When Rune bought the car, it was already wearing an adjustable track suspension, but the components were badly worn. Springs and dampers were subsequently replaced with H&R RSS coilovers. According to Evosport's Brad Otoupalik, this suspension is not adjustable, but for the entry level racer, that's usually a good thing.

"Adjustability can prove problematic for the amateur racer," he says. "It's too easy to adjust settings beyond the correct parameters. We have a lot of experience with the H&R kit. The spring rates, shock rebound, and damping are all mated to each other." This allows the entry-level driver to focus more on improving his skills and familiarizing himself with his car than on trying to mix and match a proper suspension setup. The H&R RSS has been tuned and optimized by actual German race engineers, which most of us are not, and development took place on the Nürburgring.

H&R upper front camber plates were also added for front camber adjustments for optimal front-wheel bite on braking and turn-in, as well as an H&R antiroll bar installed for much the same reason. The factory rear bar was removed entirely to improve the independent rear suspension's compliance and to optimize contact patch at the drive wheels for powering out of corners.

For track wheels, Evosport generally recommends Enkei NT03+M cast alloys because they offer an ideal combination of strength, low overall weight (20 pounds for a 10x18, which is what resides in all four of this car's wheel wells), and affordability (each costs about $300). They're bolted to the hubs using H&R studs for greater reliability under racetrack stresses, and for ease of changing wheels. As far as rubber, Glifberg cut his racing teeth on Continental ContiSportContact 3 street tires. As he gets more serious and starts moving into competition settings like time attack events, he'll switch to Hoosier R-compounds.

Behind the wheels, the stock brakes were upgraded using Rotora hardware. Namely, this kit is Rotora's Super Challenge race-spec system with forged six-piston (front) and four-piston (rear) calipers that include titanium piston inserts, billet aluminum caliper brackets, H9 carbon-metal endurance pads, and braided stainless lines. The rotors are 14-inch steel discs, the largest possible that'll fit behind the 18-inch wheels.

Under the vented Vorsteiner hood, the S54 straight six remains naturally aspirated but subject to an array of performance mods filed under Evosport's Evo II power package, designed to take the S54's output from 275 wheel-hp to upwards of 305-a roughly 10 percent gain at the tires.

Induction is initiated with a Stage 1 AFE intake, the best system Evosport has tested for this application. On the engine's hot side, Evosport headers, mandrel-bent tubular units with pulse-tuned merge collectors, feed spent combustion gases into Evosport race midpipes that replace the factory catalysts.

Out on the fringes, Evosport Power Pulleys are installed to reduce parasitic accessory drag and include pulleys for the alternator, water, and power steering pumps. (A crank pulley is not included, as this can cause harmonics issues with the long S54 crankshaft and cause potentially extreme reliability faults.) Hardware mods are harmonized with software developed jointly between Evosport and Powerchip, which both optimizes performance and smooths drivability by re-plotting the S54 drive-by-wire throttle maps.

All power mods present on this car, with the exception of the midpipes (which your local smog station could take issue with), are Evosport-recommended even on a dedicated street car.

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