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    BASE DESIRES #BMW E46 sedan #Chevrolet-Corvette engined GM-LS3

    Hailing from the Philippines, this wide-body, air-ride, #GM-LS3 V8-engined #E46 drift Saloon is about as wild as they come. From humble base model to a supercar-slaying saloon, we check out the ‘ #BM-Vette ’ that has put Philippines tuner, Car Porn Racing, on the map.

    There is a lot to be said for building a radical project around a base model car. For starters, poverty-spec cars are always the cheapest to buy because of their low-power engines, unadorned exteriors and parsimonious levels of interior trim. Some people may already see these as primary advantages, but the benefits run deeper than that. A lack of features also means that humble models are the lightest in the range; and as we should all know by now, the cheapest way to make your car go faster is to make it lighter. Let’s put some flesh on the bones of that statement. The entry-level E46 3 Series has a weight advantage of 120kg over the admittedly much more desirable #330i SE, a figure that would take an awful lot of effort to replicate through stripping-out and the fitment of lightweight, carbon fibre parts. Both cars share the same inherently capable chassis and equally fine build quality. And if your project is going to include an engine conversion then you can immediately ignore the fact that the #316i offers half the power of the six-cylinder version. Suddenly the little four-pot-powered #BMW-E46 is looking much more attractive.

    Perhaps this was why Ian King, serial car modifier and proprietor of the Philippines-based Car Porn Racing tuning outfit, suddenly started to covet his wife’s unassuming #E46-316i saloon. His head had recently been filled with dreams of creating a race-prepared but still street-friendly vehicle similar to a #Porsche-911-GT3 , and here was a rear-wheel drive machine that he already owned… but couldn’t yet pull the skin off a rice pudding.

    Ian’s solution to this issue involved a complete strip down, a stitch-welded chassis and the fitment of an all-encompassing roll-cage in a contrasting colour, just like a GT3. Pretty good so far. But then he chose to install a #General-Motors LS-series V8 E-Rod crate engine, a decision that may not please purists with an all-BMW persuasion, however it is hard to argue with the logic or end results. The LS may technically be classed as a pushrod engine but that tends to minimise its many other qualities, such as its light weight, compact size, aluminium construction and incredible power output – 436hp and 424lb ft in the case of the 6.2-litre LS3 version Ian sourced, the same unit found in late-model Chevrolet Corvettes.


    Though requisite products are available in the aftermarket to tackle this particular conversion, Ian made his own engine mounts. He also fabricated a slimmer sump to clear the front crossmember, reinforced the original subframe to cope with quadruple the power and torque, and had the foresight to buy a clever DeWitts radiator that incorporates all the engine’s cooling needs — water, oil and power steering — in a single unit to minimise visual complication under the bonnet. The BMW’s original CANbus wiring was whipped out and replaced with a standalone E-Rod ECU kit that simply controls the engine. During this process all traction control, anti-lock braking and stability management systems were deleted, leaving the car in the raw state needed for impromptu drift challenges. What little information Ian needs to keep an eye on is now displayed in a small collection of #VDO gauges.


    The gearbox accompanying the engine swap is Tremec’s highly-regarded TR-6060 six-speed manual, which also came from the Corvette. It was supported on custom mounts and connected to an #E46-M3 rear differential via a custom-length driveshaft with the right fixing on each end. Though BMW Motorsport offers alternative, shorter ratios for the differential, Ian stuck with the 3.62:1 gear set as the best compromise between engine revs and outright speed, while also tapping into the engine’s broad torque curve. Put it this way; with a free-flowing AEM intake and custom exhaust manifolds leading to a centre-exit Varex exhaust system, this setup is enough for Ian to claim a supercar-rivalling 4.3 second 0-62mph time and a 190mph top speed.

    With an hydraulic handbrake plumbed in and some half-decent wheels, tyres and suspension also fitted, this setup was more than enough to satiate Ian’s need for sideways speed. But then he started dreaming about the daring aero styling produced by Japanese scene-stealers such as Kei ‘Rocket Bunny’ Miura, RAUH-Welt Begriff and Liberty Walk. He wondered whether there was some way of remodelling the exterior so it was as dramatic to look at as it was to drive…

    So began the latest chapter in Ian’s wife’s long-forgotten 3 Series story. Out came the previous suspension setup, replaced with a high-tech AirRex air strut package with AccuAir digital ride height management. Essentially, it offers the best of both worlds – the 12-way damping performance of a coilover for optimum ride quality allied to the remote ride height adjustment of an airbag. Ground Control products then replaced the tie rods, bump stops and rear arms, Powerflex bushes were inserted to strengthen all major connection points, and Hotchkis anti-roll bars were used to link each side of the chassis.

