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    Sam Huggins is a clear thinker. He wanted an E46 M3 with the UK’s first Rocket Bunny Pandem kit, he wanted it to be the only one on Squared wheels, and he made it so. It’s a hell of a way to cause a ruckus. Words: Daniel Bevis. Photos: Matt Woods.

    Rocket Bunny E46 M3

    Overthinking. It’s the modern curse. We have too much information available to us these days, we’re being constantly bombarded with reams of impenetrable data from all corners of the globe (not that globes have corners…), and we’re essentially spoiled for choice. We’ve reached saturation point; we don’t have time to absorb a new idea before a fresh one elbows it out of the way and starts jumping up and down yelling ‘look at me, look at me!’, and is then immediately bumped for something else. Previous generations never had to worry about this. In a world before smartphones, the internet, and all the other modern buzzwords that your grandpa still enunciates as if they’re spelled in all-caps, information arrived via word-of-mouth and the ten o’clock news.

    Everything today is just too fast-paced. Okay, we know what you’re thinking: we sound like relics from a bygone age. Get with the programme, fogeys. But thankfully we’re not alone in this quasi-despair at the pace of digital evolution. Sam Huggins is on board with this antiquated way of thinking. For while his E46 M3 may feature bang-on-trend additions, he hasn’t overthought it. It exists merely as a snapshot of what he wants it to be, no more, no less.

    Unpretentious, uncomplicated, and honest. “I’ve been a fan of #BMW s for about ten years,” he says. “I think they’re superior to other makes in that you can squeeze more fun out of them; in that sense they represent very good value for money.” Well, he’s on to something there. And an early sighting of a Phoenix yellow E46 M3 in a showroom was enough to light the blue touch paper for Sam. “I fell in love with it, the colour was amazing,” he enthuses. “I’ve since had an E92 M3 as well, but I came back to the E46 for this project because I decided that I preferred it.” See, there’s no mucking about here. He’s laser-guided, like the Terminator. “My first car was a Corsa,” he goes on, “but my dad wouldn’t let me modify cars at all. It was when he passed away that I started modifying, about five years ago.”

    This isn’t a mercenary act of rebellion, merely a statement of fact. You’ve probably gathered by now that Sam’s a goal-oriented guy; he identifies what he wants, then he makes it happen. So it is with this M3.

    “I found the car on Pistonheads,” he explains. “It was totally stock, and in mint condition, and I basically bought it because I wanted to learn to drift.” Such incendiary words are bound to reduce vast swathes of dyed-in-the-wool purists to quivering heaps of apoplectic grumbling, but he didn’t build this car for them – he was working to a checklist in his head, and the first thing on the list was the wheels.

    “At the time, these were the wheels to have,” he grins. “With hindsight perhaps it would have been nice to have some custom Rotiforms built so I wouldn’t have to run spacers, but…” [he ponders reality for a moment, then the light bulb above his head re-illuminates] “…no, these are definitely the right wheels for the car. I can say that I’m the only one running on #Squared SD2s.”

    They’re pretty mighty too. Forged threepiece splits with an acre of dish on the rears, artfully colour-contrasted to highlight how the inky black spokes seemingly plunge into a gigantic bowl of custard against the menacing black of the wide-hipped body. Naturally you can’t just bolt a set of 11”- wide wheels on the back of your E46 and expect everything to be sunshine and roses.

    The arches won’t thank you for it. So Sam had a decision to make – how does one broaden such a car to accommodate this new-found girth? The obvious answer, it seemed to him, was to make his own body kit: “I made it and fitted it myself,” he says, “although it started cracking before too long, so I decided to do things properly and go for a Rocket Bunny Pandem kit instead. And that’s pretty sick, as it’s the only one in the UK.”

    Sam was working on the car when he could over evenings and weekends, so it took around a year before the E46 rolled out on its new rims along with the exotically bulky new bodystyle, but the finished product really speaks for itself. Indeed, the choice of gloss black is a deliberately un-boisterous choice, in deference to the ostentatiousness of a lot of other Rocket Bunny cars, that makes the #M3 almost subtle. Almost, but not quite. It’s very wide and has yellow wheels, let’s not go nuts. And you’ve probably spotted the ducktail spoiler and the roof-mounted vortex generators from a Mitsubishi Evo too – this thing gets less and less subtle the more you pore over the details, it’s like a greyscale Magic Eye picture of a bullfight.

    “The car was way too high for my liking, and I couldn’t afford air-ride, so I went for some budget coilovers,” he continues, ticking a further item from the mental checklist. But don’t let the word ‘budget’ fool you into thinking it’s not a considered, quality chassis: just take a peep through the wheels and you’ll spot a K-Sport big brake kit at either end, and the way Sam’s got those coilies wound before the lens gets it sitting just right here.

