Liam Doran didn’t start with a sensible platform, because sensible was never the point. This build was conceived as a statement on what happens when modern motorsport engineering collides head‑on with one of Britain’s most culturally loaded cars. The classic Mini is instantly recognizable, mechanically simple, and emotionally charged, which makes it the perfect canvas for something utterly unhinged.
Why the Classic Mini Was the Only Logical Choice
The original Mini’s genius lies in its compact dimensions, light weight, and unapologetically simple construction. That simplicity is exactly what makes it dangerous in the hands of a fabricator who understands chassis dynamics and load paths. With almost no factory structure beyond thin-gauge steel and spot welds, the Mini invites total reinvention rather than modification.
From a motorsport perspective, the Mini’s short wheelbase and wide track potential promise hyper-aggressive rotation and brutal transient response. Doran didn’t see a cute classic; he saw a shell that could be wrapped around a race car-grade spaceframe. By discarding the original monocoque’s structural role and turning it into bodywork, the Mini becomes a visual decoy hiding something far more serious underneath.
Why a Hayabusa V8 Instead of Anything Sensible
The decision to build a V8 from two Suzuki Hayabusa engines wasn’t about novelty, it was about power density and reliability at extreme RPM. A Hayabusa inline-four is already a proven motorsport weapon, capable of sustained high revs, compact packaging, and impressive specific output. Pairing two of them on a common crank transforms that DNA into a naturally aspirated V8 that revs like a superbike and weighs a fraction of an automotive engine.
This configuration delivers massive power without the mass penalty that would destroy the Mini’s dynamics. You get the sound and cylinder count of a V8, combined with motorcycle-level throttle response and rotational inertia. For a chassis this small, that balance is everything.
Packaging Insanity as an Engineering Challenge
Stuffing a longitudinal V8 into a car originally designed for a transverse four-cylinder smaller than a suitcase is where the madness becomes engineering. The engine placement dictated everything: driver position, suspension geometry, drivetrain layout, and even the roofline. Nothing about this build was bolt-in or conventional; every millimeter was contested territory.
The Hayabusa V8’s compact length made mid-mounted installation possible, keeping mass centralized and polar moment low. That single decision transforms the Mini from a front-heavy novelty into a purpose-built weapon with race car balance. It’s a reminder that radical builds aren’t about excess for its own sake, but about solving packaging problems with uncompromising logic.
Motorsport Thinking Applied to a Cultural Icon
Doran’s background in extreme motorsport disciplines shows in the mindset behind the project. This isn’t a restomod or a show car; it’s a clean-sheet race car wrapped in nostalgia. Every choice, from engine architecture to chassis philosophy, reflects a competition-first approach.
By choosing a Mini and powering it with a bespoke Hayabusa-derived V8, Doran created a machine that challenges assumptions about what classics are allowed to become. It exists to prove that heritage and hardcore engineering don’t just coexist, they amplify each other when done properly.
Inside the Engine: Twin-Hayabusa Architecture, V8 Conversion, and Power Characteristics
Where the Mini’s transformation becomes truly outrageous is inside the engine itself. This isn’t a conventional V8 shoehorned into a small car; it’s a purpose-built powerplant born from motorcycle engineering logic. Two Suzuki Hayabusa inline-four engines are merged into a single, compact V8 designed to deliver extreme RPM, instant response, and minimal mass.
The result is an engine that behaves nothing like a traditional car V8. It revs harder, spins lighter, and responds faster, all while producing power figures that would overwhelm most classic chassis. In a car as small and light as this Mini, that changes everything.
Twin Hayabusa Foundations: Why Motorcycle DNA Matters
The Hayabusa engine is legendary for good reason. From the factory, it’s engineered to survive sustained operation near 11,000 rpm, with forged internals, oversquare geometry, and an oiling system designed for extreme G-loads. That makes it an ideal building block when outright engine speed and power density matter more than low-end torque.
By using two identical Hayabusa cylinder banks, Doran’s V8 maintains perfect symmetry in bore, stroke, and valvetrain architecture. That uniformity simplifies tuning, improves balance, and ensures consistent airflow and combustion across all eight cylinders. It’s motorsport thinking applied at the molecular level of the engine.
