Rally Restomod: The RHM Peugeot 106 Maxi
The Ultimate Pug

We live in an age where every day brings newer and better ways to work, communicate and make rudimentary tasks easier. This ever-increasing march forward has also brought a host of new technology to the automotive world.

All over the globe, small automotive businesses are flourishing in the restomod space, and Red Hill Motorsport (RHM) in Ireland is determined to join the party by creating the greatest rally-bred Peugeot 106 Maxi possible, and making it available to buy right now.

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RHM_106_Maxi_Pic_By_CianDon (81)

Since I visited Red Hill Motorsport in 2020, a lot has changed for Dave Hunt and his Sligo-based workshop, especially in regard to this particular 106 Maxi which at the time was nothing more than a shell. While it started out as a passion project, Red Hill Motorsport has become a full-time operation, and their 106 Maxi is sure to put the company on the map.

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Upon arrival, the sight of this pumped-up French hatchback, complete with massive lamp pod and Kevlar bonnet, drew an instant smile. For a tiny car – in modern terms – it exudes a presence unlike anything you could likely expect to see on the road.

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The imposing arches, along with the bumpers and bonnet were all hand-made at RHM in carbon-Kevlar, and the whole kit tips the scales at an incredibly impressive 7kg (15lb). While the exterior is painted, the familiar yellow Kevlar weave is left visible on trailing edges and the rear of panels, while the exposed hood is a clue of the lengths taken to push the boundaries of Peugeot 106 builds.

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The purpose-built nature of the build extends to small details like the wing mirrors (moulded off a 306 Maxi item), which are finished in Kevlar and affixed to standard 106 base plates for a perfect fit. Under the arches sit a set of 17-inch Evo Course Ragno SB9 wheels.

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Wrapped in sticky Kumho rubber, the SB9s are a modern interpretation of the classic wheels used on 106 Maxis in competition during the late 1990s, and they perfectly accommodate a sizeable brake package.

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The front axle uses custom 335mm floating discs mated to Alcon 4-pot callipers, while the rear beam, taken from a Citroen Saxo S1600, houses 280mm discs, again floating items, and 2-pot Alcons. Ferodo D3000 pads and braided stainless steel brake lines ensure a strong pedal and plenty of stopping power.

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The rear beam is fitted with 3-way Proflex adjustable shocks, aiding in controlling what was at times in period considered a lively rear end. It’s an example of how this build takes full advantage of over 25 years of Peugeot 106 development.

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Underneath, the attention to detail shines just as brightly as the outside, with brackets built to match the spec of works rally cars. Both the underbody and sill protection plates are RHM items.

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While the rear suspension is impressive, the attention to detail on the front end is staggering. Dave happily agrees that his original plan for the car – something of a more simple spec than we see now – quickly went out the window once he got stuck into the build. Take the uprights for example, which are not only made from billet alloy, but are specifically designed and machined for this project.

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Bos 3-way adjustable front coilovers, originally designed for a Citroën C2 R2, were adapted to fit the Peugeot 106 chassis, while the steering arm was relocated to allow the use of 12-inch-long front springs for longer shock travel. Genuine 106 Maxi alloy top mounts add a touch of anodised colour to the engine bay, while RHM rose-jointed tubular lower arms finish off the incredible suspension spec.

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The amount of specially-adapted factory rally car parts in use is a sign of the lengths taken to build this RHM 106 Maxi, but peering beneath the surface for a moment, Dave’s skills, coupled with his knowledge of the chassis, are fully apparent.

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RHM_106_Maxi_Pic_By_CianDon (150)

Everything that could be lightened or reinforced has been, and the entire car was seam-welded from the get-go. A modern interpretation of the factory roll cage used in these cars was fabricated in house, complete with added gusseting where required. The arches front and rear have been tubbed to accomodate the 17-inch wheel and tyre package, while an RHM-designed strengthening kit has been used to reinforce all of the suspension pick-up points.

