Subaru WRX 1997 refurb
Discussion
Thought I would share my other Subaru/adventure/money pit to go alongside my 2001 STi refurb thread.
Way back in 1997 in Sydney we became aware of a car that was spanking the local V8s and many sportscars. It was the Impreza WRX. Being a true blue Aussie and a Holden fan, I considered 4 cylinders and turbos to be a bit rubbish. At the time I owned a 1982 VH Commodore SL/E which was a top of the line model with cruise control, disc brakes all round, full leather and luxurious velour and thick carpet everywhere. When I initially bought it t was bog standard with a 253ci 4.2L V8 mated to a 3 speed Trimatic.
I believe I bought it in 1991. By 1997 it was sporting a breathed upon 5L stroked to 5.4l or 334ci, duel fuel LPG conversion mated to a Supra 5 speed manual conversion with i think 3.55 diffs which made it shift. Bilstein suspension and some upgraded brakes as well. Was about 320bhp. Great car and it was our only one for many years.
In about 1997 I got a job as a mortgage advisor and received a company car which formed part of a salary sacrifice scheme as well. I bought the new at the time VT Commodore S, which had a supercharged 3.8 V6 mated to a 4 speed auto. Not the greatest engine a bit coarse but was as powerful as the 5l V8s. 171kw or 230bhp. Of course despite it being a company car, I modded it. Unichip, 3 inch exhaust and different pulley belt. Got it up to 200kw. I recall running 15.2 second quarters at Eastern Creek RWYB on Wednesday afternoons.
Had this for about a year and one day whilst being serviced at the Holden dealership I saw that they had a 1997 WRX Clubspec on the forecourt. It was a year old, low mileage. Already had a 3 inch exhaust, Microtech piggyback ECU, boost controller, bodykit and Simmons OM 17inch wheels. I thought I would give it a test drive for a laugh. I actually bought it and the company car lease was transferred from the VT to the WRX.
Mods started pretty much straight away. Visit to MRT Performance and a new top mount intercooler, filter and I think a VF22 plus a remap. Threw it on the dyno before and after and if I recall the standard engine was 160kw which with the mods already on it was 145kw atw and after was 165kw atw wheels which was closer to 200kw. Certainly at that spec it could just about keep up with my friends new STi which had just come out. Ran 13.8 second qtrs. Back in 1999 there was nothing that could touch this level of performance
Was happy with this and the VH Commodore which the missus mainly drove for a while. But this was the time of the Subaru craze, 1 year waiting lists for WRX and STIs being sold way over list price and big hp builds. So with a mechanic friend we hatched a plan for a decent build. Forged pistons, rods etc with a GT35 turbo, which was way too big. But what did we know? We were V8 boys trying something new. Ended up with 265kw atw which was double the power of standard car. I can still picture the power curve. It was vertical as all the power came in over 100rpm. At that stage it was still on the standard 5 speed but would run 12.7 second quarters with come mechanical sympathy for the gearbox. Upgraded to Whiteline springs, Arbs and other bits and pieces and a PAR strengthened synchro gearset.
As things were going well workwise with lots of money coming in, I went and bought a nearly new HSV Clubsport R8 with the new 5.7l engine. 250kw. I drove straight from the dealer to my exhaust place with two 3 inch system added, larger throttle body and Unichip. Ended up at 300kw. It was a beast of a car for the time. I think despite the best efforts of the auto and massive wheelspin, it managed 14.2 sec qtrs. It was a laugh though as would do burnouts all day.
Stayed with the 3 cars for a while until the missus wanted to move back to her motherland, Cyprus before the kids got older.
This was a bit of a disaster car wise as taxes in Cyprus meant to import a car with 5.4l and 5.7l I would have been disastrous. The tax on the 5.7l was as much as I had paid for a nearly new car. So had to sell both which was a bit of a shock as I am not one to sell and had considered holding onto both for as long as I could.
So onto Cyprus, where I immediately found that standard WRX brakes were not very good on the mountain roads. So ordered a set of KAD Scoobysport 330mm 6 piston brakes. Happily drove with this for a while but then had some issues with engine as was running without and oil cooler and always thrashing it on the mountain roads. This was about 2003 or so. So engine rebuild, with new 2.5l crank, oversize JE pistons, rods were fine, oil cooler and a Electromotive Tec 3 ECU. This setup went well and although never dynoed it did run 12.2 sec qtr.
