Automation Speedhunters - Share your modified and classic cars!

Fayeding_Spray · 25 May 2017 09:56

#Upon The Wings of the Eagle

So, I got invited out to this event at Pikes Peak. Some hill-climb event, or something. A small company called Maurus sent me an email a few weeks back, asking if I’d like to have a look at their beast, as they called it. I said sure, couldn’t hurt to look at something different for a change. Well, what they invited me to was silly. I was not ready for the forthcoming event.

The morning before the day before the event, I packed up my Bonham Chaucer, and headed off to the warehouse where Maurus had set up near by. The first thing I saw was some strange cars. One very blue Bogliq Kitten from 1985. a very low Maesima of some kind. Looked like a wagon. A mint condition 80’s Erin Scarlet. Oh, and a Seishido CS with some… tasteful mods. Despite the cars, I parked my Chaucer, and wandered into the garage.

The Maurus Eagle, up on stands after it’s run

First thing I saw was the Eagle. Painted in a simple blue. The next thing I saw was a very thin man with very long hair come walking over. This was Jakob Maurus, the man behind the Eagle. He greeted me, and took me for a walk around the garage. There was quite a bit of pornography on the walls (That’s why the photos are from one side) and then I was shown to the underpinning of the Eagle. 2L V6, taken from something, Mr. Maurus never said, with a pair of snails thrown onto the side. This thing makes 386hp, with “a lag the size of the kremlin.” Honestly, the sight of the main body, with the bonnet wing, and big fuck-off tailwing, is really a strange sight. Add the fact it’s on semi-slick tyres, and has no tail lights, this is made to climb.

Maurus offers to take me as a passenger, as it does have 2 fixed seats. I declined, and instead watched from a drone that one of the other crew had. It weigh nothing, at 998kg, and was able to climb pretty damn fast. Jakob said that his run today, at a 10:48.something, was a good step forward, as they towed the car back, attached to the Scarlet of all things. Mr. Maurus said that I was welcome back to the HQ at any time.

I don’t think I’ll be going back just yet…

Radster · 25 May 2017 11:43

Beware of fleas.

Remember the original Contendiente Pulga? Yes, the rare car we reviewed a few days ago. Only 106 were made before Contendiente cancelled the production, and two of these have been recovered by the company and rebuilt, so they can be shown in their car museum. But, something special happened this week.

Contendiente announced a collaboration with Luceat Studios. They’ve rebuilt, tuned and redesigned one of the original Pulgas completely. This week, the Contendiente Pulga Luceat Stage II was revealed.

The suspension has been tuned to the extreme for optimal cornering (1.18G!) , and the engine has been improved via aggresive cam tunes, a better flowing exhaust manifold, better intake, a higher redline and a catalytic converter and muffler removal. This allows the engine to achieve 100hp instead of the previous 59hp (bear in mind that this engine is a NA 1.3L I3 from the 70s).

Luceat Studios then redesigned the body completely. They made it more aggresive, more elegant and more aerodynamic, but at the same time kept the essence of the original Pulga. Their attention to detail is nearly perfect.

Aerodynamics also saw an improvement, improving cooling and downforce in the car. An upgraded wing ensures that the rear wheels (it is RWD) stay glued to the tarmac.

Contendiente’s CEO, Esmeralda Gómez, qualified Luceat Studios’ work as ‘the most professional she had ever seen’ and said that “her father would be proud of what the boys at Luceat did, and that she sure is”. Petrov Mikhailovic, head engineer, declared that it was a pleasure to work with such incredible car artists.

Unfortunately the test driver can’t lend us the car yet, so the review will have to wait.

abg7 · 25 May 2017 12:11

Manic Mole: Lame Duck to Top Dog

Edit: Whoops, sorry, credit goes to @rileybanks, not @Fayeding_Spray, for providing the car.

Having just turned a luxobarge into a drift monster, I began thinking about what my next project should be. One Sunday afternoon, while trawling the small ads online, I discovered a matte red 2016 Mole Abbatoir. Given that the automotive press didn’t quite warm to it as much as they’d hoped, I considered it a prime candidate for modification, and bought it on the spot.

