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BAGGED IMPREZA STI: WHITE HEAT

Before lockdown, Rory McEwing’s bagged Impreza STI was resplendent in an infernal shade of copper. But he’s been a busy boy, and the latest round of upgrades sees it bringing the fire with white-hot aggression…

Fast Car magazine. Words: Dan Bevis. Photos: LomotiveUK Media

Evolution. That’s a loaded term, isn’t it? In the automotive world, it’s a word most likely to be found gummed to the backside of a Mitsubishi Lancer of some homologation-flavoured description, and that creates a tension here: the Mitsi Evo was the natural nemesis of the Subaru Impreza, it was true on the rally stages and remains so today… although Mitsubishi doesn’t have a monopoly on the term, and it’s the very concept of evolution which has been determining the progress of the gleaming white bagged Impreza STI hawkeye you see before you.

Yes, the eagle-eyed who have recognised the registration number and started mulling over a few suspicions are indeed correct: this bagged Impreza STI has been featured in Fast Car before – in the July 2019 issue to be exact (you can read it here), although it looked rather different to how it does today. For one thing, it was a spangly shade of copper.

You see, what it comes down to is this: the basic premise of evolution is that successive generations of whatever creature you care to name adapt and develop characteristics with each newly-spawned propagation, constantly changing to suit environmental conditions and survival needs. Life on earth just can’t sit still. From the myriad spiralling specks of matter that burst forth from the Big Bang to the living-fossil stromatolites of Western Australia, the entire history of the Earth is characterised by a necessity to change and adapt. This macro concept neatly segues into the micro-evolution of this Impreza and, moreover, the approach of its owner, Rory McEwing.

So let’s rewind to the start. This whole stars-of-Pleiades adventure began back in 2015, when Rory first bought the Impreza. His prior modding history had been grounded in familiar territory – subtle mods with a focus on quality – starting with his first car, a fully smoothed and slammed Corsa SRi, followed by a tastefully-done 207 GTI. An Impreza had always been in the crosshairs, and when he saw this one advertised on Pistonheads it was clearly the time to make the dream come true; Rory hared down from Glasgow to Cheshire and signed on the line right away.

“What really caught my eye was that it was a white WRX STI Type UK,” he recalls. “Only a couple of dozen Type UK hawkeyes were sold in white – so while I’d originally been imagining the classic blue-and-gold Subaru Impreza combo, this was something more special.”

For the uninitiated, the lowdown on the Type UK is this: while there are many, many special editions and spec variants of the Impreza, the bare bones of it are that the WRX is the spicy one, and the WRX STI is the really fiery one. What makes a WRX STI Type UK unique is that, obviously, you could only officially get them in the UK; along with its impressive 296bhp and 300lb.ft, buyers also got SI-Drive and a DCCD centre diff, as well as Smartnav, a tracker, and a Type UK badge on the boot. And the fact that it was white meant that this one was a rare beast… which is why Rory’s last evolution of the project really irritated the purists, when he covered up that obscure paint shade with a copper wrap.

Not that Rory’s afraid of annoying the fanboys. The fact that the bagged Impreza STI is running a full Air Lift Performance suspension with V2 digital management is enough of a middle-finger to tradition. He’s built this car because he wants it this way, and that’s just the way it should be.

“I didn’t actually plan on fitting air-ride,” he admits. “In fact, in all honesty I didn’t plan on modifying the car at all! I enjoy doing subtle modifications, but never did I dream it would turn into what it is now. I never even imagined bagging a car until my pal Chris Coles told me to jump in his Golf and have a play – I’ll never forget that day, I blame Chris for everything!”

Following the Air Lift upgrade, a set of Japan Racing rims found their way into the mix, before Rory set about perfecting the exterior with a raft of choice improvements. “The majority of the external modifications were done by my friend Harry and I,” he says. “I’d help where I could but I’m no mechanic! The car’s had a number of different looks over the years, from standard to having old WRD custom splits I had fully rebuilt, and a massive carbon spoiler, to a more subtle modified look with wide WORK wheels, then the copper wrap. It’s got imported custom headlights and I’d fitted a Voltex diffuser, both of which are mega rare in the UK, and I’ve really just focused on making tasteful mods to give a little extra appeal and help it stand out rather than going crazy with it.”