The V8 Conversion: One Crank, One Engine, Zero Compromises
The defining element of the conversion is the custom crankshaft. Rather than coupling two engines together with gears or chains, the cylinders are unified around a single billet crank, effectively turning the twin inline-fours into a true 90-degree V8. This eliminates synchronization issues and allows the engine to behave as one cohesive unit.
Custom crankcases, lubrication passages, and structural reinforcements are required to make that architecture viable. The bottom end is engineered to handle extreme rotational speeds while maintaining rigidity, oil control, and bearing life. This is not a novelty hybrid; it’s a clean-sheet racing engine disguised as a mashup.
Induction, Breathing, and High-RPM Power Delivery
Like its motorcycle ancestors, the Hayabusa V8 relies on exceptional breathing rather than brute displacement. Individual throttle bodies feed each cylinder bank, delivering razor-sharp throttle response and perfectly even airflow. There’s no turbocharging or supercharging to mask inefficiencies; everything comes down to volumetric efficiency and cam timing.
Peak power lands in the region most car engines fear to visit. The engine pulls hardest at high rpm, with a power curve that rewards commitment and precision rather than lazy throttle inputs. In a lightweight chassis, that translates to explosive acceleration once the revs climb.
Power Characteristics in a Mini-Sized World
On paper, the output is already shocking, with power figures comfortably north of 500 horsepower in a car that weighs less than many superbikes plus their rider. But the real story is how that power is delivered. The low rotational inertia allows the engine to change speed instantly, making throttle modulation critical and deeply engaging.
Torque may not peak at idle, but in a mid-engined, rear-drive Mini with short gearing, it doesn’t need to. The engine’s willingness to rev turns every straight into a launch and every corner exit into a calculated explosion. It’s a setup that rewards skill and punishes complacency.
Sound, Vibration, and Mechanical Theater
A naturally aspirated Hayabusa V8 doesn’t just perform differently; it sounds alien. The exhaust note blends superbike shriek with V8 harmonics, climbing from a metallic rasp into a full-bodied scream as revs rise. It’s mechanical violence rendered into acoustics.
Vibration control is managed through careful balancing and rigid engine mounting tied directly into the chassis structure. Rather than isolating the engine, the car embraces its intensity, reinforcing the idea that this Mini is a race car first and a classic silhouette second.
Packaging the Impossible: Engine Placement, Cooling, and Weight Distribution in a Mini Shell
Once you accept the sonic violence and razor-edged throttle response of the Hayabusa V8, the next question is brutally simple: how do you physically fit it inside a shell originally designed around a transverse four-cylinder and a suitcase-sized engine bay? The answer is that you don’t adapt the Mini to the engine. You rebuild the Mini around it.
Mid-Engine Reality in a Front-Engine Icon
Doran’s solution was to abandon any notion of a traditional front-mounted layout and commit fully to a mid-engine configuration. The V8 sits longitudinally behind the seats, occupying space that once belonged to rear bench seating and thin sheet metal. This decision wasn’t stylistic; it was the only way to achieve sane driveline angles, proper suspension geometry, and survivable traction.
Mounting the engine low and close to the car’s centerline was critical. The compact nature of the Hayabusa-based V8 helped, but even then, bulkhead placement, firewall clearance, and crank centerline height had to be optimized simultaneously. Every millimeter mattered, because raising the engine even slightly would have punished the Mini’s already short roll moment and center of gravity.
Chassis Integration and Structural Reinvention
At this point, calling it a “Mini shell” becomes generous. The original monocoque serves primarily as a visual reference, while a full spaceframe chassis handles the actual loads. Engine mounts, suspension pickup points, and drivetrain supports are all tied directly into this structure, turning the V8 into a stressed component rather than a loosely hung powerplant.
This approach does two things. First, it prevents the chassis from twisting itself into scrap under 500-plus horsepower. Second, it allows precise control over weight distribution, because engine placement, fuel cell location, and suspension geometry are all designed as one system rather than retrofitted compromises.
Cooling a Race Engine in a Shoe Box
Cooling is where most radical Mini builds quietly fail, and where this one shows real motorsport discipline. A high-revving naturally aspirated V8 generates sustained heat, not just short bursts, and there’s nowhere for that heat to hide in a Mini-sized body. Doran’s solution relies on aggressive airflow management rather than oversized components.
