- Post is under moderationSIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car
Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.
Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.
“It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”
Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…
Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”
Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.
This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.
When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.
The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.
“The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.
The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.
The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”
The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.
The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”
Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.
“When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”
Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”
Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”
THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.
DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30
ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings
TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential
CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed
EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes
INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cardsStream item published successfully. Item will now be visible on your stream.
- Post is under moderationFURY ROADSTER
This might look like a mildly modified Z3 M but under the bonnet hides 800whp of sheer rage. With an earth-shattering 800whp, this turbocharged #BMW-Z3-M-Roadster / #BMW-Z3-M will definitely put the wind in your hair. Words: Elizabeth de Latour Photos: Darren Maybury
While I’m generally not a huge fan of convertibles, Roadsters are a whole different kettle of slightly windswept, sunburnt fish. I like the fact that they are built from the ground up as soft-tops, with less compromise on all fronts, and they don’t attempt to try and shoehorn in a pair of rear ‘seats’ for the vertically challenged or your shopping. Engine. Two seats. Boot. Done.
BMW’s Z3 was met with mixed reviews when launched, but it’s ageing well. The retro lines look ever more retro, and the styling has plenty of character and muscle about it. When it was handed over to BMW M’s engineers to work their magic, there were certainly plenty of fireworks and, while the M Coupé might be the one that turns heads, there’s lots to love about the #Roadster , especially when there’s the small matter of 800whp going on.
Why wouldn’t you want to stuff a turbo under the bonnet of your Z3 and make 800whp? Mark Christofis is a man who clearly took a look at his life, realised it was missing an 800whp Z3 Roadster and set about correcting this problem. Mark is a man who loves cars and, as a metallurgical engineering consultant, is lucky enough to be in a suitably serious and important sounding job that means he can really indulge his passion for all things automotive. Hats off to that man.
This passion for cars is long-standing and both his previous and current rides are seriously nice. When it comes to cars Chris does not beat around the bush: “My first car was a 1970 Pontiac GTO with a manual four-speed transmission and 400 CID Ram Air III engine.” This engine was a 6.6-litre V8 which made 350hp; it was a hell of a way for Mark to earn his motoring stripes. “I’ve owned a number of performance/sports cars over the years,” he continues, “including various muscle cars and European models. I currently have a Ferrari 360, an Audi B8.5 S4 and, of course, my BMW. I’ve also driven a host of other performance cars like the Dodge Viper, various 911 Porsches, Nobles and Lotuses. I’ve been interested in cars since I was a kid, particularly American muscle cars, and being born and raised in Detroit it was almost a natural occurrence. Of course, this carried over into becoming an engineer and I eventually wound up working for Ford Motor Company as a Metallurgical Technical Specialist for the Product Development Group of Axle Driveline. So my passion for cars runs deep.
“My brother and I were both really into cars when we were younger and we carried that with us through the years. Early on we pretty much did all the mods ourselves out of necessity as we just didn’t have much money, but as I got older and eventually married, it became increasingly difficult to work on them as I just didn’t have the time with work, kids and all. Eventually, though, the modification bug hit again but now I leave the major work to the professionals.”
And this Z3 has had more than its fair share of work, that’s for sure. Mark’s been a fan of BMWs for around 15 years now, having cut his teeth on a ’95 M3, but this Z3 is something else; not only is it his first major build, it’s arguably his wildest car so far. The Z3 was spotted for sale in Florida, where Mark’s brother happened to be vacationing, and so he helped Mark out and duly popped over to take look at it. It turned out to be a very clean example with just 20,000 miles on the clock and a Dinan supercharger to boot. A deal was done and the car was delivered to Mark’s Michigan home where he could begin to enjoy it. “I never bored of driving this car,” he says.
