Mike Pearsall

"I have been building performance engines and vehicles for more than 25 years, and as such, have amassed an enormous amount of experience in a wide variety of applications, both road and race." 

Alex Mustangshire Engineering

 Alex Schilke


All work is done in two purpose built workshops.  The work tends to be done on a friendly personal basis, meeting the customer’s requirements as best as possible. I strive to achieve as near perfection as I can, and ensure that the highest standards are met. It is important to note that I will only do a high quality job, so if you are after a quick bodge, then I’m not the man for you. I pride myself on giving the best service,  for the minimum price. So far I have never had a disappointed customer, and work hard to to keep it that way.

I tend to major in TVR, Maserati and Ferrari, along with Classic Cars and short circuit race cars. More recently I have taken on some Porsche and Lotus cars, and in the future, I shall be offering a full rebuild service for the Lotus 900 series engines as fitted to Esprit and Eclat vehicles. 

Of course this doesn’t preclude me from doing the more run of the mill stuff as can be seen from the gallery, but I mainly try to focus on the performance orientated side of life.

I am able to offer bespoke machining work in house, but if more specialised work is required, such as boring or balancing, then this is done locally by a race machine shop that I have an excellent relationship with.


The work I do is charged for at a reasonable hourly rate, and all the parts that are required for a job are purchased at trade price, and then passed on to the customer at the same price.  All the components that are used on a job, will be accompanied with the paperwork, along with a detailed invoice showing what has been done to the vehicle and how long each operation has taken. Included on the invoice, are all the details of the vehicle, chassis number, mileage, parts etc, and any relevant information that may useful for the vehicle’s service history. I photograph each critical stage of the work, which shows the progress of the job, and is then passed on to the customer. This has a number of benefits, firstly you can see what has been done in pictorial form, and when you come to sell the vehicle for example, you could perhaps show a cam belt change or a new set of brake discs etc to the prospective buyer should you ever decide to sell it.


In the workshops I have a variety of equipment, a Bridgeport milling machine, a Harrison M300 tool room lathe, and a smaller Myford ML7 lathe for the more intricate stuff. Also, I have installed a fibreglass pit, for work under the vehicles, and two ceiling mounted electric winches for engine installations, body lifts etc. There is also a floor mounted electro-hydraulic lift for sub-component assembly and chassis builds, along with hydraulic lifting equipment for heavy items. I have a comprehensive range of tooling for the regular tasks, and a lot of specialist tooling for the more unusual work. To be honest, there is very little that can’t be done in house, but I have a large network of contacts that can be called upon if required.


As vehicles become ever more electronic and complex, computers control many of the functions and systems in a vehicle. I have invested in the latest Snap On diagnostic system (Verus), which allows the electronic faults and gremlins to be diagnosed quickly, and rectified without too many problems. I am able to carry out most of the diagnostic analysis that main dealers would do, and in many cases,  probably much more.

In some older, less electronic vehicles that don’t have modern computer systems, a different type of approach is needed. More of an old school engineering practice is called for. I have all the necessary equipment to carry out diagnostic checks the old fashioned way, such as cylinder leakage tests, compression checks or carburettor balancing for example. Also, I have extensive electronic test gear for testing electrical faults and associated trouble shooting.