Radiators are positioned to maximize pressure differential, often remote-mounted with carefully ducted inlets and exits. Air is forced through the cores, not allowed to spill around them, and hot air is actively extracted rather than trapped. The result is stable operating temperatures even under competition loads, not just dyno glory.
Weight Distribution and Chassis Balance
With the engine sitting mid-ship, the Mini’s infamous front-heavy bias disappears entirely. The weight distribution moves toward a near-ideal rearward balance, giving the car traction that a front-engine Mini could never achieve. More importantly, polar moment is kept low, allowing the car to rotate quickly without becoming nervous.
Suspension tuning plays a massive role here. Spring rates, damper valving, and anti-roll bar selection are calibrated to work with the engine mass concentrated near the center of the chassis. The result is a car that changes direction like a weapon, not a novelty, and remains controllable even when the V8 is screaming toward its redline.
This is where the build transcends shock value. Packaging the Hayabusa V8 isn’t just about making it fit; it’s about making it work as a coherent, balanced race car. In that respect, Doran’s Mini isn’t fighting physics. It’s exploiting them.
Chassis Re-Engineering: Spaceframe Construction, Suspension Geometry, and Structural Reinforcement
Once the weight distribution and cooling fundamentals are locked in, the hard truth becomes unavoidable: a stock Mini monocoque simply cannot survive this level of power, grip, and load. At this point, the original shell stops being a structural component and starts being a silhouette. Everything that actually matters dynamically is rebuilt from the ground up.
Purpose-Built Spaceframe Architecture
At the heart of Doran’s Mini is a fully bespoke spaceframe chassis, designed with the same philosophy you’d expect from a hillclimb or rallycross prototype. Tubular steel construction forms a rigid safety cell around the driver while extending fore and aft to carry suspension, drivetrain, and impact loads directly. The original Mini body panels are effectively lightweight aero skins, no longer asked to do structural work they were never designed for.
This approach delivers two critical advantages. First, torsional rigidity increases by an order of magnitude, giving the suspension a stable platform to work from. Second, the frame allows total freedom in component placement, meaning engine height, driveshaft angles, and roll center positions are dictated by physics, not by 1960s British packaging constraints.
Suspension Geometry Designed, Not Adapted
With a clean-sheet chassis comes the ability to design proper motorsport suspension geometry rather than compromise around factory pickup points. The Mini runs bespoke double-wishbone setups front and rear, with carefully controlled camber gain, roll center migration, and anti-squat characteristics. This isn’t about fitting race parts; it’s about designing a kinematic system that stays consistent through bump, roll, and power application.
The payoff is predictability. Under braking, the car remains stable instead of pitching onto overloaded front tires. Under power, rear suspension geometry works with the mid-mounted V8 to generate traction instead of fighting it. Every control arm length and angle exists to keep the contact patch working, not just to look impressive on a fabrication table.
Structural Reinforcement for Real Load Paths
Power and grip are meaningless if the loads don’t have somewhere intelligent to go. The spaceframe ties suspension pickup points directly into triangulated nodes, ensuring braking forces, cornering loads, and drivetrain torque are resolved through the chassis instead of flexing bodywork. This is how you prevent alignment changes mid-corner and fatigue cracks mid-season.
Critical areas like the rear subframe, engine mounts, and differential supports are massively overbuilt by road car standards, because they need to survive slick tires and standing starts. Integrated roll cage structures further stiffen the chassis while meeting motorsport safety requirements, turning the entire car into a single, cohesive load-bearing structure.
Why This Matters More Than Horsepower
Anyone can build an engine that makes big numbers on paper. What separates this Mini from internet-famous projects is that the chassis is engineered to exploit every one of those horses without self-destructing. The spaceframe, suspension geometry, and structural reinforcement work together as a unified system, allowing the V8’s power to be used repeatedly, predictably, and violently fast.
This is the point where the build crosses into true motorsport territory. The Mini isn’t just strong enough to survive the Hayabusa V8; it’s stiff, precise, and intelligent enough to make that power a weapon rather than a liability.
Drivetrain & Power Delivery: Transmission Choice, Differential Solutions, and Traction Management
With the chassis engineered to actually cope with power, the next challenge is getting the Hayabusa-derived V8’s output to the ground without turning the Mini into a tire-smoking novelty. This is where the build pivots from clever fabrication to true race car thinking. Every drivetrain component is selected to survive high RPM, sharp torque spikes, and repeated standing-start abuse.