Whatever the power was the PAR gears decided that they had enough, so a PPG straight cut dog gearset went in. This was in a daily driver. My kids who were 5 & 7 by then loved it. The missus not so much.
I think in 2005 a bolt in roll cage was ordered and put in as I was going to do hillclimbs in the street class.
This lasted one season before they then banned this class and wanted weld in cages. As I was hooked on hillclimbs I took the decision to strip it. Looking back now, it was a mistake as the car was so good to drive as it was despite the straight cut gears and laggy turbo. From here on in, it was a love/hate relationship as never had the funds to do things correctly as wages were so much lower than in Australia and as an early 30 year old I was not getting anywhere financially. I really wanted to move back to Sydney as the novelty factor had worn off.
Way back in 1997 in Sydney we became aware of a car that was spanking the local V8s and many sportscars. It was the Impreza WRX. Being a true blue Aussie and a Holden fan, I considered 4 cylinders and turbos to be a bit rubbish. At the time I owned a 1982 VH Commodore SL/E which was a top of the line model with cruise control, disc brakes all round, full leather and luxurious velour and thick carpet everywhere. When I initially bought it t was bog standard with a 253ci 4.2L V8 mated to a 3 speed Trimatic.
I believe I bought it in 1991. By 1997 it was sporting a breathed upon 5L stroked to 5.4l or 334ci, duel fuel LPG conversion mated to a Supra 5 speed manual conversion with i think 3.55 diffs which made it shift. Bilstein suspension and some upgraded brakes as well. Was about 320bhp. Great car and it was our only one for many years.
In about 1997 I got a job as a mortgage advisor and received a company car which formed part of a salary sacrifice scheme as well. I bought the new at the time VT Commodore S, which had a supercharged 3.8 V6 mated to a 4 speed auto. Not the greatest engine a bit coarse but was as powerful as the 5l V8s. 171kw or 230bhp. Of course despite it being a company car, I modded it. Unichip, 3 inch exhaust and different pulley belt. Got it up to 200kw. I recall running 15.2 second quarters at Eastern Creek RWYB on Wednesday afternoons.
Had this for about a year and one day whilst being serviced at the Holden dealership I saw that they had a 1997 WRX Clubspec on the forecourt. It was a year old, low mileage. Already had a 3 inch exhaust, Microtech piggyback ECU, boost controller, bodykit and Simmons OM 17inch wheels. I thought I would give it a test drive for a laugh. I actually bought it and the company car lease was transferred from the VT to the WRX.
Mods started pretty much straight away. Visit to MRT Performance and a new top mount intercooler, filter and I think a VF22 plus a remap. Threw it on the dyno before and after and if I recall the standard engine was 160kw which with the mods already on it was 145kw atw and after was 165kw atw wheels which was closer to 200kw. Certainly at that spec it could just about keep up with my friends new STi which had just come out. Ran 13.8 second qtrs. Back in 1999 there was nothing that could touch this level of performance
Was happy with this and the VH Commodore which the missus mainly drove for a while. But this was the time of the Subaru craze, 1 year waiting lists for WRX and STIs being sold way over list price and big hp builds. So with a mechanic friend we hatched a plan for a decent build. Forged pistons, rods etc with a GT35 turbo, which was way too big. But what did we know? We were V8 boys trying something new. Ended up with 265kw atw which was double the power of standard car. I can still picture the power curve. It was vertical as all the power came in over 100rpm. At that stage it was still on the standard 5 speed but would run 12.7 second quarters with come mechanical sympathy for the gearbox. Upgraded to Whiteline springs, Arbs and other bits and pieces and a PAR strengthened synchro gearset.
As things were going well workwise with lots of money coming in, I went and bought a nearly new HSV Clubsport R8 with the new 5.7l engine. 250kw. I drove straight from the dealer to my exhaust place with two 3 inch system added, larger throttle body and Unichip. Ended up at 300kw. It was a beast of a car for the time. I think despite the best efforts of the auto and massive wheelspin, it managed 14.2 sec qtrs. It was a laugh though as would do burnouts all day.
Stayed with the 3 cars for a while until the missus wanted to move back to her motherland, Cyprus before the kids got older.
This was a bit of a disaster car wise as taxes in Cyprus meant to import a car with 5.4l and 5.7l I would have been disastrous. The tax on the 5.7l was as much as I had paid for a nearly new car. So had to sell both which was a bit of a shock as I am not one to sell and had considered holding onto both for as long as I could.
