Tag: track

19×11 CLK63 Black Series Rear Wheel Build

The reason this build came up was due to the desire to run the Toyo R888’s in 265/30/19 up front and 295/30/19 rear as opposed to the factory Pirelli’s on the CLK63 Black Series. Those who track their Black Series have sought after this setup.

A 9.5 wheel is needed to run the 265/30 properly. Trying to mount this size on the factory front wheel looks terrible and does not perform as desired. The Toyo’s just run too wide and even a 10″ wheel would work. The idea behind the package is to not have to buy a whole new set of wheels just to be able to change to a different brand tire. This might not appeal to everyone but we thought some might like this option. Conversely now that we have the design in place we can offer a full set of OEM style wheels in any custom fitment desired or we can simply produce two new rear 19×11 wheels and move the OEM rears to the front.

We had our test car in for some additional fitment and testing and here are some results.

Again, we are producing a pair for a customer in house. Turn around time is about 4 weeks once ordered. Pricing will be $1200 per wheel for 19×11. Test fitment has been completed and the final offsets worked out. The first minor snag we have come across was that the inner barrels on the rear wheels are shaped different than the barrels on the front wheel. There is a step that is not present on the front barrel. The bottom of the outer tie rod end barely makes contact with this step when mounting the OEM 19×9.5 on the front. This requires you to run a tie rod end with a lower profile than OEM. So far all we have been able to source is one that would require minor reshaping to the bottom of the tie rod end to gain the needed clearance off the barrel. So this setup would require that the front outer tie rod ends be replaced or the customer can modify their own tie rod ends which is what we have done on our test vehicle. Knowing that some people may not have the capability to do this is why we are still trying to source an aftermarket tie rod to include with the kit. So far all we have come up with is one that requires minor re-shaping to clear. Also, in order to get the rear OEM wheels to look flush/proper with the new 11” we are running a 12mm hub centric spacer up front. I know a lot of the guys that run factory wheels also run spacers to increase track width so this should be a non-issue for most.

While working through this project we determined that you may not have the tie-rod end issue. Our understanding is that MB used different wheel manufacturers that produced some rear wheels with the step barrel while some did not. You can check by inspecting the inner barrels of the wheels on your Black Series to confirm.

As always, we are here to help and can walk you through these steps prior to putting an order together. email or call with any questions, thoughts or comments. The photos attached show the wheels through design to final product to mounted on the Toyo R888’s.

