arrow-right cart chevron-down chevron-left chevron-right chevron-up close menu minus play plus search share user email pinterest facebook instagram snapchat tumblr twitter vimeo youtube subscribe dogecoin dwolla forbrugsforeningen litecoin amazon_payments american_express bitcoin cirrus discover fancy interac jcb master paypal stripe visa diners_club dankort maestro trash


Feature : The RZER Road Registered Time Attack Evo

Feature : The RZER Road Registered Time Attack Evo

When I posted a teaser of this car, we had multiple people asking to see more of it. I always promised that it will be done soon but some how life sort of gets in the way of that. Finally, I've had the chance to sit down and run you through one of the meanest road registered Evo Singapore has to offer. IMG_0590 The car may look completely different but this is actually the same car we featured when TheRightWrong first launched. Back then the car was running a full carbon Voltex style kit since voltex didn't actually make carbon versions of its street kits. In his quest for quicker lap times and after multiple trips down to Sydney for World Time Attack Challenge, Filbert was inspired to have the aerodynamics on his evo properly sorted by the gurus at Voltex.IMG_0664As many of you would know, the process of building the car of your dreams never comes without struggle. Those struggles are what make you cherish the final product when you eventually get there even more. Filbert was no exception, his dream of owning an Evo with the Kyushu Danji time attack kit was shattered when he found out Voltex no longer made the milder version of their time attack kit since the Tilton Interiors Evo kit was already in circulation. While the car is still road registered, he felt that the Tilton kit would be impossible to drive on the street with and the decision to purchase the Kyushu Danji kit was made a little too late. Filbert then reached out to me, knowing that I worked with Ken from CarshopGLOW that had a relationship with Voltex to try his luck one last time, hoping Ken could convince Voltex to produce the kit once more. At the same time, he flew to Japan to personally speak to Nakajima-san of Voltex. His efforts paid off and Nakajima agreed to produce one final kit on condition that the team at Voltex complete the installation since they had to make sure everything was mounted properly. The loads that the aerodynamics produce would likely tear the kit off the car if not done well. Nakajima and the team at voltex eventually flew to Singapore where the kit it took them several days to custom fabricate all the mountings required to handle the aerodynamic load. This included installing the full dry carbon underfloor, side skirt, side skirt diffusers and front splitter as well as all the other dry carbon goodies you see before you. IMG_0581IMG_0537 With the strict modification laws in Singapore, I feel that it is important to emphasise this car is very much still road registered and can still be driven on the streets should Filbert decide to. Not that he gets to very often since the ideal height specified by Voltex was to have the car 70mm off the ground. A splitter with that much overhang and minimal ground clearance means the car would barely make it past any speed bump without tearing that gorgeous dry carbon fiber off. None of these modifications will matter if you have no seat time in the car, so a dedicated Filbert takes every chance he gets off work to head up to the Sepang international circuit for track days and to accumulate seat time. While most international readers will think that it sounds like a simple task, I can assure you that it is anything but easy in Singapore. IMG_0677 The first and most important point is that we are not allowed to tow vehicles on our own vehicles on the street. There is no such thing as trailers that you can buy or hire to tow your own race car. It specifically has to be a tow truck and with 70mm ground clearance, getting it on a tow truck isn't simple either. The next problem is finding a tow truck that is willing to cross into Malaysia and make the four hour drive up to the race track and back. Bearing in mind the tow truck would have to wait at the circuit for an entire day before towing the car back, essentially having to start at 4am in the morning and returning to Singapore at 10pm. IMG_0504 IMG_0508 IMG_0513 IMG_0515 IMG_0522 Most importantly, all of those troubles hasn't deterred Filbert from still trying to get as much seat time in the car as possible, taking every chance he gets to make the trek up in order to accumulate more practice and testing. The concept of having both function and form is something that Filbert strongly believes in, with his car wrapped in a red chrome and the discontinued and extremely hard to find Rize Japan running indicator tail lights adding to the overall form. IMG_0578 IMG_0620 IMG_0535What you see before you then is a 800hp package that does a 2minute 14 second lap around the Sepang international circuit on A050 semi slicks with plenty of traffic on the track and gear box shifting issues. To put things in perspective, any time under 2minutes 30 second is considered to be fairly quick. He is a blistering 16 seconds quicker than what's considered to be quick around the circuit. The fastest time attack car to lap the circuit previously was a stripped out track only Evo from the same workshop that did a 2minute 15 second lap. It did that time on semi slicks as well but with more luck and testing, the Filbert's Evo is predicted to be capable of a 2minute 11 second lap. As a true evo fan, the Evo 10 you see in the pictures is his second car and daily driver. So why does Filbert go through all this trouble to own a car that’s nearly impossible to be driven on Singapore streets and still constantly tries to maximise his seat him over in Malaysia around the track? The answer is simple really. It all began at the root of his inspiration after his trip to WTAC. He dreams to one day have the car competing at WTAC and actually put up a decent fight to take on the Australian time attack competitors. If you are a reader from Australia, you can rest assured you will one day be able to admire this work of art in all its glory.IMG_0597 IMG_0665 IMG_0528 IMG_0529 IMG_0532 IMG_0531 IMG_0533 Engine: Custom built block by ST Powered, Naprec custom head, Magnus dry sump kit, Tomei procams, Tomei cam sprockets, Ati super damper, Kansai intake manifold, custom 8 injector setup, Ignition Projects coils, K&N air filter, custom intercooler, custom Ti intercooler piping, Ethrottle conversion, Koyorad radiator, Greddy twin oil cooler, Greddy type r bov, ATL fuel tank, custom goodridge hoses/fittings Exhaust/Turbo: Owens HTA35 T3 twinscroll setup with Fullrace manifold, Tial wastegates, Mines Ti exhaust Drivetrain: Holinger MF-E gearbox, Tilton twin carbon clutch, ATS front/rear differentials Brakes: Brembo 8/4 Racing calipers Electronics: Motec M150, Motec C127, Motec MDC Interior: Bride Zeta 3, Takata 4pt harness, Cusco 7pt Roll cage, Sparco steering wheel, Works bell paddle shifters Exterior: Voltex Time attack kit, Craft Square cf mirrors, Varis carbon roof, Esprit dry carbon GT wing with custom full carbon Tonnka wing mounts, Rize taillamps Suspension: Carbing Ti strut bar, Carbing rear strut/boot brace, Zeal custom arms, MCA golds, Racefab front/rear subframes Wheels: Advan GT 18x11+22 AME Tracer tm02 18x10.5+22 Enkei RPF1 18x10.5+15 (Currently pictured)


Leave a comment

Please note, comments must be approved before they are published

Shopping Cart