due to me being a bit heavy-footed in the wet! The car span, damaging the front bumper, headlight, front wing, bonnet and rear quarter – this actually happened on my dad's birthday when he was on holiday on a cruise… I couldn't bring myself to tell him, so I got my brother to do it when he returned!’
But once the paternal rage had subsided a little, he and Adam started discussing various alternatives. You see, as the Chinese will gladly tell you, their symbol for ‘crisis’ consists of the two separate symbols for ‘danger’ and ‘opportunity’.
Bad things often lead directly to good. This crumpled Mazda cloud was wearing a bold silver lining, as it gave the guys an excuse to really start developing the project. Adam was adamant that the thing needed to be wider, and a chat with Leon Chan at EP Racing cemented in his mind the conviction that an RE Amemiya widebody kit was the only way to go. So the RX-7 was duly shipped off to Elite Bodyworx in Hull, along with a vast bundle of bits, for the transformation to commence.
‘The colour choice was a hard decision,’ Adam recalls. ‘With the full bodykit fitted, it was obvious a change was the best way to go, and various people told me to go crazy – lime green, orange, purple, pink…but I wanted to keep it classy at the same time, so a fresh and bright Audi Ibis White was chosen.’ Echoes of that previous Mazda project here, of course! ‘And there was also my love of carbon-fibre always at the back of my mind – I think the two work really well together here. Indeed, later on down the line various carbonfibre bits were added, including an Ings Z-Power rear wing, RE Amemiya rear light cover, FEED skirts and canards, roof spoiler, door handles, the list goes on and on!’
With the broad-hipped body perfected and crisply gleaming, it was glaringly obvious that some more aggressive wheels would be required. ‘I’ve always loved Rotas, and the Grid Drifts were one of my favourites, so this was an easy choice,’ Adam enthuses. ‘I spoke to Ben at Rare Rims, who massively helped me with the correct sizes and offsets I'd require, and they'd just released the new Hyper Black at the time which matched perfectly with the white/carbon look I was going for.’ Nice when things start to come together, isn’t it? The cosmos was clearly smiling on this unique and fastidiously tailored project.
With the car sitting on the comfortable side of badass, Adam found himself using it more and more, the combination of sweet FD chassis and howling rotary proving irresistible. Somewhat inevitably, however, the increased usage began to take its toll on the rotor tips, with the engine ultimately losing compression and crying ‘enough’. Which was great news, obviously, as it meant that Adam could go to town on that, too!
‘I knew what had to be done,’ he impishly grins. ‘The car was trailered across to #WGT-Auto-Developments in Middlewich, where the engine was removed and the bay fully stripped. The engine would be stripped down too and rebuilt with large street ports and various other modifications while the car went in to have the bay smoothed and sprayed in Candy Turquoise, to stand out against the polished parts to be added. WGT eliminated anything unnecessary from the bay, along with fitting a V-mount radiator and intercooler for a more efficient setup. At this point, it was also clear that to achieve the power we sought, it made sense to ditch the twin-turbo set up and go for a single-turbo conversion in the form of a TO4S. The car was transformed, and I have to say a huge thanks to WGT who carried out all the work, and to Pip who built and mapped the engine for a safe but usable fast-road setup.’
It’s becoming obvious here that, not only is Adam a man who knows what he wants, but he’s also dogged in his pursuit of perfecting every infinitesimal detail. Just take a look at the interior. Having procured a bundle of cool parts from another RX-7 belonging to Steve, the owner of EDGE Automotive (the Recaro Pole Position seats, Nardi steering wheel, and custom handbrake and gearknob), Adam’s mind was buzzing away with the possibilities offered by the fact that their turquoise hue rather neatly matched his new engine bay. While he was in the process of chewing over the options with Steve, some lowlife scrote broke into the RX-7, trashing the interior with emulsion paint and a dry powder fire extinguisher – seriously, what goes through some people’s heads? Jealousy is a powerful demon. But this was just another positive step from Adam’s sunny-side-up perspective, as it gave him the chance for a full interior revamp.
‘Everything was removed,’ he says, ‘and I mean everything – the full interior of the car was stripped. Steve at EDGE spent an exceptionally long time with me discussing various options, styles, materials and colours, and I was massively guided by his experience in this area. And boy, was he right! We went for a black Alcantara retrim throughout, with turquoise stitching and blue leather stripe, giving that supercar feel without being too in-your-face.’ The quality of the workmanship really has to be seen to be believed, from the arrow-straight embroidery to the embossed Kanji characters on the dashboard, it’s like no FD you’ve ever seen.
Naturally, the fact that Adam’s fastidiously built the car up as a flawless show-winner (and that he also has an Aston Martin to play with) doesn’t stop him from wringing the single-turbo 13B-REW’s neck at any given opportunity. ‘I do take it to a lot of shows, but it’s primarily used as a fast-road car and I’ll never shy away from using it as Mazda intended,’ he assures us.