    The aggressive widths and offsets (10.5x18” and ET-3 up front, 12x18” and ET-22 out back) of a set of gorgeous new Rotiform Classic BLQ split-rim alloys pushed the rims far outside the reach of the original bodywork. But as the plan was always to mimic the dramatic over-fender styling that is popular in Japan at the moment, Ian set to work extending the bodywork to perfectly hug the arc of the rolling stock. Foundation structures were laid in metal before the precise outer shape was carefully moulded directly on the car using a mixture of fibreglass and filler. Here, the four-door bodyshell put Ian at a distinct disadvantage, especially in the complex area of the rear quarter panel where the blistered arch has to incorporate the door opening. However, after examining the photos we think you will agree that the whole wide-body conversion has been incredibly well-integrated. The adoption of certain body swages has also been sympathetically carried out.

    Interestingly, the Midnight blue paintwork is not paint in the strictest sense of the word. Produced by Plasti Dip, it is an ingenious rubberised protective coating that has more in common with a vinyl wrap than a traditional paint job. Applied by spray gun, it looks like satin paint but can be peeled off at any time to reveal undamaged original paintwork underneath. Elements of the body have been ‘painted’ in a contrasting black colour, from the M3-style side grille to the door handles and even the tail pipe of the central-exit exhaust system.


    With so much effort put in to make this #BMW-E46-GM-V8 a master of both visual and physical disciplines, it has attracted great attention within the BMW scene and also put Ian’s Car Porn Racing business on the worldwide tuning map. However, the irony of this increasing workload is that Ian has had little free time to put his ‘BM-Vette’ through its paces. There’s evidently a thread of truth in this but we also happen to know that Ian simply cannot help making small, progressive refinements to the design, handling and usability. And that tends to keep it in the bodyshop when it could be out there smoking supercars. Look, Ian, stop thinking and get driving!

    TECHNICAL DATA FILE DETAIL

    ENGINE: GM LS3 6.2-litre V8, Corvette valve covers, AEM intake, custom fuel surge tank, swirl pot, fuel pressure regulator, custom Car Porn Racing manifolds, X-pipe with heat wrap, centre-exit Varex variable exhaust system custom black Plasti Dip tip, custom sump, custom engine mounts, GM E-Rod standalone ECU, DeWitts three-in-one radiator, custom steering shaft. TR-6060 six-speed manual transmission, #RAM-Street-Dual clutch kit, custom driveshaft, #E46-M3 rear differential.


    CHASSIS: 10.5x18” ET-3 (front) and 12x18” ET-22 (rear) Rotiform Classic BLQ forged threepiece split-rim alloys with polished lip and gold centres, with 245/40 (front) and 275/35 (rear) Nitto Invo tyres. Seamwelded bodyshell, weldin roll-cage, AirRex air bag coilover suspension, AccuAir e-Level air management with custom TMP2 setup, Hotchkis tubular anti-roll bars, Powerflex polyurethane bushes, Ground Control front tie rods with bump stops, Ground Control rear arms, custom transmission mounts with damper, reinforced subframe mounts. Stoptech big brake kit, custom twin-caliper rear handbrake, braided brake lines.

    EXTERIOR: Car Porn Racing custom wide-body conversion (bumpers, side skirts, arch flares), Car Porn Racing chin spoiler, Car Porn Racing bonnet, Car Porn Racing boot lid, Plasti Dip Midnight blue respray, blue angel eyes, 4000k yellow foglights, black carbon badges, LED rear lenses.

    INTERIOR: Recaro reclining seats, Simpsons five-point harnesses, Momo Drift steering wheel, KSport hydraulic handbrake, Corvette eight-ball gear knob, VDO gauges (speedo, tacho, water temperature, fuel, oil temperature, oil pressure), remote control for Varex exhaust, custom alloy doorcards with leather wraps and racing handles.

    CONTACT: Car Porn Racing (www. carpornracing. com)
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    RETURN TO FORM

    After almost a decade away from BMWs, Walter Bucco built this gorgeous grey #E46 #M3 and came back with a vengeance. How do you return to the BMW scene after almost a decade lost in the wilderness and still manage to hit the headlines? We try to discover Walter Bucco’s secret with his subtle but stunning #E46-M3 . Text: Words and Photos. Photos: Matt Petrie.