As befits the universal constant of evolution, Rory’s next move was to ease the game forward by, unexpectedly, taking a large step back again. That’s the whole purpose of natural selection, as you’ll no doubt remember from your high school science lessons: organisms try out new things to see if they work – if it’s successful, they stick with it; if not, it gets ditched. That’s not to say the copper wrap wasn’t a success, it looked bloody gorgeous – but Rory has ants in his pants when it comes to modifying. He just can’t sit still.

“The orange was nice, but the white… well, it’s beautiful isn’t it?” he beams, starry-eyed, and we can’t help but agree. “I’ve seen a few builds recently that are white with chrome wheels, and I thought it would be insane to have something like that – so I made it happen!”

This is a key benefit of wraps: peeling away that show-stopping copper finish revealed the pristine and perfectly preserved white paint beneath, a move that wholly changed the look in one fell swoop. Naturally there was more to this stage of evolution; you don’t win a feature slot simply by picking your wrap off. No, Rory had a vision for a new aesthetic profile, and set about achieving it by fitting a fresh Chargespeed-style bodykit. “A new bespoke rear diffuser was also fitted,” he says, “removing the old carbon fibre one and switching to a custom look. This required most of the rear bumper to be cut, which was pretty nerve-wracking! It was the toughest part of the process, as one wrong cut would have meant needing a whole new bumper, so I was pretty nervous about it.”

All worked out well though, didn’t it? And the icing on this ice-white cake is the aforementioned decision to move to chrome wheels. A fully-polished set of 18” SSR Professor SS1 rims were rebuilt using all the correct parts imported from Japan, right down to the valve caps – by no means the most cost-effective way of undertaking such an endeavour, but Rory was very keen to do everything properly here, no half-measures. Mike the Polisher is the big dog responsible for the finish, a household name in Scotland (well, at least in households who regularly converse about quality wheel choices). With much of the aesthetic changes carried out by Harry at Auto Tec, Kev at KMbodyworx perfecting the paint and Gee at Pristine Machine in Port Glasgow detailing it to a mirror shine, the cast of characters is hand-picked for maximum success. We simply had to get Ryan O’Donoghue down there with his lenses to document the latest evolution in Rory’s constantly developing build.

None of this success comes without effort, of course. “Chrome wheels? Don’t do it!” Rory laughs. “OK, if you like cleaning your car any and every time it moves then you could keep chrome wheels clean, but they take a lot of effort and time to maintain.” All part of the fun though, isn’t it? And hey, given the essential nature of evolution, we wouldn’t be surprised to see a new set of wheels on the car by the time the show season finally reopens its figurative doors. And perhaps a new bodykit, and a new paint shade, and… well, it’s natural selection, isn’t it? Don’t expect Rory’s Impreza to look this way for long. This is evolution in action.

Tech Spec: Bagged Impreza STI

Styling:

Original white paint, full Chargespeed-style kit inc. front splitter, sideskirts and rear spats, imported custom headlights, custom rear diffuser

Tuning:

2.5-litre boxer turbo, remapped to 325bhp, 6-speed manual

Chassis:

9×18-inch chrome SSR Professor SS1 wheels, 215/40 Nankang tyres, Air Lift Performance suspension with V2 digital management, Brembo 6-pot brakes

Interior:

Bride seats, Takata harnesses, rear bench replaced with Alcantara padding, roof and A/B/C pillars Alcantara-wrapped, blue STI carpet and doorcards swapped for black/grey items

Source

May 19, 2021
SUPERCHARGED MK4 GOLF R32: PLAYING THROUGH

The R32 is no slouch in stock form. But when Paul Graham appears in his RUF supercharged Mk4 Golf R32, the slower players simply have to make way…

Fast Car magazine. Words: Dan Bevis. Photos: Lee Cant

The most fun cars are the ones that do surprising things; ones that subvert your expectations and lead your preconceptions down uncharted paths. We’re not talking about sleepers here – that’s a well-documented area, and a whole textbook in itself. No, what’s flicking our switch today is the idea of using a novel base to build something devastating. Like when Top Gear commissioned Lotus to build a track-slaying Lada, and the Norfolk spanner-twiddlers ended up throwing a hundred grand at it. Or when Volvo entered the BTCC in the 1990s with an 850 estate. These are not the logical cars to choose for such endeavours, which is what makes the whole concept so eminently desirable.