‘The car really does tell a story, from what it was like six-years ago to what it’s become, and it never fails to make me smile – the screamer pipe sounds insane on full throttle! I’ve got plans for 500bhp+ in the near future, but for now I’m just enjoying it.’ We imagine that’s probably something of an understatement. Here’s a guy who’s loving life, realising his dreams, taking care of business. And hey, if he needs to deliver a pizza, he can do it pretty damn quickly.
TECHNICAL SPECIFICATIONS #Mazda-RX-7 / #Mazda / #13B-REW / #Mazda-13B-REW / #Wankel
ENGINE 13B-REW 1308cc twin-rotor Wankel , large street port by WGT Auto Developments, #Garrett-TO4S single turbo conversion, mapped by Pip at WGT to 1.0 bar boost, #GReddy Long Runner manifold, wastegate and screamer pipe, WGT V-mount intercooler and aluminium radiator, uprated fuel system – bigger injectors, fuel pressure regulator, uprated pump, DM Motorsport anodised blue pulley set and red pulley bolts, #DM-Motorsport anodised blue turbo trumpet, DM Motorsport anodised blue reservoir caps, Samco blue silicone hoses, HKS blow off valve, WGT air separation tank, polished upper intake manifold, alternator, filler neck and throttle body, polished GReddy intake elbow, polished covers, air-con deleted, battery relocated, Candy Turquoise smoothed engine bay, under-bonnet and servo
TRANSMISSION 5-speed manual
SUSPENSION Tein Pro-Street fully adjustable coilovers, Powerflex anti-roll bar polybushes
BRAKES EBC drilled discs and Red Stuff pads, colour-coded white calipers, braided lines
WHEELS 10x18in Rota Grid Drift wheels in Hyper Black with 235/40/18 Federal RS-R (front) and 255/35/18 Toyo R1-R (rear), 326 Power anodised blue extended spike nuts, Rota spoke sticker and Kanji characters on inner rim inside rear wheels in custom glitter turquoise
EXTERIOR Audi Ibis White, RE Amemiya GT widearch kit, Pro-Street rear diffuser, carbon-fibre front and side canards, vented bonnet and carbon-fibre rear light cover, INGS Z-Power carbon-fibre rear spoiler, carbon-fibre Shine Auto Project upper spoiler, FEED side skirts and door handles, rear canards, petrol cap, wing mirror caps, rear bumper LED lights and bonnet aerocatches, CarShopGlow LED front bumper lights, sleepy-eye headlight kit, anodised blue canard and rear quarter bolts, matte black front tow hook
INTERIOR Recaro Pole Position seats re-trimmed in black Alcantara with turquoise stitching, turquoise leather stripe and embroided Recaro and EDGE Automotive logo, retrimmed black Alcantara door cards, dash, speedo dome, parcel shelf (with custom inserts), rear seats, floor mats, centre console, glovebox and dash panels, all with turquoise stitching and leather stripe where appropriate, Nardi GT steering wheel retrimmed in turquoise leather, snap-off boss, Audi S1 gearknob retrimmed in turquoise leather along with gear gaiter and handbrake, gloss black custom air vent gauge pod with Defi Advance boost and RPM gauges, gloss black wraparound dash plastics, A’PEXi Hand Commander mount trimmed in black Alcantara, aluminium windscreen air vent powdercoated matt black, carbon-fibre sills
THANKS ‘The Team at Elite Bodyworx in Hull – they’ve done a fantastic job fitting the wide arch bodykit and respraying. Buzz from Elite has assisted me through five years of building this car, fitting various parts and carrying out the majority of the work on the exterior. Steve at EDGE Automotive. WGT Auto Developments. Vinyl Scene – Steve works wonders with vinyl and graphics, he's exceptionally friendly and ensures every little detail is covered. EP Racing for supplying the bodykit and various other parts along the way! Rare Rims. FDUK RX-7 Club and Forum – help from these guys has been most welcome! Adam Blackshaw – for all my shiny polished engine bits. And finally, my dad, for many long nights in the garage and putting up with me with any silly ideas, and for all the help I’ve needed along the way!’
‘I’LL NEVER SHY AWAY FROM USING IT AS MAZDA INTENDED’
/ #WGT-Auto developments have been operating since 1981, offering a full range of automotive services but focusing on the RX-7 in particular – founders pip and David are both trained #Mazda technicians. ‘pip and the guys at WGT fully stripped my bay down to a bare shell and arranged for it to be painted in candy turquoise, while they street-ported and rebuilt my 13b,’ says Adam. ‘They then supplied and fitted the to4s single turbo, and mapped the car so that it’s now boasting a nice 450bhp for a fast-road setup.’
LIVING ON THE EDGE
Edge automotive are an award-winning custom interiors outfit based in rugby, and they’re the guys who helped knock the insides of this FD up a notch. ‘Steve at edge really worked his magic with this interior,’ says Adam. ‘He spent a great deal of time with me discussing various different options and ideas to really give the RX that supercar feel inside. The quality is outstanding, and his work is to a superior standard. I'd definitely recommend his services!’
‘AN RE AMEMIYA KIT WAS THE ONLY WAY TO GO’
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