The re-think involved establishing how best to make the car bullet-proof on and off the track which in effect meant that no bolt could be left unturned. We took to the LS2-based 408 engine was with new rings, bearings and considerable’s whilst retaining the same compression ratio, camshaft and valve train, cylinder heads, crankshaft et all. It wasn’t quite plain sailing with the 100,000+ kilometre transmission though as it was too fatigued and was put aside for rebuilding at some stage, with a replacement coming in the form of a stock T56 with developmental twin plate RPM clutch slotted in front. The factory 2-piece tailshaft was checked and fitted with new parts while being contained (should anything go wrong) within a VCM Performance tailshaft loop.
;)
;)
The rear end remains ‘as was’ with Harrop Truetrac, 3.7 gears, Harrop stub axles and CV shafts. Likewise, the original suspension of Koni Silver bump and rebound adjustable shock absorbers, custom rate progressive coil springs on adjustable bases, widened track, urethane bushing and modified geometry remains.
Under car differences, though, are significant with a race brake duct set-up with intakes moulded in the shape of the Fog light holes, with hugely expensive flexible hose running to cast alloy tubes, flexible duct and finally into carbon fibre disc rotor centres directed air outwards from the centre of the rotors.
;)
;)
Next on the hit list was cooling, with significant attention lavished on creating the best possible transmission and differential oil coolers, we made up a much larger front mount intercooler / heat exchanger, slipped in an engine oil cooler topping the lot with a massive custom made alloy OTR containing the same filter as that which will be supplied with our new VE OTR. Put simply, it will be the biggest OTR filter ever used in Australia.
Inside the car is all factory – aside from a Kevlar race seat and Sabelt suede steering wheel. We’ll see how it goes on the track in a few weeks and keep everyone posted.]]>
;)
;)
;)
;)
;)
;)