Here is the Abbatoir as it was originally built. It certainly looked angry, but to me it seemed overdone from the front and unfinished from the rear. The real problem areas were the active suspension and transversely mounted atmo V6 engine; the former added plenty of unnecessary weight and complexity to what was intended to be a lightweight sports car, and the latter was not only strangely underpowered (especially in the lower rev range), but also much too rough for my tastes. It was these which had to be swapped out for much more suitable components- but with what?

Another look in the classifieds provided the solution. Someone had decided to sell off a full set of KW adjustable coilovers and an SMG WMS30 flat-crank V8, both of which went unused due to what the seller described as “financial issues”. Naturally, I bought both, and set about retrofitting them to the Mole.

Surprisingly, the flat-crank V8 that would go into the Mole’s cramped engine bay was small enough to fit inside such a small space - but only just. Developing 360 horsepower on super unleaded and boasting two-stage variable valve timing, this direct-injected bespoke powerplant was not only smoother than the original engine, but also more responsive to throttle inputs; installed in a car as light as the Abbatoir, it would make overtaking a breeze, and on top of that, sounded like little else in the motoring world as it screamed all the way to 9,000 rpm - 200 rpm lower than the V6, but still stratospherically high by any stretch of the imagination.

Installing the coilovers required the removal of the factory active suspension kit, but in all honesty such a complicated piece of hardware never belonged on a car as light as this. Careful tuning yielded a setup that would work well on the vast majority of tracks and yet still be capable of dealing with road use. That said, having just replaced the standard seats with lightweight fixed-back items and removing the sound system, I had no intention of using the Mole as a daily driver, although it didn’t have to be one anyway.

Other mods included new AP Racing vented discs (330mm front rotors with 4-piston calipers and 270mm rear rotors with 2-piston calipers), 18-inch forged alloys wrapped in 30-section tires (225mm up front and 245mm at the rear), a Quaife LSD (seeing a pattern here?) and a new six-speed gearbox with adjustable ratios. All in all, these transformed an underwhelming product into a giant-killer. But the most significant changes were yet to come.

Compared to the Woolsey, visual mods for the Mole were much more comprehensive. The front and rear clamshells were replaced with cleaner-looking items from the privately campaigned race version of the Abbatoir, with the latter incorporating additional vents and a low-rise adjustable rear spoiler. In addition, larger air intakes and a slanted rear window were fitted, while the exhaust pipes now sat in the middle of the rear fascia. Finally, the entire exterior was resprayed in gloss white.

Testing at Queensland Raceway revealed it to be almost three seconds faster than my nut-job Woolsey WS3 V8, and much quicker to 100 km/h to boot. As such, it would be especially effective on more technical tracks such as Winton Raceway. On the road it was an absolute blast, too, although the absence of a stereo might end up being more annoying than useful if this V8 Mole were used as a daily driver (which I won’t). So was it worth it? Considering that the Mole had gained a lot more pace and agility from the transformation (and emerged from it looking much better to boot), I think the answer should be a definite yes - and I will keep using it as my track car for as long as I can afford to.

Fayeding_Spray · 27 May 2017 11:56

Uh, the Car is from @rileybanks not me.

rileybanks · 27 May 2017 14:04

Damn, that’s good!

titleguy1 · 27 May 2017 16:19

#Clean and Controlled: a RJ10S Kimura Helruna Done Right
###Lately, we’ve noticed that untouched Kimura Helruna’s are starting to disappear. Much like the S13s of similar vintage, the cars are a perfect platform for drift missiles and underground racing. However, when take a step back, you realize how few are left stock. Well, if you’re going to modify one, you might as well do it well.

Meet Tyler’s RJ10S. It’s a 1990 model, the year the Helruna was introduced to the world as an affordable, fun personal coupe. The list of modifications is rather minimal; 17x9.5 Enkei NT03+M wheels adorn the Falken tires, which operates under full Eibach coilovers. The result is a low, sleek stance that the Helruna was made for. The brakes are taken off of the E46 BMW M3, so there is no lack of stopping power. Most of the changes on the car are really on the suspension and engine; if you’ll notice, the car is pretty much bone stock outside. It even has it’s original coat of Sirius Blue paint; a great color in the light, if I do say so myself.