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Opening the lightened doors, the first thing that grabs you is the incredible amount of space available within what was never a large cabin to begin with. Taking inspiration from the Škoda Fabia S2000 interior, the majority of the controls have been moved back 120mm to bring the driver closer to the centreline. Such is RHM’s attention to detail, the original Peugeot 106 door handles have been moved back the same distance as well.

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RHM_106_Maxi_Pic_By_CianDon (113)

With the seats, steering column and Tilton pedal box all too shifted rearward, the weight distribution split has been massively improved. The LHD conversion further aids that, allowing a heavier driver to act as a balance against the engine on the opposing side, while a smaller navigator offsets the weight of the gearbox – a rather special 3MO 6-speed sequential with a Citroën C2 R2 Max lightweight clutch and flywheel assembly.

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RHM_106_Maxi_Pic_By_CianDon (139)

Looking around the interior, it’s the small details that again standout. The footplates are custom-machined with RHM logos, and subtle Peugeot badges can be found in a number of places.

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While most sequential boxes make do with a basic upright handle, Dave has taken things to another level with this in-house shifter. Sitting atop is a machined gear knob by Denis Lecouffe Machining in Canada, the iconic golf ball design a nod to Dave’s VW scene heritage.

Between the seats, a MoTeC 15-button keypad manages the core functions, while additional wireless steering wheel controls give the driver full and easy access to things like the lights and wipers. Expertly wired by Paul Twomey at PT Motorsport, the latest CAN bus tech mated to an Ecumaster Black ECU shows the advancement available to a modern car like the RHM 106 Maxi that was unheard of in 1998.

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Beneath the lightweight smooth and flocked original dash sits the ECU as well as an Ecumaster PMU controller. The car’s vital stats are fed directly to the driver through an Ecumaster ADU5 digital dash mounted out on the extended steering column.

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Those stats are important, as what sits beneath the featherweight Kevlar bonnet and massive lamp pod is as expected – exceptional. If you like screaming NA weapons, you’re going to like what’s sitting in the engine bay.

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RHM_106_Maxi_Pic_By_CianDon (96)

Built by Dobrowolski Motorsport in Poland to the very latest evolution of the Citroën C2 S1600 spec, and using a whole host of genuine Citroën Sport parts throughout, this 1.6L engine sends 230bhp to the front wheels as it revs to 9,400rpm.

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A set of Jenvey throttle bodies and Audi R8 coil packs catch the eye as you nose around the bay, but in every small nook and cranny there is attention to detail. From nicely hidden single-point loom connectors through to custom plug brackets, everything is well considered.

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A custom-made alloy radiator cools the engine, while the manifold, exhaust and intake are all genuine 106 Maxi race parts.

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RHM_106_Maxi_Pic_By_CianDon (34)

Sat beside another RHM creation, this time a Citroën Saxo S1600 recreation due to be delivered as a rolling shell to the customer – it’s clear just how much this quiet little shed on the Irish west coast is capable of offering.

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While this first 106 Maxi has been built for tarmac rallying, Red Hill Motorsport have the expertise and knowledge to build these cars to a customer’s desired spec, including the option to go for a more road-orientated theme.

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When we think of restomodding, we often only think of creations built for the road, but Red Hill Motorsport are doing it different with their ‘ultimate’ 106 Maxi and Saxo S1600 recreations, and they’re something I can definitely get behind.

Cian Donnellan
Instagram: Ciandon
Facebook: CianDonPhotography



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Very nice.


What a masterclass car, wires braided and tucked cleanly, unit body modified out of the way for focused amd fast service, and the right material for the right job...

But these moronic lamp pods gotta stop. One branch to get that closer clip for a faster lap and done, you lost a light or five because they are a literal "stick-out" style instead of a protected function. Also these massive blockers negate a few inches of visibility right at the nose of a comp car/serious tool, wow. Also they add pointless weight (a ballast weight is best placed low and inboard) at a time of LED's being cheap and plenty. Also they create drag and turbulence. Also, also, also... Yeah just stupidity and ugliness because "oh, the seventies and eighties!". Get over it and build a serious car with two rows of protected lightbars, like a real off roader, kids. Why not dump this on air and some 100% magnesium teddy bear wheels to complete the look? It all nearly falls apart because of the pods, and I bet they'll want to ask all the crypto monies so get to choppin.