    “I fitted a #K&N induction kit too; it only took about an hour, after I watched a tutorial on YouTube,” he says, again with a supremely focused air. “And I was thinking about doing a full race car interior, but to be honest I ran out of money at that point, so I just went with an extended shifter and a deep-dish steering wheel – all of the budget went on the exterior.” This is no hardship really, as it’s not as if the inside of an M3 is an unpleasant place to be, and that brutal exterior aesthetic really does deliver.

    What we have here, then, is a nononsense car built to a specific brief with no messing about. It’s a very efficient kind of fun that fits neatly with the M3’s German roots, with just enough Japanese zaniness to pop it onto the scene’s radar and keep it there. “The Pandem kit is definitely my favourite part of the car,” says Sam. “Just look at it, it’s amazing! And being the only one in the UK, that just makes it cooler.”

    He’s not wrong. And having worked methodically through his uncomplicated list of modifications, is Sam now ready to sit back and enjoy cruising around in his exotic new creation? “No, it’s for sale,” he deadpans, “I’m buying a VW Transporter.”

    Aha. Okay, we wouldn’t expect him to mince words about the realities of this build. The lesson to take away is that this car was never about following the herd of listening to received wisdom – it exists solely in its own snapshot in time. And that’s a pretty rare thing these days.

    “The Pandem kit is my favourite part of the car. Just look at it, it’s amazing!”

    DATA FILE #Rocket-Bunny / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #Squared / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #BMW-M3-Coupe / #BMW-M3-Coupe-E46 / #BMW-M3-Rocket-Bunny / #BMW-M3-Rocket-Bunny-E46 /

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #K&N induction, six-speed manual with short-shift

    CHASSIS 9x19” ET21 (front) and 11x19” ET20 (rear) #Squared-SD2 forged three-piece wheels with 235/35 (front) and 275/30 (rear) tyres, coilovers, #K-Sport big brake kit (front and rear)

    EXTERIOR Gloss black, Rocket Bunny Pandem wide-arch body kit, ducktail spoiler, Mitsubishi Evo roof-mounted vortex generators, fibreglass front wings

    INTERIOR #OMP deep-dish steering wheel, extended gear shifter

    “These are definitely the right wheels for the car. I’m the only one running on Squared SD2s”
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    Simple on the outside, exciting on the inside, this sexy Aegean blue E30 has been treated to a 3.2 S50-swap.

    SLICK S50 E30

    Awesome 3.2-litre two-door. With some seriously tasty mods and an S50 under its carbon bonnet, owner Nicholas Arnold has rustled up one cooking E30. Words: Elizabeth de Latour. Photos: Matt Woods.

    Could the E30 be the most engine-swapped #BMW of all time? Judging by the number of feature cars we run that have been fitted with something other than their standard engine, it’s got to be up there. While V8s are a great and popular choice, sometimes you’re just not in the mood and fancy something more traditional where the 3 Series is concerned, like a howling, high-output straight-six, and that’s exactly what we’ve got here.

    Chef Nicholas Arnold is its custodian and the man behind the swap. He’s no stranger to modified cars and BMWs, having worked his way up from a Vauxhall Nova 1.2 through to a selection of Hondas, including an EG Civic that he performed a full DC2 conversion on, and on to a number of BMWs, starting with an E34 525i (as it was cheap and RWD), and including a previous E30, which met an untimely end… “I wrote it off on black ice and I just felt I had to own another one. I found this car on eBay, located in Scotland – it was in good condition and had just had a respray,” says Nicholas. There was also the small matter of it already being endowed with an M52 under the bonnet. “It had a straight-through exhaust, was on cheap Jom coilovers and had an open diff. I changed the inlet manifold and ECU before making bigger plans,” he says – those plans being the swapping in of a more potent powerplant.

    “I put a S50B32 in it as the M52 wasn’t fast enough,” explains Nicholas. “I bought new AKG engine mounts, custom wiring loom, aluminium triple core radiator, Ramair air filter, got a custom-built manifold, ACL race bearings, ARP con rod bolts, M3 3.0-litre oil pump with an E34 baffle sump and a Simons race silencer with a full stainless steel system. It took me six months to put together all the parts for the build and a week’s-worth of work to put it all together. The only problems I had was the servo had to be moved across by 45mm and I had to have a brake linkage bar made up.”

    They say that the waiting is the hardest part and we have no doubt that was definitely the case here as six months to go from capable M52 to 321hp of ferocious #S50B32 goodness must have felt like an age. Let’s not beat about the bush here – the E36 M3 Evo is not a slow car, so just having that rev-hungry lump in the lightweight surroundings of an E30 would result in an absolute rocket ship. But that’s not all, the transmission has also been beefed-up to suit and there’s a five-speed Getrag ’box mated to an E34 M5 Sachs clutch with a 4.5kg billet steel flywheel, E36 propshaft and an E36 2.8 LSD in an E30 medium diff case.