Sequential Gearbox: Built for RPM, Not Comfort
A conventional H-pattern road gearbox was never on the table. The V8’s motorcycle DNA means sky-high operating speeds, rapid torque delivery, and minimal rotational inertia, all of which demand a sequential transmission designed for motorsport loads. A compact, straight-cut sequential gearbox allows clutchless upshifts, rapid ratio changes, and consistent engagement at extreme RPM.
Straight-cut gears reduce axial load and improve strength, at the cost of noise that would be unacceptable in a road car but irrelevant in a competition-focused build. Gear ratios are tightly stacked to keep the V8 on the boil, exploiting its ability to pull hard across a narrow but ferocious powerband. The result is relentless acceleration without falling out of the engine’s sweet spot.
Final Drive and Differential Strategy
At the rear, torque management becomes critical. A plated limited-slip differential is used instead of a helical unit, because predictable lock under power matters more than refinement when slicks and aggressive throttle inputs are involved. Plate preload and ramp angles are tuned to balance traction on corner exit without inducing snap oversteer in a car with such a short wheelbase.
The differential housing and mounts are integral to the spaceframe, not hung off thin subframes or rubber bushings. This keeps pinion angle stable under load and prevents torque-induced geometry changes that would otherwise destabilize the car mid-corner. In a vehicle this light and powerful, even millimeters of deflection matter.
Driveshafts, CVs, and Load Survival
From the gearbox to the hubs, the driveline is designed like a rallycross or hillclimb car, not a restomod. Heavy-duty motorsport CV joints and custom-length driveshafts handle extreme articulation while surviving repeated shock loads from launches and curb strikes. Nothing here is off-the-shelf road car hardware pretending to be race-ready.
Critical components are sized for torque multiplication, not just peak horsepower. When you combine short gearing, sticky tires, and aggressive clutch engagement, driveline shock loads far exceed what most street-based parts ever experience. Overbuilding is not a luxury here; it’s basic survival.
Traction Management in a Short-Wheelbase Monster
Mechanical grip alone isn’t enough when you’re dealing with this power-to-weight ratio. A motorsport ECU oversees traction control strategies calibrated specifically for the Mini’s wheelbase, rear weight bias, and suspension behavior. Instead of crude power cuts, ignition and throttle strategies are used to smooth torque delivery without killing acceleration.
Launch control is equally critical. With so little mass and so much torque, uncontrolled launches would simply overwhelm the rear tires. Properly managed, the system allows repeatable, violent starts that put power down cleanly while protecting the drivetrain from unnecessary shock.
Why the Drivetrain Completes the System
What makes this drivetrain special isn’t any single component, but how tightly it integrates with the chassis and suspension philosophy established earlier. The gearbox, differential, mounts, and control strategies all assume the car will be driven at the limit, repeatedly, not rolled out for a one-time dyno number. This is a drivetrain designed to be abused, adjusted, and trusted.
In that sense, the Mini stops being a classic car with a wild engine swap and becomes a compact prototype race car wearing familiar bodywork. Power delivery isn’t just about speed here; it’s about control, repeatability, and the confidence to use every last RPM of that Hayabusa V8 without hesitation.
Electronics, Controls, and Safety: ECU Strategy, Driver Interface, and Motorsport-Grade Protection
With the mechanical system engineered to survive abuse, the electronics become the nervous system that makes the entire car usable at the limit. This Mini doesn’t rely on raw bravery or throttle discipline alone. Every major dynamic input is filtered, logged, and controlled through motorsport-grade electronics designed to turn chaos into repeatable performance.
ECU Strategy: Managing a V8 That Thinks Like a Motorcycle
At the heart of the car is a standalone motorsport ECU capable of managing what is effectively a bespoke V8 built from Hayabusa architecture. Independent throttle control, high-resolution crank and cam sensing, and individual cylinder fuel and ignition strategies are mandatory when you’re dealing with a short-stroke, high-RPM engine in such a light chassis.
Torque management is the real priority. Rather than chasing peak horsepower at all costs, the ECU maps are structured to shape the torque curve by gear, throttle position, and wheel speed. That allows the engine to deliver savage acceleration without instantly overpowering the rear tires or shocking the driveline that was so carefully overbuilt earlier.