So it is, in convoluted style, with Paul Graham’s supercharged Mk4 Golf R32. We all know what entertaining and amusing cars these are, taking the seasoned Mk4 Golf platform and sending the very essence of it down a celestial rabbit-hole, by swapping out the forced induction hedonism of the four-pot models for naturally-aspirated grunt and surging swells of torque from the creamy-smooth VR6. What’s happened with this car, however, is a sort of hybrid fusion of the two: it’s a genuine R32 with the correct VR6 motor, but forced induction does also make an appearance here, in the form of a RUF Stage 3 supercharger. The result of this is a meaty 406bhp and 354lb.ft, which is a pretty raucous way to behave. See, people know R32s are brutal, there’s no sense of the sleeper vibe here… but few would suspect that there’d be a blower under the bonnet. Paul’s Golf is taking the established platform in an entirely surprising direction.

Golf R32 serial offender

It’s perhaps very little mystery to anyone who knows Paul that he’d have ultimately found himself with a car like this; after all, he’s no stranger to the VAG stable in general, and R32s in particular. “I have owned around thirty VAG cars,” he assures us, “all of which I have modified in some way, or purchased modified and then adapted certain things to my own taste and style. I have always had an interest in cars, specifically modified ones, since I was young and reading about them in Max Power and Fast Car!”

In total, Paul’s owned five Golf R32s (so far!), two of which were Mk5s and three of them being Mk4s, which he considers to be the best ones. “The reason I have always been attracted to the R32 is the sound,” he enthuses. “There isn’t another car that compares to the VR6 engine and the noise that comes with it! There are tonnes of cars that I like, but the Golf R32 always wins.”

What’s interesting to note with this particular car is that it was already fairly extensively modified when Paul got his hands on it. The work was all done beautifully, which was part of the appeal of buying it in the first place, and this provided an interesting base upon which he could change and adapt and modify to his own taste and standards. His previous car had unfortunately been written off, which is how he came to be browsing the classifieds, and when this car popped up Paul immediately knew that it was a good one – after all, he’d seen it out and about at various shows! “The car was immaculate when I got it,” he says. “The spec was great, everything that I would have wanted to do to my previous car. I travelled to Scotland to collect the Golf and it didn’t disappoint; the previous owner had supercharged it, treated the interior to a stunning custom white leather retrim, and smoothed the engine bay to very high standard. The car had extremely low mileage for its age too – just 55k – which was a huge plus.”

With the Supercharged Mk4 Golf R32 already cutting quite a dash, Paul was keen to get stuck in and start making it his own. The front end had been fully smoothed and de-badged, but that wasn’t totally to his taste as he prefers a more OEM vibe; a brand new front end was sourced, with only the bumper smoothed where the number plate recess once was, and a set of wide SRS-Tec front wings were stirred into the mix, all of which Paul painted himself. And with that sizeable job taken care of, he set about digging around the chassis with the aim of radically reworking things to exponentially alter the car’s character: it was running coilovers as-bought, but the clear direction here was to get the thing bagged.

“I swapped out the coilovers for Air Lift Slam Series suspension, all of which I fitted myself,” he continues. “I also changed the front arms to polybushed ones, added adjustable polybushed rear arms, and a polybushed dogbone mount to improve the handling. Then I took the car to Jim at Novaks in Wakefield, who does all my suspension adjustments and four-wheel alignment – a company I would happily recommend!”

Wheel Good

With the Golf laying frame like a true show-stopper, naturally it was necessary to find just the right wheels to fill those newly tarmac-adjacent arches. Paul’s a bit of a butterfly when it comes to rims, flitting from design to design as the fancy takes him, and it took a few different sets before he settled on the current hoops: a set of 8.5×19-inch Rohana RC10 imported from the States. Drink in the effects while you can, as the car will probably have different wheels before too long…!

Things were really starting to snowball by this point, with the to-do list getting longer and longer. Since there was new air-ride hardware to accommodate, Paul planned out and crafted a custom boot build to match the retrimmed interior, complete with colour-coded air tank, before turning his attention to the exterior. The taillights were exchanged from UK-spec to Euro items, simply because they’re a bit different (a nice little easter egg for the aficionados to spot), while elsewhere the Golf received new TRC splitters fore and aft, and OEM mirrors on carbon-dipped bases to replace the Lupo mirrors that had been fitted.

