Qartoumy ran the wicked Corvette in a naturally aspirated configuration at first but soon upgraded it to a twin turbo configuration utilizing two of Garrett’s G35-900 turbochargers. So, Qartoumy turned to the drag racing experts at Late Model Engines to assemble a 7-liter (427 ci) LS7-based powerplant complete with Darton sleeves, Brodix BR7 heads, Wiseco pistons, a Callies crankshaft, and more. Suction cup-like stickability means nothing, though, without proper power to apply it. In the rear, the drag reduction system (DRS) wing works as an air brake when the second element is activated by the air shocks filling up, then re-opens as the killer Corvette picks up speed again. The massive lip up front looks like it’s about to scoop up anything in its way but is strong enough to support the weight of four grown men standing on it. Thanks to the jaw-dropping active aerodynamics package from Affinity Aero, the car produced a whopping 3,260-pounds of downforce when tested at 160 mph. Setting insane lap times on a road course requires a tremendous amount of grip, and Qartoumy’s C6 Corvette has so much downforce that it practically makes its own gravity. ![]() Massive aero, monster grip, humongous power, and a wicked intimidation factor all add up to a winning combination for Feras Qartoumy and his 1,200-horsepower twin turbo Time Attack Corvette Z06. Monster power thanks to twin Garrett turbos and monster grip put Feras Qartoumy’s Time Attack C6 Corvette Z06 on the podium. Living at 7600 ft ASL normally aspirated anything is down in power quite a bit.ApBig Grip and Big Power for This Monstrous Garrett Turbo Time Attack C6 Corvette Z06 Last thing look up some of the air attack videos, 1/2 mile roll-on races at airstrips, some of these modded 335i's do real well against all kinds of interesting and very expensive machinery.Įdit: I guess I forgot the main reason I went with the 335, the turbos. Of course you can slip in a Wavetrac or Qaiffe etc. They do some e-diff thing with the brakes which is not optimal. Oh the one real glaring omission on factory 335 is the lack of a true LSD. Prices on early e9x M3's are dropping into the mid 30's. ![]() Stock susp + the AWD tends to plow like a tractor. Handling is very neutral to mild oversteer, not harsh at all and handles colorado roads and snow well. The other mods I've done are Koni sports (rebound adjust) Eibach pro-kit springs (lower approx 1.4"), M3 rear sway, whiteline subframe bushing inserts. Personally I needed the AWD for where I live up in the mountains (and to some extent the comfort) otherwise I'd have gotten the e92 M3. Neither M3 or 335 launch very well at a drag strip. Stock housing hybrid turbos (Rob Beck or Vargas) plus the mods I mention above 500/500 WHP/WTQ and a 335 runs with a stock C6 Z06 vette. Very fat TQ curve from 2500 rpm to redline. But some relatively cheap engine mods a 335i will destroy it in a straight line. Big job though.Ĭlearly the V8 e9x M3 is the superior track car and autocross weapon, next to the C6 vette. You can swap out M3 subframe bushings lot of guys do that too. My car has the M3 rear sway bar/bushings/brackets and some subframe inserts. ![]() Only the rear for AWD but for RWD front pieces do as well (sway bars strut arms bushings etc.). Turns out most of the M3 suspension bits swap over if you are so inclined. Got the 335xi as more of a luxo-GT car, with some mod potential due to the twin turbos. Which is why I have kept the '95 that I bought brand new. Have driven a bunch of e46 M3's and was disappointed in the power band and weight, esp compared to e36 M3.
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