While the sweet spot in the 3.6-liter twin-turbo's launch cycle doesn't come until around 4500 rpm, the design of the two 14.5-psi (starting at 3500 rpm) 'hybrid' turbochargers-with fat, cold side by KKK Borg Warner; quick-spinning, tight, hot side by Sportec-nips the huge lag that could easily happen before that sweet spot, preventing psychedelic flashbacks of the 930 3.0 Turbo. It works in getting the car rolling around town, but honestly, this car is like a frothing rat in a cage on city streets. The six-speed Getrag manual (cogs one through five pulled from 993 GT2 racing blueprints, sixth gear taken from the 959 catalog) is understandably yippy at low revs with its sturdy twin-plate Sachs competition clutch. Just get macho on the thing and be the boss. Once it rolls over and lets you gum its neck, you are the alpha male.
In its element on the Spanish autovia, at a casual 85 mph in fifth gear, my host encourages me to stop being so civic-minded and pop it. With twin Audi S3 throttle bodies fully open, the sensation is a bit like the entire car acting as the turbocharger body-with me as the turbine. I am heaved ahead in a series of tidal waves dwarfing anything ever seen at Waimea Bay in January. The sound really is like big surf crashing on all sides as I grip the padded TVR steerer, making sure my ass is planted in the Recaro. At 205 mph and 8600 rpm in sixth, I let up only because the Earth has started spinning backwards. Normally, Sportec opens the blow-off valves at deceleration to minimize the popping sound, but Gerster wants this noise because it reminds him of the Ferrari F40. I like this guy.
The car's explosiveness is corralled nicely by the added rigidity of a steel roll cage. Herr Gerster also opted for the cross brace under the rear window, as well as motorsport-inspired side braces outboard of each seat. The version of Porsche Stability Management (PSM) used here is from the current GT3 RS and it can be switched off completely. Sportec admits that all-wheel traction would significantly improve controllability and is engineering a version that sends 12 to 20 percent of torque to the front axle. Ceramic discs for stop-on-a-dime braking include the same optional 15-inch units in front offered on the new Audi S8 and Lamborghini Gallardo. It wears light-alloy Brembo calipers at every corner.
New electro-hydraulic steering from TVR is a tremendous upgrade for the handling package. For this drive, the harder springs from H&R (they supply all Bilstein springs) and adjustable Bilstein dampers used at the Nardo test are still mounted. All rubber joints at both axles are now uniball, so camber adjustments remain perfect at any race circuit, even more so with connecting arms pulled from the latest GT3 RS bin. Camber with road tires in front and added shims can reach three degrees, or 3.5 degrees with Cup treads, while the rear axle permits a maximum of 2.5 degrees. Today, on public roads with the default 1.8 degrees front and two degrees rear, responsiveness to every steering whim is right on the money.
Starting price is roughly $450,000 and only 10 SPR1 cars will be built. North Americans cannot purchase this complete car for road use yet, but never say never. For penny-pinching shoppers, Sportec also offers a 700-hp T70, but don't make me howl in your face, you cement mogul wannabe.
Sportec Spr1 T80
*Layout
Longitudinal rear engine, rear-wheel drive
*Engine
3.6-liter flat-six, dohc, 24-valve, custom air intakes, Sportec exhaust, dual Bosch injectors, modified software
*Transmission
Getrag six-speed manual
*Suspension
H&R springs, electro-adjustable Bilstein dampers, uniball joints for strut linkage, multi-link rear
*Brakes
F: Eight-piston light alloy Brembo calipers, 15.2-inch drilled ceramic rotors, braided stainless steel linesR: Four-piston light alloy Brembo calipers, 13.8-inch drilled ceramic rotors, braided stainless steel lines