A PERSONAL SUPERLITE BUILD
Built around
the obsession.
01 / POWERPLANT
Supercharged V8 power.
Engineered as a complete system.
Gen V LT4 dry-sump crate engine
Factory LT4 ratings; this build's measured output is not documented here. Chevrolet specifications
Drag to rotate. Arrow keys turn, Home resets, Space pauses. Rotation resumes 3 seconds after release.
Assembled study.
BEYOND THE ENGINE
02 / DRIVETRAIN
A six-speed Graziano manual transaxle as seen in the Audi R8 and Lamborghini
Gallardo.
Modified with an HCF drop gear to match the LT4’s characteristics.
Press Space or Enter on the model to pause or resume animation.
THE CONNECTION
The HCF drop gear adapts the Graziano to the lower-revving LT4. An HCF flywheel and Tilton twin-disc clutch complete the connection between engine and transaxle.
02 / ELECTRONICS
A clear driver interface, managed electrical loads, and factory engine control. The next layer is a custom controller for active aero.
SUPPLIED D6 HARDWARE REFERENCE
An AiM 6-inch PDM display puts vehicle data and warnings in the driver's sightline. The supplied D6 CAD gives the dashboard packaging a real hardware envelope.
PDM / EXACT MODEL TO CONFIRM
Power distribution brings electrical loads, circuit protection, and fault feedback into a managed system. Output assignments and protection settings follow the actual module and loom design.
CONFIRMED BUILD EQUIPMENT
The stock GM ECU anchors LT4 engine management. HP Tuners provides the calibration, scanning, and data-logging workflow for understanding and refining its operation.
PLANNED / CUSTOM CONTROLLER
The active wing needs its own sensing, actuation, and fail-state decisions. Custom aero control is planned; the operating strategy and physical integration remain engineering work to complete.
BUILD IN PROGRESS GM ECU and HP Tuners are confirmed. AiM display geometry is supplied; installation and final display setup are still to document. PDM identification is pending. Custom active-aero control is planned.
03 / SUSPENSION
DESIGN IN PROGRESS
The rear cantilever needs a rethink. Then comes the tuning: QA1 MOD dampers, Hyperco springs, and front and rear sway bars designed around this chassis.
Drag to rotate. Arrow keys turn, Home resets, Space pauses. Rotation resumes 3 seconds after release.
Illustrative service-access separation. Packs are offset for visibility; internal valving is not reconstructed.
01 / REAR CANTILEVER
The rocker translates wheel movement into damper movement. Reworking its pivots and pickup points lets us shape motion ratio and progression, use the available damper stroke, and keep clearance through bump and droop.
Motion ratio = shock movement ÷ wheel movement.
Hardpoints, ratios and travel margins still need to be established on the car.
02 / QA1 MOD SERIES
Independent high- and low-speed compression and rebound adjustments give the MOD series four ways to shape damping. “Speed” means shock shaft speed, not road speed.
The piggyback nitrogen canister attaches directly to the shock base. QuickTune’s external compression and rebound valve packs can be swapped on the car. This study adds those visible features to the supplied coilover CAD; final dimensions and full-travel clearance remain design tasks.
Adjustment functions overlap. Final valving and settings need testing.
03 / FRONT + REAR SWAY BARS
Designing both bars from scratch gives us control of packaging, lever arms and front-to-rear roll stiffness. The aim: tune roll resistance and handling balance without relying only on stiffer road springs.
Bar section, arm length, links and mounts will be developed together. Loads, clearance, fatigue and vehicle testing still need to validate the design.
04 / ACTIVE AERO · PLANNED
The rear element sits at its higher illustrative angle. Select DRS to flatten its orientation.
Drag to rotate. Arrow keys turn, Home resets, Space pauses. Rotation resumes 3 seconds after release.
WING ONLY / ILLUSTRATIVE ESTIMATE
Illustrative, unvalidated wing-only model. GT3 RS coefficients have not been verified; both coefficients below are arbitrary assumptions.
F↓ = ½ ρ v² S C↓
Use density 0.1–2 kg/m³, reference area 0.01–5 m², and coefficients 0–4. Empty or invalid inputs cannot produce an estimate.
Assumed C↓ =
lbf ↓
N
F↓ = 0.5 × ρ × v² × S × C↓
Assumed C↓ =
lbf ↓
N
F↓ = 0.5 × ρ × v² × S × C↓
JavaScript enables the speed control, editable assumptions and estimates. The force equation remains available as an educational model.
ASSUMED OVERALL SPAN70 in / 1.778 m
SHARED REFERENCE AREA S
Example area only until the local CAD footprint is available.
The 210 mph slider limit is a chosen illustration range, not a measured top speed. A separate, provisional gearing estimate is about 205.7 mph at 6,600 rpm with 325/25ZR20 rear tires, 0.70 sixth gear, an assumed 1.04 drop gear and 3.462 final drive. Tire rolling diameter and gearing assumptions are not verified as an operating speed.
Positive force means downforce. The same reference area is used for both positions; their assumed coefficients create the difference. Car speed assumes still air.
The 1.00 / 0.30 coefficients are arbitrary examples, not verified GT3 RS values or CFD / wind-tunnel results. This estimates wing-only vertical force, not whole-car aero, drag reduction or setup guidance. Real coefficients vary with angle and flow conditions. Porsche's published total-car downforce does not establish coefficients for this wing or these poses.
Conversions: v (m/s) = speed (mph) × 0.44704; 1 lbf = 4.448221615 N. Model: NASA lift equation, using a positive-downward coefficient convention.
The wing and custom control modules are planned. Integration, actuation, control logic, and validation remain future work.