“It was so easy to just drop the top and take it out for a cruise. Eventually, though, my craving for more power got the best of me and I started sending it out for major upgrades, eventually leading to its current state of tune. I also was into weight reduction mods and everything I did was kind of geared towards that. The roof, seats, wheels exhaust pretty much everything was weighed.” The supercharger was doing a good job on the power front but for the kind of figures that Mark wanted the engine needed to be pretty much stripped down and built from the ground up.
The car was handed over to the guys at ICS Performance, who know a thing or two about making fast, force induced BMWs and after chatting with head man, George Kakaletris, it was agreed that 600whp would be a good figure to aim for. Unfortunately, ICS discovered two cracked piston ring lands, so Mark decided to go all out on the engine because that’s what we as enthusiasts do when something breaks – we use it as an excuse to repair it but make it better at the same time.
The engine component list reads like a turbo build wish list and ICS really left no stone unturned when it came to creating this monster of a Z3. Inside the 3.2-litre S52 you’ll find Mahle 9:1 compression triple-coated racing pistons, K1 forged con rods, ACL Racing bearings, titanium valve kit, springs and retainers and ICS Stage 1 performance camshafts. There’s also a CES cut ring head gasket and ARP series 2000 head studs, while the Precision 4094R dual ball bearing turbo sits on an Otis tubular twin-scroll manifold with a Tial 60mm wastegate vented into the exhaust to keep things a little more civilized. You’ll also find a Tial 50mm BOV, while the exhaust is custom-made. To ensure that enough fuel makes it into the engine there are 80lb (840cc) injectors with both a Walbro 400 and Bosch 044 fuel pump, running with an Aeromotive fuel filter and a custom fuel rail.
To help keep the engine cool in all conditions, a high flow aluminium BMW racing radiator has been fitted along with a VPD custom racing oil cooler and then there’s the custom intercooler, measuring 610x305x102mm and squeezed in behind the front bumper.
It’s one hell of a line-up and, unsurprisingly, it makes for some seriously heavy-hitting power figures. On 109 octane fuel at 1.8bar of boost on what Mark calls a fairly conservative tune, the Z3 made a spectacular 803whp and 776lb ft of torque at the wheels, and that’s with the tyres spinning! “She probably makes a bit more,” says Mark, “but who’s counting? That wasn’t my primary objective – after all it’s just a street car. With a few upgrades, though, like a larger fuel line, bigger injectors, larger turbo, more boost and a more aggressive tune it could be closer to 1000hp but I have no interest in doing so as the car is already a handful to drive weighing in at only around 1250kg. Currently, I’m not aware of another M Roadster producing more horsepower or torque.”
For Mark, this build wasn’t just about power, it was about weight, too, and both the exterior and interior styling has been shaped by his desire to shave and shed weight wherever possible. There’s a lightweight vented FG Racing bonnet, Recaro Pole Position seats mounted on lightweight aluminium brackets with Imola red leather centre sections to tie-in with the rest of the interior colour scheme, there are lighter UUC race pedals, the bumper weights have been removed along with the air-con, the sound deadening and Mark’s fitted a lightweight Odyssey battery. Even the carpets are lightweight!
Mark has extended the Imola red colour scheme throughout the interior and it also appears on the badges. A rear spoiler and diffuser were also added as subtle cosmetic enhancements.
As far as the chassis is concerned, the Z3 has been fitted with a Ground Control adjustable Eibach spring kit, Koni adjustable sport dampers, a Bavarian Autosport rear bush kit, IE Engineering rear camber/caster adjustment kit and a Randy Forbes rear axle reinforcement kit, along with a Rogue Engineering dual rear differential housing.
With so much power, you need a suitably powerful braking system on board and lurking behind the staggered 18” Work Meister SP1s you’ll find a UUC/Wilwood front BBK with four-pot calipers and superlight 325mm discs, while at the back there are #StopTech Z3 M cross-drilled discs with braided hoses and Axis Ultimate brake pads all round.