So onto Cyprus, where I immediately found that standard WRX brakes were not very good on the mountain roads. So ordered a set of KAD Scoobysport 330mm 6 piston brakes. Happily drove with this for a while but then had some issues with engine as was running without and oil cooler and always thrashing it on the mountain roads. This was about 2003 or so. So engine rebuild, with new 2.5l crank, oversize JE pistons, rods were fine, oil cooler and a Electromotive Tec 3 ECU. This setup went well and although never dynoed it did run 12.2 sec qtr.
Whatever the power was the PAR gears decided that they had enough, so a PPG straight cut dog gearset went in. This was in a daily driver. My kids who were 5 & 7 by then loved it. The missus not so much.
I think in 2005 a bolt in roll cage was ordered and put in as I was going to do hillclimbs in the street class.
This lasted one season before they then banned this class and wanted weld in cages. As I was hooked on hillclimbs I took the decision to strip it. Looking back now, it was a mistake as the car was so good to drive as it was despite the straight cut gears and laggy turbo. From here on in, it was a love/hate relationship as never had the funds to do things correctly as wages were so much lower than in Australia and as an early 30 year old I was not getting anywhere financially. I really wanted to move back to Sydney as the novelty factor had worn off.
2006 rolled around and car was stripped and a weld in roll cage was put in. Added a set of OZ Racing 17 inch wheels with R888 and also AST 3 way suspension. Car already had an external swirl pot system with a Bosch Motorsport 044. Upgraded to some bigger injectors most likely 850cc.
New mapping session although only ran on pump fuel and kept it road registered. I believe it was about 380bhp (283kw) at the wheels, which was in line with expectations with the rebuilt engine and new engine management system. This was always on the stock open deck block and standard heads although with some STi spec cams.
By this time the hillclimb scene in Cyprus had really taken off. Minimum 40 car grids with many workshop Evos, Imprezas and Lancia ranging from 600-800 bhp. Unfortunately as I was modded I was in the same category, so was always just a midfield car. But I enjoyed doing it.
In early 2008 I bought the 2001 STi (see my 2001 STi refurb thread) from the UK and as it was mapped for 20% meth mix I had to get Paul Blamire from Zen Performance out. He had supplied me with the PPG gearset and a few other bits and pieces over the years.
It was a chance for him to map the WRX as well. He sorted a few ‘local’ inspired incorrect mods and mapped it. Good result with 400bhp atw on pump fuel and we ran a race fuel map as well which yielded 440bhp. This was much better and it felt like the GT35 turbo was finally working. The 2.5 STi on the same day was also at 400bhp but with a much smaller turbo and a heap more torque. When the GT35 woke up though at the top end there was a 100hp difference. Still too laggy but at least when it came in it was savage.
Ran for another year or two in hillclimbs but the competition had well and truly moved on with ever more powerful engines and aero, slicks, tyre warmers and full teams as the workshops tried to outdo each other. So despite extra bhp I was still midfield.
New mapping session although only ran on pump fuel and kept it road registered. I believe it was about 380bhp (283kw) at the wheels, which was in line with expectations with the rebuilt engine and new engine management system. This was always on the stock open deck block and standard heads although with some STi spec cams.
By this time the hillclimb scene in Cyprus had really taken off. Minimum 40 car grids with many workshop Evos, Imprezas and Lancia ranging from 600-800 bhp. Unfortunately as I was modded I was in the same category, so was always just a midfield car. But I enjoyed doing it.
In early 2008 I bought the 2001 STi (see my 2001 STi refurb thread) from the UK and as it was mapped for 20% meth mix I had to get Paul Blamire from Zen Performance out. He had supplied me with the PPG gearset and a few other bits and pieces over the years.
It was a chance for him to map the WRX as well. He sorted a few ‘local’ inspired incorrect mods and mapped it. Good result with 400bhp atw on pump fuel and we ran a race fuel map as well which yielded 440bhp. This was much better and it felt like the GT35 turbo was finally working. The 2.5 STi on the same day was also at 400bhp but with a much smaller turbo and a heap more torque. When the GT35 woke up though at the top end there was a 100hp difference. Still too laggy but at least when it came in it was savage.
Ran for another year or two in hillclimbs but the competition had well and truly moved on with ever more powerful engines and aero, slicks, tyre warmers and full teams as the workshops tried to outdo each other. So despite extra bhp I was still midfield.