    In North America, Walter Bucco is regarded as one of the originators of the E46 tuning scene, latching on to the new Motorsport model as soon as it arrived in dealerships in #2001 . His early adoption of the M3 in striking Laguna Seca blue, not to mention his thorough reworking of its looks and specification with high-end components from Euro luminaries such as #AC-Schnitzer , #Harmann and #Hartge , endowed him with the double-barrelled ‘OG Pappa Smurf’ nickname that has stuck to this day.

    Remember, this was a time when the internet was still in its infancy and inspirational material was much more difficult to find than via a simple Google image search. Meanwhile, parts from famous Euro brands often had to be ordered the long-winded way, from foreign catalogues and through expensive personal imports. No wonder the pioneers of the scene were so admired. Walter’s partnership with the #BMW-E46-M3 was not only recognised by others but became a defining chapter in his own car-life. Because despite defecting from the Munich marque to the Stuttgart species in 2005, it took the New Jersey resident a good six years to eventually realise that no amount of time, money or factory-approved tinkering from Aufrecht Melcher Grossapach (I didn’t know it meant that either ~ Ed) was able to recreate the enjoyment and involvement offered by his sorely missed Beemer.

    In 2011 Walter made the decision to return to the good old days with another E46. By that point, however, the third-generation M3 had been out of production for four years and the next-generation #E92 Coupé was already halfway through its life cycle. So if our man was to stand any chance of recreating a dream period in his life, the second-hand example he needed to turn up would have to stand up to superfine scrutiny.

    After months of searching, this 2004 model was found. Admittedly, its Silver grey paintwork (code A08) was in relatively poor condition due to an owner that preferred mechanical brush washes rather than being caressed clean with lamb’s wool mittens and a strict two-bucket cleaning regime. Yet in every other respect it had been meticulously maintained and, best of all, featured the sought-after Cinnamon nappa leather upholstery.

    Drawn as he is to BMWs, Walter’s devotion did not extend to a straightforward refresh of the paintwork in the original hue. He wanted to stay in the grey spectrum and knew of a remarkable-looking shade available on the #Ferrari-458-Italia called Grigio Medio. Despite not having a flake of pearl metallic at its disposal, this grey paint is able to change colour like a chameleon as it reacts to different light qualities. Perhaps because of this, its precise ingredients are as closely guarded as the recipe for Coca-Cola; known only by its maker. Nevertheless, with a little muscleflexing by the bodyshop and countless weeks of email wrangling with the Ferrari factory the code was finally released for mixing.

    Before the car could be given its stunning new coat, however, Walter wanted to source a new Europeanspecification OEM front bumper. Why? Though essentially the same design, it does without the awkwardly placed reflectors that interrupt the US model’s ‘feng shui’. Much later, this smooth front end was enhanced with an authentic Hartge carbon fibre front splitter, an item Walter describes as “painstakingly brutal” to source… and no doubt pay for. We assume he is now very careful when parking the car or tackling driveway inclines. This was paired at the opposing end with an AC Schnitzer diffuser, shaved of its ugly exposed bolts and painted to match the rest of the trim.


    With a beautiful framework prepared it was time to decide on the rolling stock, the vital item upon which everything else hangs. And, once again, Walter avoided the easy option. He bought a set of second-hand Racing Dynamics RS2 split-rim wheel centres, got them restored and colour-coded to match the body, and then proceeded to equip them with all-new barrels, lips and hardware to a secret offset. All we know is that the final measurements are 9.5x19” (front) and 10.5x19” (rear) and that with some careful fine-tuning of a new KW coilover setup the arch clearance and stance is now absolutely spot-on. If you’d like to know, our definition of this is an arch radius that eclipses halfway into the depth of the tyre sidewall.

    Engine-wise, the #BMW E46 M3 was known for a having a powerplant that offered the highest specific output of any naturally aspirated engine yet produced by BMW. Admittedly, the US-specification model was a little down on power compared to European versions due to a couple of strangulating catalysts but it was still a screamer with raised compression, high-lift cams, Double #VANOS variable valve timing and finger-type rocker arms within a lightweight alloy head.

    Walter has not strayed far from standard with this project, trusting that BMW’s M technicians really do know their stuff. In fact, their expertise has been employed in an additional area through the fitment of freerflowing exhaust manifolds and catalytic converters designed for the limited edition #BMW-E46-M3-CSL , a model that was never available in North America. From this beginning, the exhaust culminates in a meaty-sounding stainless steel Status Gruppe Tuning back box with two pairs of discreet black tailpipes. Compared to the OE item, this muffler is literally half the weight and releases three to five brake horsepower through more efficient evacuation.