Quite a lot had been achieved by now, and Paul was eager to address the one thing that’d really been niggling away at him: while the supercharger setup had taken the VR to new realms of awesomeness, it was never really running right due to its generic mapping, and this needed nipping in the bud. “I took the car to Stealth Racing UK in Southam, Warwickshire, to a guy called Vince who came highly recommended by lots of people in the car scene,” Paul recalls. “I went there for a custom remap, and Vince really worked his magic! I can’t recommend him enough for the work he did.” This is where we arrive at the aforementioned figures – 406bhp and 354lb.ft – and it’s worth bearing in mind that, thanks to Vince’s notorious expertise, these aren’t just big peak numbers, the power bands and drivability are exponentially improved. The stellar supercharged Mk4 Golf R32 motor has been taken to strange and beguiling new places.

With great power comes great responsibility, so the saying goes, and in this instance it manifests itself as a sodding great 6-pot Porsche caliper upgrade, which Paul now took the time to remove, fully refurbish with new seals and pistons, and paint in Frozen White to match the smoothed engine bay. Upgraded friction material was squeezed in before it was all reassembled, and this largely brings us up to date: a bagged, supercharged, smoothed, ceramic-coated and perfected R32 with a pocketful of secrets and an appetite for mischief. Paul’s been using it as a fair-weather car, for shows and weekend blasts, and the attention it receives is unreal, not least because of its astonishingly clean finish. It helps that he runs his own business, PMG Detailing & Autocentre, where he carries out painting, detailing and all other aspects of automotive repair, so having done about 90% of the work on the car since buying it by himself, he’s fully equipped to keep it looking pristine.

“The Golf looks and sounds spectacular, it’s a real head-turner and attracts a lot of attention when I’m out and about,” he grins. “I love nothing more than people asking questions about it.” And you can be sure that the questions are always forthcoming… after all, most people know what a Mk4 Golf R32 is, but few would ever expect to find one that looks, sounds, and goes like this.

Tech Spec: Supercharged Mk4 Golf R32

Styling:

Full respray in OEM R32 Deep Blue Pearl, ceramic-coated, SRS-TEC wide front wings, front plate removed and bumper smoothed, TRC front and rear splitters, tailgate de-locked, smoothed and de-badged, carbon-dipped mirror bases

Tuning:

3.2-litre VR6, RUF Stage 3 supercharger (Carlicious Parts kit), charge-cooler, DW65V high-flow fuel pump, 630cc Bosch injectors, RS4 MAF, Milltek manifold, decat and cat-back exhaust system, Vibra-Technics engine mounts, EVAP delete, small header tank, small PAS tank, colour-coded plastics, bay smoothed and painted Frozen White, relocated battery, ABS, washer bottle, fuse and relay box, brake and clutch lines hidden, engine bay wiring hidden 406bhp, 354lb.ft – tuned by Stealth Racing UK

Chassis:

8.5×19-inch Rohana RC10 wheels (US import), 35mm rear hub adaptors; 25mm front, 215/35 tyres, Air Lift Slam Series V2 air-ride, adjustable rear upper and lower polybushed arms, polybushed front wishbone and arms, poly dogbone mount, Porsche 18Z 6-pot front brake conversion (painted Frozen White to match engine bay) with 358mm discs and Brembo pads, Audi S4 rear brake conversion

Interior:

Mk5 R32 wingback front seats with custom subframes, rear seats bolstered to mimic Mk5 R32 bench, Mk5 R32 rear headrests, Passat armrest, full white leather retrim (seats, door card centres, gaiters, parcel shelf, boot floor, armrest, mats), contrasting black Alcantara trim on dash, door cards, headlining, A, B, and C pillars and boot surround, Mk4 Golf Anniversary interior trim, custom display in air vent, Mk7 Golf R steering wheel with white trim, Pioneer double-DIN head unit, Alpine 4-channel amp, Alpine monoblock amp, Alpine low-profile 12” sub, custom boot build in white leather and Alcantara with colour-coded air tank

Source

May 18, 2021
TURBOCHARGED BMW E9 WITH 1000HP: GO BEYOND

With a carbon Group 4 wide-body, sequential race gearbox and a 1000hp boosted S38, this incredible turbocharged BMW E9 CSL recreation is a project on a scale that’s hard to comprehend.