By about 2011 the hillclimb scene started to fall away with smaller grids and many of the big name cars also dropping out, as the economy started to worsen. On a personal level I decided to park it as well, as I either had to take it seriously and move to the next level of power, aero and brakes plus driver training or stop. I did stop but always with the view to start up again.
Unfortunately the lay-off lasted 4 years before I decided next steps. During that time I managed to source parts from unfinished projects. This initially included a new valve train with some Jun cams, double valve springs, new valves retainers etc. These were all new. I also managed to source form the UK a freshly built 2L CDB with a 2.5l crank and Lateral race rods.
I spoke with my mechanic who said bring it in as not to busy. This was early 2016. We discussed that he was to source some STi heads and add the valve train in, rotate inlet manifold and shorten intercooler piping plus clean and respray of engine bay. Also external fuel tank with dual Bosch pumps and to go MoTEC plus digital dash. Spec C inlet manifold, new 1000cc ID injectors, RCM equal length fuel system and rails.
To cut a long story short, 3 years later engine was finally built and car started. This was despite constant requests to get finished asap as wanted to race, as by now there was also a track built with Time Attack and auto sprints.
When I was called to go see it, I find that engine bay was not painted, engine had not even been steam cleaned, no rotated manifold, same intercooler pipes and my standard WRX heads used. This was not what we agreed right up until even a month before. I quickly settled the engine rebuild bill called a tow truck and got it sent to a body shop as was that was the next step on the agenda. I would need to consider what to do with engine and then ECU at a later date.
I had bought a set of RCM Alcon 365mm motorsport brakes for the front and was to add the Brembos for the rear form the STI or add a 343mm Alcon kit for the rear. This necessitated 18 inch wheels which was also a chance to go wider.
Choice was between flares or widebody kit and I chose the latter. This work went very smoothly and a heap of rust was cut out around rear window. Car had been parked in the yard of the mechanic so my pristine paint had faded. This required a full respray which I did at this stage. Albeit the engine bay also required it, I just could not face that issue without considering longer term changes.
Unfortunately the lay-off lasted 4 years before I decided next steps. During that time I managed to source parts from unfinished projects. This initially included a new valve train with some Jun cams, double valve springs, new valves retainers etc. These were all new. I also managed to source form the UK a freshly built 2L CDB with a 2.5l crank and Lateral race rods.
I spoke with my mechanic who said bring it in as not to busy. This was early 2016. We discussed that he was to source some STi heads and add the valve train in, rotate inlet manifold and shorten intercooler piping plus clean and respray of engine bay. Also external fuel tank with dual Bosch pumps and to go MoTEC plus digital dash. Spec C inlet manifold, new 1000cc ID injectors, RCM equal length fuel system and rails.
To cut a long story short, 3 years later engine was finally built and car started. This was despite constant requests to get finished asap as wanted to race, as by now there was also a track built with Time Attack and auto sprints.
When I was called to go see it, I find that engine bay was not painted, engine had not even been steam cleaned, no rotated manifold, same intercooler pipes and my standard WRX heads used. This was not what we agreed right up until even a month before. I quickly settled the engine rebuild bill called a tow truck and got it sent to a body shop as was that was the next step on the agenda. I would need to consider what to do with engine and then ECU at a later date.
I had bought a set of RCM Alcon 365mm motorsport brakes for the front and was to add the Brembos for the rear form the STI or add a 343mm Alcon kit for the rear. This necessitated 18 inch wheels which was also a chance to go wider.
Choice was between flares or widebody kit and I chose the latter. This work went very smoothly and a heap of rust was cut out around rear window. Car had been parked in the yard of the mechanic so my pristine paint had faded. This required a full respray which I did at this stage. Albeit the engine bay also required it, I just could not face that issue without considering longer term changes.
rossub said:
What baffles me is that in 1997-00 the WRX cars had the same power as the STI from the factory!
Did they? If I recall in Australia we had 160kw WRX and when they imported the STI in 1998, they were 206kw which was the Japanese 276bhp cap.Certainly mine needed the bigger turbo and top mount plus map to be close to the STI.
Thinking that after the engine build and body shop work I would be racing, I ordered a set of front brakes from RCM. These were a new kit and are a 'budget' motorsport kit without going over the top. Alcon 365mm 6 piston. Still have not decided whether I will run rear STI Brembos or get the matching Alcon 343mm motorsport kit.