    As a specialist publication tasked with publicising performance BMWs we see countless examples of modified E46 M3s yet we can’t remember another car that looks as good as this on such a modest specification sheet. Of course, that does not mean it has been easy to elevate the car to this level, but few people have Walter’s history with the model; a modifying experience that literally goes back to the very beginning of the breed. With this car our man has definitely posted a return to form.

    DATA FILE

    ENGINE: 3.2-litre straight-six #S54B32 , OEM E46 M3 CSL manifolds and catalytic converters, Status Gruppe Tuning stainless steel back box with optional black tailpipes, OE six-speed Getrag gearbox.

    CHASSIS: 9.5x19” (front) and 10.5x19” (rear) Racing Dynamics RS2 split-rim alloys with colour-coded centres, with 235/35 (front) and 275/30 (rear) Falken FK452 tyres, KW coilovers, OE brakes.

    EXTERIOR: Resprayed in PPG Ferrari Grigio Medio paint, OEM Euro-spec front bumper, Hartge carbon fibre front splitter, modified AC Schnitzer rear diffuser.

    INTERIOR: Standard with optional Cinnamon leather seats.

    THANKS: Calamusa family at Pine Brook Auto Refinishing for all the paintwork, Stefan Djuric for the wheel build, my family and fiancee Holly, all the guys from Euro Techniks.
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    ESSA-SENTIAL DRIFT M3

    Developing an epic 750hp from a turbocharged #S54 under the bonnet, this #E46 #M3 is a serious drift machine. With a 750hp turbo S54 under the bonnet and Michael Essa at the wheel, this storming drift #E46-M3 is a force to be reckoned with. Words & photos: Eric Eikenberry.

    For Michael Essa and his GSR Autosport team, the #2013 Formula Drift (FD) final round at the Toyota Speedway, Irwindale was the best of times, the worst of times, and then the best of times again all over the span of just two days. They debuted a brand-new build, an E46 M3 with a Garrett turbo and a shot of nitrous oxide, replicating 2012 champion Daigo Saito’s powerful Toyota setup but with a distinctive German flair. There’d never been an E46 M3 in Formula Drift before, and the season was expected to be a shakedown, a warm up for 2014. Little did they know, the GSR Autosport team was about to make drifting history.

    First up, let’s examine this unique M3. GSR Autosport has an established list of clientele which includes #BMW and Porsche race cars. In addition to drifting, Essa also moonlights as a driving instructor at Porsche club events. From this background, Essa and his GSR Autosport crew stripped the interior and TIG-welded a race-spec cage into the M3. To the chassis they added Wisefab control arms, subframe bushings, and a steering angle increase kit. #Bilstein MDS coilovers were mounted at all four corners, making it the only car in the Formula Drift series to run this famous brand. Whiteline sway bars add a little more roll control, helpful during high speed drift initiation when quick weight transfer is imperative. Because drifting is a unique combination of a drag race launch performed 30 degrees or more sideways in every corner, despite the outrageous slip angle of the rear tyres, obtaining rear tyre grip is the key of every team. Grip is what keeps these cars from slamming into the outer walls of the tracks they visit. For a new chassis to be so successful so quickly in competition against some of the best in the world while simultaneously trying to determine the best suspension settings for optimum grip is absolutely unheard of in drift competition. “After building and then campaigning a #Z4 for two years in Formula Drift, the knowledge gained during that time helped greatly in setting up the E46. After the first (and only) test day I knew I had built a winning car,” Essa says.

    Some of that credit must go to the Yokohama Advan Neova AD08 tyres that Essa used. The balance of the M3 means he can use similar wheel and tyre sizes. The 18” Forgestar CF5 wheels measure just 8.5” wide in the front and 9” wide at the rear, and carry 235/40 front tyres and 255/40 rears. Because the rules link tyre size to vehicle weight, and street-legal tyres must be used, tyre choice is another critical element in this sport. Essa’s sizes are virtually identical to the widths used by Rhys Millen’s championship-winning Pontiac GTO in 2005. Coincidence? Probably, because an M3 has about as much in common with a GTO as it does with an old Model T, aside from still having four contact patches with the ground. We again arrive back at the conclusion that GSR Autosport has perhaps reached an ideal chassis balance after struggling in the previous two seasons with a V10-powered E92 323 coupé in 2011 and last season’s turbocharged S54-swapped Z4 coupé. Essa is obviously comfortable with the longer wheelbase, and GSR has found the power needed to run with the bigger teams.