Under the hood is the famous G4M series engine. In it’s original guise (it’s a mouthful to say; G422MTMS86 - G series, 4 cylinder, 2.2 Liter, Monoturbo, Medium-sized, Sports, 1986), the G422 produced a healthy 217 HP and 210 lb-ft of torque. However, Tyler decided to add some punch to his. A Carbing strut bar is stretched across the engine bay. A full GReddy turbocharger and intake setup comes as well; all in all, the car now produces about 270 HP and 255 lb-ft to the wheels. The G4, known to be a very sturdy if heavy engine, didn’t need any internal upgrades. The 5-speed manual and geared Limited-Slip diff also handled the course well. To be honest, if you’re going to modify your Helruna, do it in a way which satisfies you. Just keep in mind all of the few which haven’t.

Bonus pictues

abg7 · 28 May 2017 03:09

Now this is a prime example of what I call mild mods - not too extreme but still enough to give useful extra performance! And where did the background for your pictures come from? Is it from GTA V?

Edit: it’s nice to see someone taking full advantage of the UE4 version while it’s running smoothly. But the background still looks like it came from GTA V.

titleguy1 · 28 May 2017 03:41

Everything was done in the UE4 update (except the engine bay), but of course with Photoshop touchups.

Dorifto_Dorito · 28 May 2017 23:13

#1966 OAM Chevalier Custom

Woops wrong Custom (The suspension broke… )

Much better

##Original Model + Info

The fourth 1966 OAM Chevalier (in Laguna Green) ever produced, in the workshop following restoration.
In 1966 OAM released their first car, the Chevalier. Powered with a General Industries Medium Block 5.1L (311CI) V8 Crossplane engine, the Chevalier looked impressive with its front and rear double wishbone suspension, not often seen in many cars of this period. However, in the over saturated muscle car market during the period, the Chevalier failed to sell, with many ending up outside in the factory parking lot. The car was saved only by the movie, The Vice, which boosted the sales enough for OAM to survive into the 1970s allowing them to release their more popular cars such as the RoadCruiser and the Traveller.

Nowadays, however, the 1966 Chevalier is considered a classic muscle car, and a must have for any muscle car collector. Unlike most of its contemporaries, the Chevalier was nice to handle, owing its relatively good handling characteristics to its front and rear double wishbone suspension. The 5.1L Medium Block V8 fitted to the car also made a sizeable 205 hp, propelling it to a top speed of 124mph.

##OAM Chevalier ‘Pursuit Custom’

This specific custom model was built in Indiana, where OAM is based, by a private owner. The Chevalier Pursuit Custom, as it is known as, is a modified 1966 Chevalier, based on the custom Chevalier featured in the 1966 Action movie ‘The Vice’. This ‘Pursuit Custom’ also featured a cameo in the 2006 reboot of ‘The Vice’, albeit as an homage to the 1966 movie.

Under the hood of this beast was still the same 5.1L V8 engine from 1966. However, this custom engine was fully refurbished and modified with more modern parts including a new direct injection fuel system ‘borrowed’ from the much more modern OAM Chevalier II’s 5.9L BZ Large Block V8. This meant that this car produces about 350 hp, 150 more than the original. To take the extra 150 horses, the Stock Chevalier tyres have been replaced with smaller, but wider wheels and new custom wheel arches were added to the car. The suspension was also lowered giving the car a more aggressive look.

Sadly, the photo editor kept crashing on my so the only way to showcase this car was take screenshots in the car designer.

Radster · 31 May 2017 18:14

Contendiente Enemigo: still alive.

It is the year 1968. Luis Gómez had just opened his first car factory and thus, started Contendiente. In the following months, the engineers would design and manufacture Contendiente’s first car: the Contendiente Enemigo.

Now, why is this car special? For a simple reason: Mr Gómez intended to start his carmaking career by creating a rival to the Ford Lotus Cortina. Even though both cars are powered by fairly similar 110hp, 1.6L Inline 4s, the Enemigo is 150kg lighter. This gave it an upper hand at the track. It mounted McPherson struts on the front and a semi trailing arm at the rear, making it really agile. And last but not least, it had fantastic fuel economy for 1968: 9.1L/100km. The engine is mounted longitudinally in the front and the power is sent to the rear wheels.

Most of the cars produced back then are now in a junkyard. However, we received a letter from Esmeralda Gómez (current Contendiente’s CEO, daughter of Luis Gómez). She invited us to a test drive of her father’s (and now hers) original Enemigo.