Also had a chance to get some cheap Yokohama AO52 in a 265/40/18. Quite a big chunky tyre wall. Would have preferred 255 but these will do. This meant I needed a set of wheels. So picked up a set of 18x9 Rotas with the idea that when I started racing I could update to a lighter forged wheel. The Rotas also fit on the STI if I wanted to swap wheels for a different look.
Still need to sort a front diffuser and rear as well. Wing has to be installed but need to sort some type of bracing as boot lid is now fibreglass. May chop out rear floor and make it flat and build in some supports.
Rear lights are an acquired taste but the excuse is that it was 2005 or so when I bought them and that was the in thing. May just leave them on as so many people have said they are ugly.
Also had a chance to get some cheap Yokohama AO52 in a 265/40/18. Quite a big chunky tyre wall. Would have preferred 255 but these will do. This meant I needed a set of wheels. So picked up a set of 18x9 Rotas with the idea that when I started racing I could update to a lighter forged wheel. The Rotas also fit on the STI if I wanted to swap wheels for a different look.
Still need to sort a front diffuser and rear as well. Wing has to be installed but need to sort some type of bracing as boot lid is now fibreglass. May chop out rear floor and make it flat and build in some supports.
Rear lights are an acquired taste but the excuse is that it was 2005 or so when I bought them and that was the in thing. May just leave them on as so many people have said they are ugly.
Edited by Falcon500 on Friday 6th September 12:16
I found my folder of receipts and looks like a fair bit more bits and pieces were included which I had forgotten about. I am trying not to look at prices as I go. I did not realise that I actually have a very good setup from gearbox, suspension, brakes and diffs. Has never been fully integrated and the driver needs some work as well.
May 2003 added a 4.44 STi Type RA rear diff.
Back in May 2005 I ordered a PWR aluminium radiator from Australia. No idea why from Australia as freight was 30% of the price of the radiator.
June 2005 Samco radiator hose kit because of new radiator
RCM inlet manifold heat spacers
Nov 2005 was only Grp N engine and gearbox mounts plus the a pitching stopper from RCM
July 2006 it looks like I went to town on the Whiteline catalogue. Again from RCM.
Rear adjustable arms
Steering rack support
Lower control arms
Heavy duty sway bar mounts
Front and rear drop links
Front of rear diff support
Toe lock kit
D bush for roll bar
Super lightweight pulley kit and a set for Pajid pads.
The positive about these parts is that I have a good base to build upon 14 years later! I can’t say that we ever got on top of the suspension even when I added the AST suspension in. So once I get a good setup car will be much better. Not sure what state bushes will be in, but has only done a few thousand kilometres in that time and no salt and probably never driven in rain either once it became a track car. So if any issues they will be age related.
May 2008 I ordered a GC8 high ratio steering rack and a turbo blanket from Zen. It was at this time that Paul came and mapped this and the STi.
April 2009 KAAZ GC8 / GDB – (Rear differential R180) 1.5 Way and KAAZ 1.5 way centre LSD. I will have to check if I did anything with the front diff. For some reason thinking that I did that as well, possibly in 2006.
I do remember the KAAZ diffs as I had to break them in by doing figure 8s in an empty shopping centre car park.
Sept 2009 shows fitting of the two LSDs a heap of work including replacement of 5th gear synchro and reverse. It looks like a whole Type RA rear end was sourced with shafts and brakes as well.
May 2003 added a 4.44 STi Type RA rear diff.
Back in May 2005 I ordered a PWR aluminium radiator from Australia. No idea why from Australia as freight was 30% of the price of the radiator.
June 2005 Samco radiator hose kit because of new radiator
RCM inlet manifold heat spacers
Nov 2005 was only Grp N engine and gearbox mounts plus the a pitching stopper from RCM
July 2006 it looks like I went to town on the Whiteline catalogue. Again from RCM.
Rear adjustable arms
Steering rack support
Lower control arms
Heavy duty sway bar mounts
Front and rear drop links
Front of rear diff support
Toe lock kit
D bush for roll bar
Super lightweight pulley kit and a set for Pajid pads.
The positive about these parts is that I have a good base to build upon 14 years later! I can’t say that we ever got on top of the suspension even when I added the AST suspension in. So once I get a good setup car will be much better. Not sure what state bushes will be in, but has only done a few thousand kilometres in that time and no salt and probably never driven in rain either once it became a track car. So if any issues they will be age related.