Wow the replies XD
So yeah "lightbars" on a build of this level aren't what you pick up at a convenience store, they can be custom ordered to shine any light pattern in any direction, which makes me think you naves are the reason LED matrix headlights have been "illegal" for too long...
Also the inane reply "let people build blah blah" - they already built it, and I'm sure my comment won't hurt their feelings, and maybe they already know these pods are moronic, but did it for the insta or think these expensive toys will sell better. Let us point out whatever we want and help the uninitiated learn about what is real amd what is pointless so you kids STOP KILLING REAL SPORTS CARS by buying the fake ones the industry replaced the real ones with YOUR BUYING HABITS. Go buy an automatic 800hp 4k lbs SUV with vents kid, slap some "drift offroad" tires because "we can only design to either go straight or turn sideways, apparently", and make sure to post on social while some shop does it for you.


Just let people build and enjoy thier vision of car, not to full fill your own imagination...
those light pod are there for reason..


Because rally cars don't go straight like an "offroader" . Modern rally cars still use pods because you can point light in multiple directions which comes in handy when you are going sideways through a corner.


modern light bars are self adjusting and can change where they're putting light without actuating anything externally

Speed Huntres

230BHP out of a TU5JP4 engine! That's 100Bhp more than a factory JP4S, not bad! Has the torsion bar been upgraded, I like the adjustable dampeners which I believe was the biggest issue with rear stability. Also what gearbox is mounted to the engine?


half of those welds havent penetrated. should be fun for the fire brigade after you screw up and crash like an idiot.


I was just looking at this


That is not a restomod ^^


Justin here from caradvice.com.au

This is sick,owned 4 of these


Got to love an old rally Peugeot like the 106 Maxi
Forever one of the best rally cars ever made


very ugly car, but I like it a lot, I want one now


Seriously love these special features, wish we there was more content like this!!

Beautiful photos as always Cian! Stunning car and craftsmanship


230 hp from 1.6 l equates to 144 hp/l. The latest 911 GT3 RS produces 520 hp from 4 lt so this translates to 130 hp/l, All I can say is INCREDIBLE IF (A VERY BIG IF) the figure can be verified. After all which manufacture can better Porsches specific output and torque and yet has stellar reliability record. The figure looks and sounds sexy but to produce a specific output eclipsing 911 GT3 RS by 10% (144 divide by 130) is too good to be true.


James, 230 is certainly a verifiable figure, it isn't uncommon now and some push to just over 240. Mine is a smidge over 200 and is considered a nice driveable spec these days.


Keep in mind you're comparing the marketing numbers between a OEM mass manufacture GT3 vs a pretty bespoke low volume "custom/special". The price tag for this should be relatively related too - and there are tuner builds for the GT3 that can surpass this rally piece as well in any metric with related cost difference. Comparing this to a GT3 just isn't apples to apples - it's pens to potatoes. The big selling point here is simplicity and focused function, since, you won't find bluetooth surround sound HiFi or a heated steering wheel with intelligent cruise control in one of these...


Price has little to do because what I stated was specific power and NOT outright power. Example the upcoming 1.6lt GR corolla has a higher specific power than the much more expensive 3.8 lt 911 Turbo S. As such what I stated in my previous post definitely applies for it compares what this little car can produce per liter of displacement versus what the GT3RS engine produces per liter. I am fully aware that this Peugeot is not a "mass production' car like the Porsche although strictly speaking the Porsche is not a mass production car either as it is only produced in limited quantity and more importantly is not really affordable to most people.

Vincent Conker Auger

Awesome article man, you definitely have the eye for details. I particularly love the shot where we see the engine from front right of the car and you focused on the RHM logo in the engine bay.

I suppose you shot that feature on the way to Donegal in june ? By the way, should we expect anything from the Donegal rally eventually ?

Hope you are well my friend and keep up the good stuff coming.


Some of those welds are gross
Some are tolerable
Mig like tig is not cool or strong and snot is certainly neither

Very very nice car and fabricatio tho