When we arrived at their main factory in Málaga, Spain, we were greeted by the CEO and the head engineer, Petrov Mikhailovic. They took us to their test track, where the test driver would pick us up. Ride was a blast, and their test driver made drifting a 40+ year old car look easy.

The CEO then told us that the car is one of her most valued possesions. She said, and I quote: “This car carries my father’s soul. The day this car stops running will be the day my father dies. He’s still alive.” She then told us the company is planning to reboot the car next year to commemorate their 50th anniversary, and this time it will compete against the Toyota GT86.

As always, the CEO hoped we had a great day at their factory and told us we’re welcome anytime we want to show up.

abg7 · 2 June 2017 14:34

Super Scarabs: Tuning the Nova Sportback

Special thanks go to @gridghost for supplying the Scarab Nova Sportback.

Lancashire-based tuner Gould Performance Technologies has recently released a pair of upgrade packages for the Scarab Nova Sportback. Founder and owner Henry Gould had known that, in base form, the Nova handled well, but looked faster than it actually went, claiming that it deserved proper performance variants that could do the platform justice. In particular, he cited the base car’s requirement for regular unleaded (which had long since been largely discontinued in its native Europe) as a waste of the car’s potential, except in countries in which no higher octane fuels were widely available.

At the centerpiece of the Stage 1 upgrade package is a 240-bhp version of the Nova’s 1.6-liter turbo four, running on 95RON premium unleaded and fitted with a high-flow intake. To achieve this output, the compression ratio was reduced, while the cam profiles and ignition timing were revised, allowing for increased boost (1.0 bar) and an enlarged turbocharger. Other mods include retuned suspension, a mechanical LSD, 4-piston front brakes, and 18-inch wheels wrapped in high-performance tires.

The example shown here started life as a base-model example without the upgraded interior and infotainment system - the lightest and cheapest spec. It was also the first Nova to be fitted with these upgrades. However, for those who consider this kit to be too tame, an even more extreme package is available.

Stage 2 adds still more boost (1.5 vs 1.0 bar), an even larger turbo, straight-through mufflers, and 19-inch forged magnesium wheels shod with 235-mm tires. It also includes a more aggressive suspension tune compared to Stage 1 and a close-ratio gearbox. However, this variant requires 98RON super unleaded, and develops “around 300 horsepower” - a lot for such a tiny engine, especially considering the relatively small size of the intercooler.

Gould claims that while the Stage 1 package is “potent enough to make an 86/BRZ or MX-5 look silly,” the Stage 2 kit “can give Golf R drivers a serious fright”. All in all, these upgrades, especially those found in Stage 2, can easily turn a mild-mannered family car into a true giant-killer - without voiding the factory warranty at all.

abg7 · 24 August 2017 16:00

Here’s another one of my tuning projects born out of curiosity, serving as a case of what could have been.

Killer Kramer: The Story of the K23 V8 and How It Launched Mason Motor Sports

Enterprising race driver Troy Mason once drove for Albury Motors, the brand’s factory team, before acrimoniously leaving after the 1972 season due to not being offered a contract for the following year, despite a string of good results. Undaunted, he set up a new operation - Mason Motor Sports - in March 1973 along with a few of his close friends and other associates. Initially, the brand focused on tuning Kramer products such as the K216.

His first project was fitting a mechanical fuel injection system to a K23 Sprint’s 12-valve straight-six. Coupled to a set of more aggressive cams and a higher compression ratio, it felt much more eager at high revs, and had far superior throttle response. The tradeoff was increased fuel consumption, but the improvements in reliability negated this somewhat. This package was fitted to a few hundred K23 Sprints, until it was discontinued when Kramer started offering their own fuel injection system as an option in 1978.

But Mason was not content with modifying the K23’s existing engine, and having grown accustomed to the sheer grunt of a pushrod V8 over the past few years, he soon began craving more power. One night in September 1974, he spotted a 5.7-litre Albury Universal V8 engine for sale at a local car parts store. Without further ado, he bought the engine - a non-blueprinted one, but a V8 nonetheless - and the next day, he set about retrofitting his personal K23 Sprint with it.