May 2008 I ordered a GC8 high ratio steering rack and a turbo blanket from Zen. It was at this time that Paul came and mapped this and the STi.
April 2009 KAAZ GC8 / GDB – (Rear differential R180) 1.5 Way and KAAZ 1.5 way centre LSD. I will have to check if I did anything with the front diff. For some reason thinking that I did that as well, possibly in 2006.
I do remember the KAAZ diffs as I had to break them in by doing figure 8s in an empty shopping centre car park.
Sept 2009 shows fitting of the two LSDs a heap of work including replacement of 5th gear synchro and reverse. It looks like a whole Type RA rear end was sourced with shafts and brakes as well.
Sub5 said:
Another good read Falcon. Always like to see a good scooby build thread. You have 2. I’m spoiled. Thank you.
Not sure what you’ll think taking her on track after the BAC Mono....dare I say it might seem slow....
Thanks. Yes I think might feel slow especially in corners and despite a PPG dogbox it won't match the Hewland sequential. Albeit power to weight might be close as should be double power and just on double the weight. Not sure what you’ll think taking her on track after the BAC Mono....dare I say it might seem slow....
Will take them all drag racing and Time Attack and compare. I understand from BAC that it's a bit tricky to get off the line but then it will catch most cars over the QTR mile. They were a bit surprised when I mentioned drag racing.😁
Falcon500 said:
Thanks. Yes I think might feel slow especially in corners and despite a PPG dogbox it won't match the Hewland sequential. Albeit power to weight might be close as should be double power and just on double the weight.
Will take them all drag racing and Time Attack and compare. I understand from BAC that it's a bit tricky to get off the line but then it will catch most cars over the QTR mile. They were a bit surprised when I mentioned drag racing.??
Should you ever feel the need to compare them on track, I can make myself available anytime. I’m not bothered which one I drive Will take them all drag racing and Time Attack and compare. I understand from BAC that it's a bit tricky to get off the line but then it will catch most cars over the QTR mile. They were a bit surprised when I mentioned drag racing.??
Decided on the weekend to bring the car home and have a look at what needs to be done to get it track ready.
Unfortunately although a pretty good spec it does need some work to be competitive.
First up - recently rebuilt engine coming out and will be converted to shimless buckets from a later GDB. I had asked for this to be done, but only new shims were put in, which is not what I wanted.
New turbo. Either an Owen Developments custom job, Precision 5558 or a Garrett G30-660 or 770. Staying relatively small as around 600 should make it competitive. Leaning towards Owens.
Back to standard wiring loom and fit a Link ECU. Current loom was made for the Electromotive Tec3 that was installed in early 2000s.
Full clean up and respray of engine bay and underside looking for any hidden rust. Will see if can fix some of the dodgy rollcage welding. Had a Custom Cages sent over many years ago and then a professional did a non professional job when installing
New intercooler piping and rotate manifold
New rear Alcon motorsport brakes to match fronts
Send off 3 way AST for a checkover and refresh as have been on car since 2005 or so. Very low mileage but want to make sure no perished parts
Aero. But not just bolt on an off the shelf wing., Have been speaking with a UK aero specialist and will do some front to rear aero balancing.
New dash design. A fair bit lighter.
List goes on...
Unfortunately although a pretty good spec it does need some work to be competitive.
First up - recently rebuilt engine coming out and will be converted to shimless buckets from a later GDB. I had asked for this to be done, but only new shims were put in, which is not what I wanted.
New turbo. Either an Owen Developments custom job, Precision 5558 or a Garrett G30-660 or 770. Staying relatively small as around 600 should make it competitive. Leaning towards Owens.
Back to standard wiring loom and fit a Link ECU. Current loom was made for the Electromotive Tec3 that was installed in early 2000s.
Full clean up and respray of engine bay and underside looking for any hidden rust. Will see if can fix some of the dodgy rollcage welding. Had a Custom Cages sent over many years ago and then a professional did a non professional job when installing
New intercooler piping and rotate manifold
New rear Alcon motorsport brakes to match fronts
Send off 3 way AST for a checkover and refresh as have been on car since 2005 or so. Very low mileage but want to make sure no perished parts
Aero. But not just bolt on an off the shelf wing., Have been speaking with a UK aero specialist and will do some front to rear aero balancing.
New dash design. A fair bit lighter.
List goes on...
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