Traction, Throttle, and Driver-Selectable Control Logic
Traction control here is deeply integrated, not an afterthought. Wheel speed sensors at all four corners feed the ECU real-time data, allowing slip targets to be tuned for different surfaces, tire compounds, and driving styles. This is critical in a short-wheelbase car where breakaway happens fast and recovery windows are tiny.
Driver-adjustable maps allow changes on the fly. Throttle response, traction sensitivity, and launch behavior can be altered from the cockpit, giving Doran the ability to fine-tune the car between runs or even mid-session. It’s not about making the car easy; it’s about making it predictable when everything else is working against you.
Driver Interface: Minimal, Purposeful, and Unforgiving
The cockpit reflects the same no-nonsense engineering philosophy. A compact digital dash displays only what matters: RPM, gear position, oil pressure, coolant temperature, and critical warnings that demand immediate action. Shift lights are calibrated to the engine’s power curve, not arbitrary redline theatrics.
Switchgear is deliberately simple. Ignition, fuel pump, ECU power, and auxiliary systems are clearly labeled and positioned for instinctive operation. In a car this aggressive, cognitive load matters, and anything that distracts from driving at the limit has been removed.
Data Logging: Development Tool, Not Just Eye Candy
Every serious motorsport build lives and dies by data, and this Mini is no exception. The ECU logs throttle position, brake pressure, wheel speeds, lateral and longitudinal G, and engine vitals at high frequency. That data feeds setup decisions, traction control tuning, and even suspension adjustments.
This is how the car evolves. Each run provides feedback not just to the driver, but to the engineering philosophy behind the build. Problems aren’t guessed at; they’re identified, quantified, and engineered out.
Motorsport-Grade Safety: Built for the Worst-Case Scenario
Safety systems match the car’s performance envelope. A fully integrated roll cage ties directly into the chassis structure, providing rollover protection while increasing torsional stiffness. This isn’t a bolt-in show cage; it’s a structural component designed to manage impact loads.
Fire suppression is mandatory with a high-strung V8 and tightly packaged fuel system. A plumbed-in extinguisher system covers the engine bay and cockpit, triggered from inside or outside the car. Electrical kill switches are externally accessible, cutting all power instantly in an emergency, exactly as motorsport regulations demand.
Harnesses, seats, and mounting points are chosen for load paths, not comfort. In a vehicle capable of extreme acceleration and deceleration, keeping the driver properly restrained is as critical as any suspension or aerodynamic decision. The result is a Mini that may look playful on the outside, but treats safety with the same seriousness as any professional race car.
Performance Reality Check: Power-to-Weight, Acceleration, Handling Dynamics, and Use-Case Scenarios
With the safety systems, data infrastructure, and driver environment sorted, the natural question becomes simple: what does this thing actually do when you lean on it? On paper numbers only tell part of the story, but in a car this extreme, the math alone is enough to recalibrate expectations.
Power-to-Weight: Supercar Numbers, Prototype Attitude
The twin-Hayabusa-derived V8 delivers roughly 450 horsepower in a package that weighs well under 700 kg ready to run. That puts the power-to-weight ratio north of 640 hp per ton, territory usually reserved for Le Mans prototypes and unrestricted hillclimb weapons. For context, that’s nearly double the power-to-weight of a modern GT3 car.
What makes this especially savage is the lack of inertia. There’s no heavy crankshaft, no massive reciprocating mass, and no drivetrain designed for civility. Every throttle input produces an immediate response, which fundamentally changes how the car must be driven.
Acceleration: Brutal, Relentless, and Unforgiving
Straight-line performance is violent rather than theatrical. With sequential gearing and minimal rotating mass, the engine snaps through the rev range almost faster than your brain can process. Zero to 60 mph is a formality, comfortably in the sub-three-second range, but that number undersells the experience.
The real shock is mid-range acceleration. At speed, even small throttle openings generate meaningful longitudinal G, especially in lower gears. Traction control exists not to make the car friendly, but to make it survivable when conditions or inputs aren’t perfect.
Handling Dynamics: Short Wheelbase, Serious Engineering
A classic Mini wheelbase is inherently nervous, and adding V8 power doesn’t magically fix that. The difference here is that every aspect of the chassis has been engineered to work with, not against, that reality. Wide track widths, aggressive suspension geometry, and motorsport dampers give the car a level of mechanical grip that belies its size.