The results were startling. It was immediately obvious that the extra power and torque provided by the V8 made it much more of a straight-line performer. Of note were the significantly increased top speed (now over 140 mph) and the far quicker 0-60 mph time (6.9 seconds). It was thirstier than a stock Sprint, and its weight distribution was even more nose-heavy, but this did not matter to enthusiasts, especially those in America, where new Federal legislation had drawn the teeth of many contemporary muscle cars.

The resulting car was called the K23 Super, and apart from its characteristic V8 rumble emanating from its wider exhaust pipes, there was little to distinguish it from a stock K23 Sprint. Using his links to Albury Motors, he was able to procure a steady supply of Albury V8s to offer as part of the conversion kit until 1980, when the last K23 left the Kramer production line. In addition, he also offered a handling pack alongside the engine swap; it consisted of rear disc brakes and a retuned suspension with monotube dampers and could be ordered separately, or along with the Super kit.

Ultimately, this would be just the first step in Mason Motor Sports’ growth, firmly establishing its reputation as one of the world’s best-known tuners in the years to come. As for Troy Mason himself, after the K23 Super was discontinued, he went back to fettling Albury V8s in 1982, by which time they had port fuel injection as standard. Eventually, his business became so successful that, twenty years later, he released a twin-turbocharged, all-carbonfibre, scissor-doored supercar - the Goshawk - and the rest is history.

titleguy1 · 6 October 2017 19:51

The Darkest Kimura

Kimura, at one point, was featured in a very top-secret illegal street racing ring.

Some of you may know it.

Pictured on the right is a 1967 Kimura K24-C. Debuting originally with a affordable price tag, contemporary styling, 4-wheel disc brakes, and high-output 2.4L DOHC Inline-6 with 166 HP, the K24-C was an immediate hit. Thanks to it’s ease of tuning, it quickly took over the Japanese car tuning industry. Unfortunately, Kimura killed the K24-C in 1972; the Helruna became it’s spiritual successor.

The Mid Night Club was a notorious street racing gang who broke the molds of what was possible on the famous C1 loop. Reaching speeds of over 300 KM/H, the group certainly was questionable, but is notable for their prioritizing pedestrian safety. However, in 1999, a high-speed chain-reaction crash immediately led to the clubs disbandment.

The K24-C was featured in the Mid Night Club and was the only car of it’s kind. Running for but a brief month before being destroyed in the accident, the car - nicknamed “Murashi,” an amalgamation of the Japanese words for Purple and Angel - was rumored to harbor a bored and stroked H-Series engine previously found in the Auriga. The unit in the family sedan was a 3-Liter engine with around 190 HP; Murashi had been bored and stroked to almost 4 liters. In addition, twin-turbochargers were added to boost output to what has been said to be over 900 WHP through a highly modified 6-speed manual. Short videos have been shown with Murashi, but only one official picture was ever revealed.

The tale of Murashi did not die with the car; many have tried to replicate it’s iconic style. Very few members of the Mid Night Club are willing to comment, though, and as such an accurate replica is uncertain. All we know is what history has foretold.

Radster · 4 November 2017 20:15

Offroad fun!

An enthusiast modified a Conte Pulga Mk2 to turn it into an offroad Baja machine!

The 1985 Contendiente Pulga was launched as an affordable, practical yet somewhat fun package. Making 70hp from a 1.1L I3, with semi independent rear suspension and macpherson struts at the front, this car was nothing special as you might imagine.

This one, however, is a special one. With wider offroad tyres, a 2015 Pulga engine swap, kept N/A and retuned to make 115hp, rally shocks and springs and a lift kit, combined with a mechanical limited slip differential, this Pulga is a offroad fun machine. The interior has been stripped as well, with only two bucket seats remaining. The weight has gone down to a mere 720kg.

We found it in the Baja California, Mexico. Its owner, Eduardo, took us for a spin around some dirt roads and it was quite the blast: jumping and sliding on the dirt are Eduardo’s main pastime, and we understand why. All of the imperfections of the roads and the bumps can be felt, the adrenaline shot the car gives you as its tiny I3 pushes it through the turns and straights, with the driver scandinavian flicking the turns, was an incredible experience.

He intends to enter some minor local rallies with it next year; we wished him luck before leaving, and thanked him for his time and for showing us his car.

Oskiinus · 4 November 2017 20:34

I like it.

abg7 · 5 November 2017 14:12

Into Another Dimension: A Tale of Two Hierophants

Special thanks to @Deskyx for providing me with the car.