    Speaking of that engine, how does 750hp and 600lb ft of torque sound from the 3.2-litre S54 bottom end stuffed with Carillo rods and CP pistons? Believe it or not, this only constitutes middle-of-the-pack numbers for Formula Drift machines. The quickspooling twin-scroll #Garrett #GTX3582R turbocharger hangs from a Doc Race exhaust manifold and blows through a massive front-mounted intercooler and Doc Race sheet metal intake manifold. The forged and machined compressor wheel uses next-generation aerodynamic design to increase its efficiency, and this sort of technology must work because it’s the second year in a row that a Garrettturbocharged car has won the Formula Drift Championship. In Essa’s case, the abilities of the turbo are augmented with an 80hp shot of NOS from a Nitrous Express bottle, which shuts off as soon as the boost reaches 1bar. Fast, hard-hitting horsepower is the name of the game in today’s Formula Drift. Staying in close proximity to your competitor gains points, so the ability to close rapidly while maintaining drift is another key ingredient for a successful season. “To keep up with the instant throttle response of our V8 competitors we added an 80 shot of nitrous. This really woke the car up on the bottom rpm range and gave me what I needed to pull away from the big horsepower naturally aspirated cars,” Essa tells us.

    GSR Autosport used a Synapse wastegate and blow-off valve and a Litespeed Racing 3.5” exhaust to control and enhance the flow through the turbo.

    The rest of the drivetrain consists of a stout Tex Racing four-speed dogbox which makes for faster shifts and greater durability. With high-RPM clutch-kicks being one technique for drift initiation into a corner, both the high shock and torque loads require wider gears than an OEM transmission provides. Essa has saved a bit of rotating mass with a #Clutchmasters #FX950 twin-disc clutch and aluminium flywheel, and a TCR Parts aluminium driveshaft. At the rear a quick-change differential is setup for an OS Giken limited-slip differential. Driveshaft Shop ‘Pro’ axles complete the near bulletproof package. It’s impossible to be the champion if the vehicle cannot finish events, something every racer knows by heart. To keep the weight down the interior modifications are limited to two Sparco seats, Sparco harnesses, and an #OMP steering wheel. Only the upper portion of the dash remains, with a fitted aluminium panel for mounting the control switches, and a #Motec CDL3 display (mounted to the steering column) covering all of Essa’s minimalistic gauge needs. We don’t think he has the time to look at them much during a run anyway. So, just how remarkable was this machine in Essa’s hands during the season? Number three qualifier at Long Beach Grand Prix street course as well as number two qualifier and fourth place finisher at round two at Road Atlanta, and first place on the podium by Round Three at the Palm Beach International Speedway speak volumes. The ‘shakedown’ had quickly transitioned into ‘hey, we’ve got a chance at this’!

    “The chassis balance was great, the Wisefab angle kit paired with the Bilstein motorsport dampers and Yokohama AD08R tyres gave me the confidence to push a car I had very little seat time in to the limit,” explains Essa. Standing in the team’s way, though, was the Bridges Racing team of Daigo Saito who earned first place at rounds two and four (Wall Speedway and New Jersey), and finished second to Essa at round three. Round five at the Evergreen Speedway in Washington saw Essa up to second place on the podium again while Saito only made the top 32 and exited early. Capturing first place at the Texas Motor Speedway in round six placed Essa in the driver’s seat in the championship and set the stage for BMW’s first FD drifting title, if everything went as planned at the finale at the world famous Irwindale Speedway just outside Los Angeles, California. “Irwindale was a roller coaster of an event for us,” says Essa. “I came in with a small lead in the points but knew I had to gain every point possible to win the championship. Practice went well, right up until my last lap before qualifying… I came in to the infield bank too hot and smashed the back of the car. I went back to the trailer, cleared my head, and came out charging – to a first place qualifying run!”

    Luke Pakula, a privateer driving an SR20DET-powered Toyota Corolla and barely squeaking into the field, had to face off with Essa, the number one qualifier. David versus Goliath, DTM versus JDM… we think you get the point. Unfortunately, to get both cars in the frame during Essa’s lead run you’d have to be shooting from the Goodyear blimp overhead. The Corolla, down on power, lost fourth gear, and Pakula barely finished the run, earning a zero for dropping out of drift, and facing an unbelievable deficit. The M3, on the other hand, pulled into the staging area with smoke coming from under the hood, which caused quite a bit of consternation from FD officials as they rushed over to see if it was on fire. Not on fire but also not firing on any cylinders at all. “About 80% into the run, the engine started losing power,” says Essa. “I did everything I could to keep the car sideways through the finish. When I passed the finish and pushed the clutch in, the engine died and would not restart.” In spite of all that the GSR Autosport team could do, during the five minute competition time out, it was determined that the engine was seized, and would never fire again.