Turn-in is instant, almost aggressive, and mid-corner balance is highly sensitive to throttle position. Lift abruptly and the rear will rotate without hesitation; feed power progressively and the car squats and drives forward with surprising stability. This is not benign handling, but it is honest, and for a skilled driver, brutally effective.
Braking and Load Transfer: Where Physics Gets Loud
With so little mass to arrest, braking performance is exceptional, provided the driver respects weight transfer. High-spec motorsport brakes deliver massive stopping power, but the short wheelbase means pitch sensitivity is always present. Trail braking is effective, but mistakes are amplified.
This is where the data logging earns its keep. Brake pressure traces and longitudinal G data are essential for dialing bias and pedal feel, ensuring the car remains controllable at the limit rather than just impressive on paper.
Use-Case Scenarios: What This Mini Is Actually For
This is not a road car, and it makes no attempt to pretend otherwise. The operating envelope is too extreme, the noise too relentless, and the thermal management too focused on short, intense runs. Track days, hillclimbs, time attack, and exhibition motorsport are where this car belongs.
In those environments, it makes perfect sense. It’s a rolling demonstration of what happens when modern motorsport engineering is applied without compromise to a classic silhouette. Liam Doran didn’t build this Mini to be practical; he built it to redefine what a Mini can be when performance is the only priority.
Why This Build Matters: Engineering Legacy, Motorsport Influence, and the Mini Reimagined
At this point, it’s clear this Mini isn’t about novelty or shock value. What makes Liam Doran’s Hayabusa V8 Mini important is that it treats a cultural icon with the same seriousness you’d give a modern GT or prototype. It respects the Mini’s legacy by reengineering it properly, not caricaturing it with power alone.
This is where the build transcends “wild swap” territory and becomes a genuine engineering statement.
A Twin-Hayabusa V8 as a Design Philosophy, Not a Party Trick
The V8 matters not just because it’s outrageous, but because of what it represents. Two Hayabusa cylinder banks fused into a bespoke V8 deliver extreme power density, high RPM stability, and a compact mass that aligns with motorsport packaging priorities. This isn’t brute-force displacement; it’s precision-engineered aggression.
In a chassis as small as a Mini, every kilogram and every millimeter counts. The engine choice reflects a racing mindset where rotational mass, center of gravity, and serviceability matter as much as headline HP figures.
Motorsport Engineering Applied Without Dilution
Everything surrounding the engine follows the same logic. The drivetrain, suspension pickup points, cooling architecture, and electronics mirror what you’d expect from a purpose-built race car, not a modified road shell. The Mini’s original structure becomes a starting reference, not a constraint.
This is why the car works dynamically. Power delivery, chassis response, and load paths are engineered as a system, not patched together. That holistic approach is straight out of professional motorsport, and it’s what separates this build from thousands of engine-swapped classics.
Packaging as the Ultimate Test of Engineering Discipline
Stuffing a high-revving V8, sequential drivetrain, and proper suspension geometry into a Mini-sized envelope is an exercise in ruthless prioritization. There’s no space for redundancy, and no tolerance for poor planning. Cooling airflow, exhaust routing, and driveline angles all have to coexist without compromise.
The success of this car proves that intelligent packaging can overcome size limitations without sacrificing reliability or performance. That lesson applies far beyond Minis; it’s fundamental to modern race car design.
Rewriting What a Classic Mini Can Be
Traditionally, Minis earn respect through momentum driving, lightness, and modest power used cleverly. Doran’s build doesn’t erase that identity; it evolves it. The same principles of low mass and responsiveness are still present, just amplified to an extreme degree.
This Mini doesn’t chase nostalgia. It asks what the platform could become if it were reimagined with modern materials, data-driven setup, and motorsport-grade engineering standards. The answer is something entirely new, yet unmistakably Mini.
Why This Build Will Be Remembered
Plenty of cars are faster, louder, or more expensive. Very few are this conceptually complete. Liam Doran’s Hayabusa V8 Mini stands as a landmark because it proves that classic shells can be legitimate foundations for modern performance engineering, not just retro styling exercises.
The bottom line is simple. This isn’t a toy, a gimmick, or a social media stunt. It’s a masterclass in applying contemporary motorsport thinking to a historic icon, and it sets a benchmark that will be extremely hard to follow.