When Houston mechanic Carl Blake first heard about the '94 Dimension Hierophant, he knew that it would be his dream car sooner or later. In fact, he had enough money in the bank to buy two: a non-turbo for daily use, and a turbo model for the track. But having owned and driven both of them for a few months, he realized that they would make great tuning projects. Yet from then on, the two could not have had stories that were any more different.

For the non-turbo model, he installed a new close-ratio gearbox, tweaked the cam profile, added a high-flow exhaust system, reinforced the bottom end, fitted 4-piston front brakes, retuned the suspension and replaced the oversized wheels with 17-inch items to improve ride comfort. The result was a much faster (nearly 10 mph more at the top end, and more than a second faster to 60) and better resolved car, with astounding straight-line performance for something with less than 300 bhp. But Blake was not satisfied and soon found himself wanting more.

The Hierophant Turbo, meanwhile, received similar engine, gearbox, and suspension mods to its NA counterpart, and also shared that car’s fancy brakes, but in addition to all that, it was fitted with a new turbocharger installation with ball-bearing turbos, a water-to-air intercooler, and 40% more boost, among other things, while the rev limiter was decreased to 7200 rpm for reliability’s sake. As such, its power delivery was even more violent, with much more torque and less lag than previously. However, the extra grunt, especially in the mid-range, made it much more of a handful than before - as Carl Blake himself found out the hard way when he spun 360 degrees on an autocross run, fortunately without any damage to him or the Hierophant.

Fearing that he might not be so lucky next time, he put the turbo Hierophant into storage and used the non-turbo model as his daily driver for the next few years. It wasn’t until drifting became popular in the United States that he seriously thought about using it again. And when he finally brought the beast out of retirement, he was surprised to find out that he had finally found a use for it - as a drift car. With ample midrange torque, he found it easy to kick the tail out in the corners, although it took a while for him to keep it under control. But when he mastered it, he laughed maniacally at the insane drift angles he was consistently getting. So he used it as a street-legal drift car and entered it in various sanctioned amateur competitions, which he duly proceeded to dominate.

Both cars survive to this very day, and while Blake believes he could have done a few things differently, he does not regret what he did at all. In fact, he is proud of what he had built, and only recently has he thought about offering the pair for sale - he now wants a single car that can easily do double duty as a track weapon and a daily driver. So if you want to own a piece or two of '90s nostalgia, with the ability to beat the Japanese at their own game handily, now might be the right time to do so.

Dorifto_Dorito · 19 November 2017 23:46

“SooperPulga” 1973 Pulga Mk1

(Thanks to @Mr.Computah for letting me have some “fun” with the Pulga )

When you think of a Contendiente Pulga Mk1, what often comes to mind is a tiny Spanish car with a quaint, little 850cc i3 engine in the rear, powering the rear wheels. What doesn’t quite spring to mind is a track tearing, spatial rending monster that wants to kill its driver.

Well that is exactly what Contendiende did, with a little help from Nohda, proving that you dont have to own a million dollar hypercar to outdo everyone on the track, but instead purchase a small 1973 Pulga, and shove a superbike engine in the rear.

Now, you may think this sounds a little silly, and it is. The Pulga is a small little city car designed to do nothing more than ferry its passengers from one parking spot to another; but dont worry, this Pulga is hiding a little secret.

Pull away the body panels, which are of course custom made from lightweight kevlar reinforced fibreglass, and you will indeed find a 1973 Pulga Mk1 Chassis. Except for the suspension, because that is lifted straight from a Conte Enemigo WTCC race car.

Going to the back where the new 1.0L Nohda inline 4 sits. Now this isn’t any ordinary Nohda inline 4. No, this Nohda inline 4 is “borrowed” from the 2013 Nohda SB0013 World Superbike, and has been modified to fit a turbocharger. Which lets the car produce around 380hp and redlines at 11,000 RPM. This is then mated with a gearbox and differential lifted a 2016 Conte Pulga rally car, and what you have is a go kart on steroids.

The lack of weight (the car only weighs in at roughly 600kg), mixed with the tricked out engine, gearbox and differential means the “SooperPulga” goes from 0-60 in just 2.5 seconds, much faster than most sports cars, and considering that it is still RWD, quite amazing.