    As Essa sat dejected in the car, hood up and GSR techs conferring over his crippled motor, Pakula pulled to the line, seemingly ready to make his lead run, then asked for his own competition time out to do some donuts to check out his car, which had tapped the wall in his first run. Without a spotter, a radio, or much in the way of any support team at all, and without fourth gear, Pakula had no way of knowing that Essa’s motor was dead, and he was unwilling to risk smashing his Corolla against the unforgiving Irwindale Speedway banking should a further gear failure occur during his run. Per Formula Drift’s rules, if two cars are damaged on the first run in separate incidents (i.e not in a wreck caused by one of the drivers), the highest qualified driver gets the win. It mean Essa was in the top 16, but parked-up for the night he was no longer the master of his own fate – an unfamiliar and uncomfortable position for the series leader. While Chris Forsberg’s team filed a challenge, stating that Essa should not have advanced since Pakula pulled to the line, it did nothing to change the eventual ruling: the higher-scored car advanced when Pakula conceded for a mechanical transmission issue, even though Essa’s car was also broken. Forsberg would have to finish in second place to overcome Essa’s lead. When Daigo Saito beat Forsberg in the next round, it was all academic: Michael Essa was the 2013 Formula Drift champion. Even though Saito won the final event when Tyler McQuarrie crashed his Mobil 1 Camaro hard into the inner bank, earning his third firstplace finish of the season (out of seven), Essa had out-qualified Saito at most of the seven events, and his average finish was higher. Between the two of them, out of 21 possible podium spots, they captured seven, including five first-place trophies.

    Sitting on the top of the pile is a perilous position for Essa. Everyone will be out to get him, trying to knock him of off the podium. He also made the decision to start his own shop and team last year: Essa Autosport. “I decided to leave GSR and open Essa Autosport so I could focus more on the drift programme and driver coaching. I still do race car builds and prep as well, but only for a select few customers.” With a freshlybuilt motor in this full-sorted M3 chassis, Essa was all set to defend his title in the 2014 season. Unfortunately, he couldn’t recreate his success, finishing the season in 16th, but with the 2015 season looming, Essa will have the top spot in his sights again.
    “After the first (and only) test day, I knew I had built a winning car”

    DATA FILE

    ENGINE: 3.2-litre straight-six #S54B32 built by GSR Autosport, CP pistons, Carrillo rods, ARP studs, Doc Race twin-scroll exhaust manifold, Doc Race sheet metal intake manifold, Garrett GTX3582R turbo, Litespeed Racing 3.5” exhaust, Synapse wastegate, Synapse BOV, Nitrous Express 80hp shot of nitrous oxide, cuts off at 1bar boost, 750hp, 600lb ft.

    TRANSMISSION: Clutch Masters FX950 twin disc clutch with aluminium flywheel, TCR PARTS aluminium lightweight driveshaft, Driveshaft Shop pro axles, quick change differential OS Giken LSD, Tex Racing four-speed dogbox.

    CHASSIS: 8.5x18” (front) and 9x18” (rear) Forgestar CF5 wheels with 235/40/18 (front) and 255/40 (rear) Yokohama Advan Neova AD08 tyres, Bilstein MDS coilovers, Wisefab control arms, subframe bushings and angle kit, Whiteline sway bars, Wilwood calipers, rotors, pedal assembly and handbrake.

    EXTERIOR: DTM Fiberwerkz body kit, G1 Design wrap.

    INTERIOR: GSR Autosport custom TIGwelded roll-cage, OMP steering wheel, Sparco seats and harnesses, Motec CDL3 dash, Zero 2000 fire suppression system.

    THANKS: GSR Autosport, Yokohama Tire, Bilstein, Wisefab, OS Giken, DOC Race, Ignite Fuel, Clutchmasters, Litespeed Racing, DTM Fiberwerkz, Garrett Turbos, Forgestar, Radium, TCR PARTS, CSF, Valor Collective, CP Carillo, Synapse Engineering, Wilwood, Whiteline, Shift S3ctor, G1 Design.
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