Now the turbo blows through the supercharger, into the air/water charge cooler (another Stafford piece), then into the engine. It takes serious orchestration to take an output of around 580 hp (from a 2.0-liter four, for goodness sake) and retain some kind of drivability. It all starts with a reprogrammed ECU, which then marshals its deputies: an AEM boost controller (an ARK boost controller is kept on board as a spare-a teensy bit obsessive?) and an NGK wideband controller, while sparking comes from Okada plasma coils (which, according to Profera, add 3 hp).
Boost levels are 14 psi with 89-octane gas, 24 with 91, and 32 when Profera gets hold of the good 100-octane stuff. Much of the plumbing is held in place by Wiggins clamshell clamps. They're expensive, but they can handle 80 psi.
Under-hood temperatures might cause a mercury shortage were it not for the Stafford rear-mounted oil cooler, Pro Alloy radiators and heat exchangers, and Spal fans. A Jabsco water pump services the charge cooler while a Johnson water pump attends to the rear-mounted radiator. What used to be the small luggage space behind the engine has now been co-opted by all these extra necessities. Essential lubrication is aided by a Circuitworx oil pump, a Moroso oil pan (modified for an eight-quart capacity), and a Stafford oil catch can.
Since the original rear end had been remodeled by a Peterbilt, it was time to concentrate on the exterior. Profera plumped for Brit beautification and contacted ReVerie for a carbon front splitter, rear diffuser, canards, seats, and harness bar. The company counts Formula One teams among its client list, so not too shabby.
More CF stuff came from TWRD, in the form of a roof, door panels, and sills. Specialty Car Craft of Los Angeles fashioned the front and rear fender flares, side intakes and side skirts, attached the Craft Square mirrors, then applied the paint-a Ferrari-derived grey. Note the lack of front-end turn signals. They've been replaced with Rizoma motorcycle counterparts and stashed in the headlight assembly.
Inside are ReVerie CF bucket seats, Sparco harnesses, and flat-bottom steering wheel (the latter affixed to a Works Bell quick release adaptor), complemented by a TWRD CF center console and dash. Housed within is a Panasonic Avic N3 head unit with DVD, XM, navigation, and monitor for a rear-view camera. Extra buttons, switches and dials, such as the AEM wideband A/F gauge, are placed intelligently and discreetly. As is the small-footprint Braille battery-deep in the passenger footwell.
After sinking around $135,000 into this build (including $40,000 or so for the car itself), Profera, a retired seller of collectable cars, has something extremely special. Or even just extreme. Every non-standard component has been made well and fitted well. Then there's the performance. "It was tuned in Death Valley," says Profera. "Like the OEM guys."
In third gear, the engine can pull sweetly and without effort from low revs right up to triple-digit speeds in no time. The acceleration is simply astonishing. Seriously, it could embarrass a few sport motorcycles. If someone were to encounter such speed while playing a video game, they would criticize it for not being realistic. But it's real, all right. The turbo whoosh and supercharger whistle combine into what sounds like a Harrier jet. Or a drill devised by the world's most evil dentist.
While this kinetic and aural feat might mean mission accomplished for some, an obsessive nature is inclined to keep going. Only recently has Profera turned the last bolt on the installation of a Master Shift column-mounted sequential paddle shifter. And he plans to sprout a DTM-style rear wing. "I'm not dealing with any rules," he says, "because I'm not racing."
He's not racing. He's just going really, really fast.