The only thing left to do now is to take it down to the local test track in Dunsfold and take it for a whirl

“After taking the car round the track several times, I noted that on most occasions, the car tried to kill me. Whoever had the bright idea that shoving a superbike engine in such a lightweight car is a crazed lunatic…if you want me Ill be back at home on the sofa watching reruns of Top Gear on Dave” Matt Sierra

After being dragged back into the Pulga, I set off on the timed lap. Fighting the wheel (as it had no power steering) I managed to get the car around the track in an astonishing 1.13.31. This made it about .5 seconds faster than the Pagani Huayra while only costing a fraction of the cost, roughly $30,000 at 100% markup. Of course, you wont get everything the Huayra has like nice seats, soundproofing, a radio, carpets or even airbags, but at least you will have a certain smug face as you pass it in the corners.

Overall, this “SooperPulga” is without a doubt, the epitome of the “Thinn Meme” Matt Sierra signing out…

Oh and one extra thing…

Cough 380hp from a 1 Liter inline-4. I think you’ll find this is higher

Hshan · 20 November 2017 00:32

I am literally speechless.

abg7 · 20 November 2017 01:01

As far as UE4 cars go this one is utterly psychotic - huge turbo lag, minimal weight, loads of grunt and an engine slung out at the back.

Fayeding_Spray · 20 November 2017 11:59

Instant Torque; Instant Fun

story by Jamie Harvey

Think of Belgium. What do you think of? Probably not an Electric Vehicle parts supplier, right? Well, I’ve come to Belgium to talk with Benjamin Chagnon, the co-founder and CEO of Electric Vehicle Engineering, about his rather… strange sports car. From what I know about Mr. Chagnon, he’s a former engineer for Merciel, who left the company in 2010 to pursue his interest in the future of the Electric Vehicle. He joined together with Belgian national, Stijn Poissonnier, and they made EVE a reality in 2012.

Now, enough about the history, onto my arrival at EVE headquarters in Liege. I arrived by Uber to a rather fancy looking, mostly glass building situated not too far from the University of Liege. I was greeted at the door by Mr. Changon, who struck conversation with me about working at Speedhunters, and other car related things.

“Now, You’re probably thinking 'Hey, where’s the Electric Vehicles, Benjamin!” Mr. Chagnon said to me in a very Belgian-French accent, “I’ll tell you. Hidden. Mine’s the only one you can see. My one is special.” He lead me through production rooms, building motors, and other components related to the EV. “Through here, quickly.” He lead me through a rather cramped storage room, but that room lead to easily the most wonderful looking 240z I’ve laid my eyes upon.

"Now, there’s always an odd thing about the way I got this car. Not many of these 240z’s are around in Belgium, or Northern France. I got this one from a friend in the USA. Was empty, had been sitting in the Nevada Desert for maybe 10 or 15 years. No VIN, no engine, nothing. Wanna know how much I paid for it? 250 American Dollars. So f***ing cheap.

"It arrived at my home in 2013. My instant plans were to put [EVE] parts into the car. Because why not, right? Be unique, cool, interesting. We have four motors, one per wheel. It’s an AWD 240z. We just launch off of the line real fast. I mean, we rarely take it anywhere. I’d dare say Belgium is the worst place to be a petrol head, maybe behind Denmark, or The Netherlands, but we have little in the way of night culture. Want to go to a car meet, best bet is heading to France, or Germany. I mean, we’re not too far from Spa, but that’s only alive when a race meet is there.

"This is making I think 400hp to the road, but we are pushing an acceleration time in the low 3s. I mean, range on this thing varies, but I drive it when I can. Most days, I’m driving it to work. It’s a nice distance, there-and-back. When I finished this I’d get looks. I know it sounds odd, I’m in an EV, they can’t hear me. That’s part of why I got, and still get looks. I’m in a f***ing silent car from the late 60’s. Everyone is confused.

“We shamelessly took heavy design inspiration from Pandem, and Rocket Bunny. It’s a nice style that I enjoy, the Japanese Widebody look. It makes the car look big, heavy, powerful. We got this thing lighter than a the normal 240z by 10kg. Such a slim margin, but we did it.”

Mr. Chagnon is an odd man, at the helm of an odd company, with easily the best 240z I’ve seen in a long while.

I want one.