Mark’s Roadster has been through various stages of development, with this last stage taking seven months. In that time it has gone from brisk to ballistic, with the kind of power figure that is actually hard to imagine. “The turbo system is my favourite modification on the whole car,” he smiles, “as it’s just so powerful. Being in such a lightweight car puts your eyes on stalks when you squeeze the throttle. I’ve not experienced acceleration quite like this before and I’ve been in some pretty fast cars.” Mark has really ticked all the boxes with this project and built his ultimate Z3 and all that’s left to do is just drive it and enjoy it. You know he will…
TECH DATA FILE #BMW-Z3-Roadster / #BMW-E36/7 / #BMW-Z3-Roadster-E36/7 / #BMW-Z3-E36/7 / #BMW-Z3 / #BMW-Z3-M-Coupe
ENGINE: 3.2-litre straight-six #S52B32 / #S52 , #Mahle 9:1 compression triple-coated racing pistons, #K1 forged and coated connecting rods, #ACL-Racing coated rod and main bearings, titanium valve kit, springs and retainers, CES cut ring head gasket, #ARP series 2000 11mm head studs, #ICS Stage 1 custom performance camshafts, Precision 4094R DBB 1.06 A/R turbo, 610x305x102mm custom intercooler, custom intercooler shielding, Otis coated tubular twin scroll turbo manifold, #M50 (OBD 1) intake manifold, custom turbo engine mount arm, Tial 60mm wastegate vented into exhaust, Tial 50 blow-off valve, 840cc fuel injectors, #Walbro 400 and #Bosch-044 inline fuel pumps, custom relay kit for fuel system with circuit breaker, Aeromotive fuel filter, custom fuel rail kit, RK Tunes custom tuning OBD 2, 3.5” HFM, welded oil pump nut, Dr. #Vanos unit, #BMW high-flow aluminium racing radiator, VPD custom racing oil cooler, custom 3.5” exhaust with dual 3” Magnaflow silencers, Rogue Engineering racing engine mounts. 803whp and 776lb ft of torque at the wheels on 109 octane race fuel at 1.8bar.
TRANSMISSION: #ZF-Type-C / #ZF five-speed manual gearbox, #Rogue-Engineering transmission mounts, #Clutch-Masters custom clutch, lightweight chromoly flywheel, 2.79:1 built differential with 40% lock up.
CHASSIS: 8.5x18” (front) and 11x18” (rear) Work Meister SP1 wheels with 225/40 (front) and 285/30 (rear) Toyo R888 tyres, Ground Control adjustable Eibach spring kit (525lb front, 600lb rear), Koni yellow adjustable sport dampers, Randy Forbes rear axle reinforcement kit, Rogue Engineering dual ear differential housing, IE Engineering rear camber/caster adjust kit, Bavarian Autosport rear bushing kit, #UUC/Wilwood #BBK with four-pot #Wilwood calipers and Superlite 325mm floating cross-drilled discs (front), StopTech Z3 M cross-drilled discs (rear), #Axis-Ultimate brake pads and stainless steel brake lines all-round.
EXTERIOR: #FG-Racing lightweight vented bonnet, rear bootlip spoiler, rear diffuser, bumper weights removed.
INTERIOR: #Recaro Pole Position racing seats with custom red matching inserts, Recaro lightweight aluminium side brackets and TC Kline floor mounts, AEM UEGO A/F gauge, SPA dual readout gauge (boost and fuel pressure), E Boost 2 electronic boost controller, Autometer dual gauge pod, Autometer mini shift light, #TRM racing shift knob, #UUC race pedals, lightweight carpeting, lightweight Odyssey battery, AC delete, sound deadening removed.
Vented bonnet looks the part, is lightweight and helps to keep underbonnet temperatures down.
Top: Engine may not look special but the 800whp magic is hidden away beneath the surface; diffuser looks cool and was added for that very reason, along with bootlip spoiler.Stream item published successfully. Item will now be visible on your stream.