Feature from Performance BMW. Words: Elizabeth de Latour. Photos: Krisztian Bolgar, FTF Pictures/Tamas Farkas, Viktor Benyi

Considering how long PBMW has been around, how many modified BMWs we’ve featured and how many more we’ve seen out in the wild, it takes something truly special to blow our minds, and the E9 you’re looking at is one such car. We can appreciate every build, and we genuinely get excited about all the cars we feature, but occasionally we come across something that’s just on a completely different level, one that mere mortals can never hope to touch, a build that’s almost beyond comprehension in terms of scale and ambition and something that occupies that fantasy, lottery-winning project spot in our minds, which is exactly what this car is.

Finding a BMW E9 is hard enough: they’re elusive, iconic, not cheap to buy and certainly not a casual purchase nor one that’s easy to look after and care for – if you buy a classic icon like this you’ve got to be committed to it. To take an E9, then, and to turn it into a completely custom CSL race car replica is something truly astonishing and the effort, cost and passion that have been poured into this car are something else.

The story of this build is as unique as the car itself and to learn about its creation we must travel to Hungary, to the city of Miskolc, where you will find the headquarters of both drinks manufacturer Hell Energy and Gabura Motorsport. Both Hell Energy and Gabura Motorsport have a long history with cars; Hell’s founders and owners have always been car and motorsport enthusiasts and the company became one of the official sponsors of the AT&T Williams F1 team for the 2009/2010 season. Gabura Motorsport has been working together with Hell for 10 years, and their co-operation has resulted in several stunning show cars. With a passion for cars and being in the fortunate position to be able to indulge that passion, the owners of both companies have never been ones to settle for conventional machinery and have always chosen something unique and different, and this turbocharged BMW E9 is most definitely that.

Krisztián Gabura, founder and owner of Gabura Motorsport, had the idea for this turbocharged BMW E9 build after he ‘barn-found’ an E9 shell in an abandoned steel factory. The car itself had been used as a personal race car back in its heyday and had often been driven at the Nürburgring. He thought it would be an interesting project to salvage the body and re-build it from scratch, creating something really special in the process, so he shared the idea with the Hell guys who immediately gave him the green light for the project, and the build got under way.

Of course, that’s easier said than done when you’re attempting to turn a BMW E9 into a Group 4 race recreation and it was an extremely challenging project, as Krisztián explains. “The build required a different way of thinking: full restoration of a classic car to the factory dimensions and to build a custom race car, while (obviously) not disturbing the original shape of the car. Therefore it is difficult to determine what the toughest part of the build was since the whole project and all the details required special attention. In addition to all this, the requirement was to recreate that museum show car quality where every mm counts.”

The first main problem was that there was no accurate information about the CSL race car available anywhere, so Krisztián drove all the way to the BMW Museum in Munich and, with the permission of the museum management, used a professional 3D scanner tool to take measurements from and digitalise the BMW E9 race car they had on display. With all this data he proceeded to build a 3D model of the E9 on his computer and with that, he could start producing 100% accurate body panels. However, where the original race cars used aluminium body panels, Krisztián chose to produce his panels from carbon fibre, which makes this car all the more awesome. Before any work could begin, however, the entire shell had to undergo an extensive sanding, restoration and reinforcement process to ensure that it was perfect and would also be able to cope with the power that Krisztián was planning to put through it.

With the shell prepped, assembly of the car could begin and taking a look inside you’ll see that the interior is exactly what you would expect from a race car, with nothing but the best modern motorsport equipment and a healthy helping of custom touches to make it that much more special. The first thing you’ll notice is the full custom Chromoly roll-cage and then you’ll no doubt notice the custom carbon door panels that have been designed to fit around it when the doors are closed, and there are even custom carbon housings in the roll cage for the fluid reservoirs, and that level of attention to detail is simply breathtaking. Carbon features extensively throughout the cabin and it’s everywhere you look: there’s a carbon dash which has been flocked, a carbon centre console, a carbon battery and compressor housing with ventilation, and a custom carbon steering wheel that looks like it’s come straight out of an F1 car. We’re not finished with the carbon yet – the Recaro seats are made from carbon as is the fire extinguisher, and you’ll notice that even the driver’s footplate is made from carbon. This BMW E9 has been equipped with an AP Racing pedal kit, there’s a MoTeC C127 digital display and a Lifeline fire suppression system has been fitted. This is a seriously hardcore race car interior and there have been absolutely no compromises made or corners cut and the end result is simply awesome.