    With some serious power on tap, Nicholas turned his attention to the chassis as it needed some upgrades to be able to cope with the massive increase in engine. “I went for a set of BC Racing coilovers as they’re mid-range and suitable for road and track, Purple Series polybushes with E30 M3 lollipop bushes, again suitable for both roadand track-use, fitted all-new drop links, H&R uprated anti-roll bars, Ultra Racing strut braces to stiffen the chassis and I also had the subframes powdercoated and the rear subframe reinforced due to the increase in power.” The car no doubt drives spectacularly and sits beautifully low. It just looks right, especially on its black 16” Rota Grid Vs, which tie in perfectly with the numerous black details across the bodywork, and make a change from the usual suspects when it comes to E30 wheel choice, as Nicholas explains: “I have the Rota Grid Vs as I like to be different. I also like the Jap, aggressive look rather than following the crowd and having Borbets or #BBS reps.” The wheels are wrapped in Toyo Proxes tyres and sit on a stud conversion, while Ferodo DS2500 pads and EBC discs sit behind the spokes.

    In terms of looks, the E30 really doesn’t need much help – subtle is often best to enhance the styling and that’s definitely been the approach here. The Aegean blue paintwork looks stunning, rich and deep, and the unpainted carbon bonnet is no less gorgeous. Other exterior additions include an eyebrow, crosshair headlights and all-red tinted rear lights. The interior, on the other hand, has received a bit more attention, as Nicholas tells us. “The car started off with a plain standard non-Sport interior but I’ve always had Sport seats in my previous E30s and knew how comfy they were so wanted another set in this car.”

    He spent months searching for a pair of Sport seats but, having drawn a blank, he changed tactic and bought a pair of OMP buckets instead. Of course, no sooner had he installed them in the E30 than a pair of chequered Sport seats appeared at a good price, so he snapped them up and got rid of the buckets. And, as luck would have it, a few weeks later a rear bench, complete with headrests, and in the same pattern, popped up so Nicholas jumped on it, so to speak, and in a very short space of time had put together a rather lovely Sport interior.

    In addition to that he’s fitted a suederimmed #OMP steering wheel with snap-off boss, AC #Schnitzer short-shift gear knob plus a rear blind-equipped parcel shelf. It’s smart, clean, period and suits the rest of the car, with a few subtle hints to suggest that there’s more going on here than meets the eye. We are well and truly in love with Nicholas’ E30, he’s really built himself an amazing machine. From the outside it looks so right – the colour is stunning, the carbon bonnet is spectacular and it really delivers the perfect blend of subtlety and aggression, with no single element feeling over the top or out of place, and that too can be said about the engine. It sits in the bay perfectly, looking so at home, and it’s turned this E30 into an absolute weapon.

    “The huge engine is my favourite mod on the E30,” smiles Nicholas, “because the car is very inconspicuous looking.” He’s going to keep it looking that way, too, when he carries on with the mods this year: “I plan to add some fatter tyres and beef up the brakes as I’m only currently running 2.5 brakes allaround with DS2500 pads and EBC discs which fade after a couple of minutes of hard driving, and supercharge it,” he says, which is really going to turn the heat up on this E30 and take it to the next level.

    Gorgeous Aegean blue on the outside, sexy Sport seats on the inside.

    The S50 fits perfectly in the E30 engine bay and took owner Nicholas a week of work to get it fitted and running.

    The engine is my favourite modification on the E30 because the car is inconspicuous looking Nicholas Arnold.

    DATA FILE #BMW-E30-S50 / #BMW-E30 / #BMW / #Rota-Grid

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S50B32 / #S50 / #BMW-S50 from E36 M3 Evo, #ACL race bearings, #ARP con rod bolts, #Ramair filter, Millers Nano Drive oil, custom manifold and steering linkage, Simons race silencer and full stainless system with single dolphin tip, custom plug and play wiring loom, #AKG engine mounts, M3 3.0-litre oil pump, E34 sump, sump baffle.

    TRANSMISSION Five-speed #Getrag gearbox, #Racing-Dynamics short shift kit, E34 M5 Sachs clutch with 4.5kg billet steel flywheel, E36 prop, E36 2.8 LSD in E30 medium diff case.

    CHASSIS 8x16” (front and rear) black #Rota-Grid-V wheels with 195/40 (front and rear) Toyo Proxes T1-R tyres, stud conversion, fully polybushed except Z3 diff bush, #H&R anti-roll bars, #BC-Racing coilovers, #Ultra-Racing strut braces, M3 eccentric lollipop bushes, reinforced rear subframe, E30 91mm brakes and hubs, #Ferodo-DS2500 pads, #EBC discs.

    EXTERIOR Respray in Aegean blue, Lite Tuned carbon fibre bonnet, crosshair headlights, eyebrows, red tinted rear lights.

    INTERIOR Chequered Sport cloth interior, OMP steering wheel with snap off boss, #AC-Schnitzer short-shift gear knob, rear blind parcel shelf.
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    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”


    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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