When it came to the chassis, the same no-compromise approach was taken and a huge amount of work has gone into the setup on this car. All the suspension has been custom-engineered for the track and it uses custom-manufactured parts throughout to achieve the best possible setup, with only the wheel bearings being off-the-shelf items, and that’s incredible. The dampers are custom items from Hadik Suspension, and then there are the motorsport anti-roll bars, custom hubs, alloy and Chromoly control arms, a CNC’d Chromoly front subframe, E92 M3 rack and pinion steering with a TRW Motorsport electric power steering pump, and CNC’d Chromoly bearing housings at the rear along with adjustable camber and toe. The brakes, meanwhile, are suitably massive, with AP Racing GT3 calipers at either end, six-pots up front and four-pots at the rear, with 385mm front and 355mm rear racing discs and Endless brake pads all-round, and this heavy-duty setup ensures that the lightweight E9 stops hard and fast lap after lap. Naturally, a build on this scale requires a suitably spectacular set of wheels – Krisztián has opted for a set of custom HREs and the Vintage Series 501 three-piece cross-spokes are the perfect choice. They’ve got that classic motorsport look that works so well here, especially in their centrelock configuration, and the combo of polished stepped lips and silver centres is timeless. The sizes, however, are far more modern and much larger than you’d expect to see on a car like this, with the E9’s vast arches more than happy to swallow 10x19s up front and 12x19s at the rear, and the wheels are wrapped in seriously wide Pirelli P Zero Trofeo R rubber measuring 265 at the front and 325 at the rear, giving the car exceptional grip and traction out on track.

If you thought all that was impressive you really haven’t seen anything yet because the centrepiece of the entire build is without the engine and it is insane. A car like this needs a seriously impressive powerplant and the goal here was 1000hp, but the engine couldn’t be too modern so as not to look out of place in a car like this, so an S38B36 was selected due it being that little bit older as well as bulletproof and then it was completely transformed. Displacement has been increased to 3620cc up from 3535cc and it has been equipped with an Arrow forged crank, rods and pistons, ARP studs, there’s a custom-ported head with Supertech Inconel valves, Supertech valve springs and titanium spring plates, a Cometic head gasket, there are Schrick hydraulic lifters with a DLC coating, a Cat Cams 282°cam, but of course what really matters is the turbo and it’s a beast. It’s a BorgWarner EFR 9180, the largest turbo in BW’s EFR range and can be found on numerous turbocharged racing cars, making it the perfect choice for this build. It sits on a custom exhaust manifold that runs to a custom side-exit exhaust, and uses a Tial MV-S water-cooled wastegate, there’s a huge custom front-mount intercooler built by Nagrad and Gabura Motorsport with bolt-on carbon elbows, and normally you’d see a carbon intake manifold with a built-in Tial blow-off valve under the bonnet but it cracked due to the boost pressure and so a new one was designed, built and fitted after the shoot. You’ve also got alloy pulleys, a custom oil pump and custom CNC’d oil pan, a custom radiator and oil cooler by Nagrad, Bosch Motorsport coil packs and twin fuel pumps, DeatschWerks 1200cc injectors, a high-capacity fuel rail, a Fuelab FPR, in the boot you’ll find the ATL 80-litre fuel cell with integrated swirl pot, while a Life Racing F90F ECU manages everything. That’s an incredible array of engine modifications and they mean that this S38 is capable of putting out over 1000hp and 738lb ft of torque, though for race use it’s dialled-back to a mere 818hp and 701lb ft… Either way, with this E9 tipping the scales at just 1320kg, that means a power-to-weight ratio of 758hp/tonne at full power, far beyond that of just about any modern hypercar you can think of, and that means terrifying mind-blowing performance. With that level of performance, the transmission needs to be something pretty serious to be able to cope and it is – the car runs a Gabura five-speed sequential gearbox with a custom forged flywheel and a three-plate carbon clutch, a Life Racing paddle shift system, and a custom propshaft sends power to a Type 210 diff with a custom LSD and custom driveshafts, all of which ensures that all that turbocharged fury gets to the tarmac.

This E9 is truly an incredible build on a scale that is difficult to comprehend and 14 months were spent putting the car together, which actually seems like a remarkably short amount of time considering how much work has gone into it. Even though we’ve gone into so much detail about this build there’s so much more that has gone into it that it’s simply impossible to cover it all. For example, all the original chrome trims and emblems had to be sourced, and in perfect condition, which is almost impossible when you’re dealing with a car of this age, and the livery that covers that majestic carbon fibre wide-body is actually a freehand airbrushed design that’s covered by nine layers of clear coat. This truly is a money-no-object dream build and we are really happy that there are people like Krisztián and companies like Hell and Gabura out there that have the vision and the means to make a car like this so that the rest of us can enjoy it. This is pure indulgence for anyone who’s a fan of modified performance machinery, the sort of car we’d build if we ever won the lottery and it’s the builds of this incredible magnitude that inspire people, which is why they’re so important and why we’re so happy they exist.

Tech Spec: Turbocharged BMW E9

Engine:

Straight-six S38B36, capacity increased to 3620cc, Arrow forged crank, rods, pistons, custom ported head with Supertech Inconel valves, Supertech valve springs, titanium spring plates, Cat Cams Performance 282° camshaft, Schrick hydraulic lifters with DLC coating, ARP studs, custom Cometic head gasket, Bosch Motorsport coil packs, custom CNC’d alloy oil pan, custom oil pump, custom carbon intake with built-in Tial blow-off valve, Tial MV-S water-cooled wastegate, BorgWarner EFR 9180 T4 twin-scroll turbo, custom exhaust and turbo manifold, alloy pulleys, BSS alternator, BMW M3 throttle actuator, EGT sensors, EMAP sensors, custom exhaust system with uniball linkage and side-exit, custom Nagrad 18.5-litre racing radiator and custom 8.8-litre oil cooler, custom Nagrad/Gabura Motorsport intercooler with bolt-on carbon elbows, Spal fan, ATEC fluid system, professional motorsport wiring harness by BorzaTech, 38-piece motorsport sensors, twin Bosch Motorsport fuel pumps, Stäubli valves, ATEC PTFE hose system, high-capacity fuel rail, DeatschWerks 1200cc injectors, Fuelab fuel pressure regulator, Life Racing F90F ECU and
PDU34 module

Power and Torque:

1000hp+ and 738lb ft+

Transmission:

Gabura five-speed sequential gearbox, three-plate carbon clutch, custom forged flywheel, AP Racing slave cylinder, Life Racing paddle shift system, additional gearbox cooling, custom propshaft, differential oil cooling setup, custom driveshafts, BMW Type 210 differential with custom LSD

Chassis:

10×19” (front) and 12×19” (rear) HRE Vintage Series 501 three-piece centrelock wheels with 265/35 (front) and 325/30 Pirelli Trofeo R tyres, Hadik Suspension custom shocks with alloy housing, motorsport anti-roll bars, custom front spindles, aluminium/Chromoly front control arms, CNC’d Chromoly front subframe, E92 M3 rack and pinion steering and uniball joint, TRW Motorsport electric power steering pump, CNC Chromoly rear bearing housings, Chromoly rear control arms, adjustable camber/toe, AP Racing brake master cylinder and bias adjuster, ATEC hard line tube system, AP Racing GT3 six-piston calipers and 385mm racing discs (front), GT3 four-piston calipers and 355mm racing discs (rear), Endless brake pads

Exterior:

Group 4 carbon wide-body, paint by ‘Borsos Fecó’, nine layers of clear coat, polycarbonate windows, unibody galvanised and KTL painted

Interior:

Custom Chromoly roll-cage with custom built-in housing for fluid reservoirs, AP Racing air jack system, custom carbon door panels, flocked carbon dash, carbon centre console, carbon battery and compressor housing with ventilation system, custom carbon steering wheel, AP Racing pedal kit, Recaro seats with custom carbon shells, Schroth Enduro harnesses, Firesense carbon handheld fire extinguisher, Lifeline aluminium fire suppression system, motorsport air ventilation/defog system, MoTeC C127 digital dash and eight-button keypad, Odyssey PC950 Extreme Racing battery, ATL 80-litre fuel cell with integrated swirl pot

Source

May 17, 2021