PFADT Feather Light Generation Coilovers- Single Adjustable for Corvette


INVERTED DESIGN: Placing the majority of the mass on the sprung side of the chassis allows the control arms and outboard components to react quicker and easier without the additional weight of the coilover itself. The result is a suspension system that responds faster to changes in the road whether its highway, local roads, or track surfaces. The less weight that is on that outboard suspension, the better your car will behave – you’ll have a better connection between your Corvette chassis and the ground. Make sure your next set of coilovers are inverted.
LIGHTWEIGHT, HIGH STRENGTH MATERIALS: Gone are the days when coilovers need to be made of corrosive steel components. The Feather Light Generation SAs are an all aircraft aluminum body which boasts high strength and very low weight. With the body and spring perch being manufactured out of anodized high-strength aluminum, you no longer have to worry about corrosion locking the two together. The materials in the new SAs allow pain-free height adjustability with ease with our threaded body. All non-aluminum components (upper mounting stud, lower mount mono-ball) are treated with corrosion-eliminating processes such as chroming, heat treating or using stainless steel. Don’t settle for heavy steel components.
BOA MOUNT, THE NEW STANDARD IN CORVETTE SHOCK UPPER MOUNTING: An idea taken directly from its much more expensive bigger brother, the Feather Light Generation DA; the new BOA mount is a no-compromises solution to Corvette shock upper mounts. Our mount is a zero-maintenance, completely sealed design that allows the FULL articulation required for the Corvette suspension. A common problem in coilover mounting for the Corvette is how to effectively mount the upper shock to the chassis without losing much shock travel and articulation. Common solutions are a clevis design that severely limits shock travel and will effect ride quality, and a “pin top” design that relies on compliance in consumable rubber bushings to deflect and bind the shock, creating an unsealed mount needing eventual replacement. The BOA MOUNT suffers none of these shortcomings as it is a solid mount similar to a control arm ball joint (quiet, durable, maintenance free), that is locked in place and then articulates with the suspension utilizing a low friction internal monoball that is sealed from the exterior elements. On top of all of this, the installation procedure could not be any easier. A simple easy to torque washer and nut retain the whole assembly. If your coilover doesn’t have the BOA mount, be aware of the potential future problems.
THE CIRC SYSTEM, A REVOLUTION IN REMOTE CANISTERS: A premium feature on the SAs that is unique to Pfadt is the CIRC (Concentric Integrated Remote Canister) System. The idea behind this innovation is to implement a standard racing concept – the remote reservoir – in a lightweight, easy to install package. We integrate the remote reservoir with the shock to maximize suspension stroke for a very smooth ride on the street. The CIRC more than triples the gas volume over a standard coil over. Accomplishing this was no small feat because the remote canister is actual mounted radially AROUND the shock body itself. The result: a large gas volume that keeps the shock operation consistent over a wide temperature range and throughout the stroke. The bottom line: Consistency and performance over the life of the shock. This system permits the entire shaft/piston assembly to operate quickly, efficiently, and last a VERY long time as wear is at a minimum. Get the most advanced racing remote canister on the market for your street suspension. Anything less is a compromise in ride quality. Take a look at the following illustration to see how we package the upper BOA MOUNT and CIRC SYSTEM for maximum shock travel and extreme lowering.
EASY ONE-STEP RIDE HEIGHT ADJUSTMENT: We make ride height adjustments easy to give you the ultimate control in setting your ride height and corner balancing your car. Included in our coilover kit is the single tool that you need to adjust the perch and tighten the set screw to lock the perch in location. Very simple, strong, and reliable. This single perch adjustment is a result of having ALL of the suspension travel required for the Corvette built into the shock body, since features like the BOA MOUNT and CIRC SYSTEM are used to maximize travel and stroke. Any other design is forced to limit the travel range. Our design is the most optimum for the Corvette and will deliver repeatable results time and time again.
FLOATING PISTON INTERNAL DESIGN: The most effective internal design for a performance shock that needs to last a lifetime of street use is the floating piston design, or “non emulsion” design. This design separates the oil volume from the gas volume and allows each to operate consistently despite changes in external conditions. In a standard emulsion shock, the oil and gas are free to mix together and can result in inconsistent performance when operating at low speeds and high speeds respectively. This is not good for the operation of the shock, as inconsistent performance correlates to inconsistent control of your Corvette’s wheels and suspension. Enter the “floating piston” style that isolates the two volumes and moves freely within the shock cylinder. Our floating piston design utilized in the Feather Light Generation SAs will keep your Corvette’s suspension predicable and controllable for a precise feeling on the street and track. GM’s Z06 and Z51 shocks don’t have oil and gas compromises, neither should your coilovers. Be sure to run floating piston shocks on your Corvette. Take a look at the diagram to see how the designs differ.

For pricing just give us a call at the shop.

AP Racing Big Brake kits

Advance Performance is a proud dealer of AP Racing Brake Kits.

Some of the best racing cars in the world use AP Racing Brakes. Here is some info about them:

Motorsport is a hard school, where only the best is good enough. AP Racing’s resources ensure the best is available to you.
At the pinnacle of motor sport, numerous factors dictate the most specialised requirements for ultimate success. From the state of the art 3 dimensional solid modelling/design and Finite Element Analysis CAD facilities, to sophisticated research, development and testing incuding special dynamometers that simulate true racing speeds, AP Racing is constantly probing the boundaries of technology.
From state of the art measuring centres, CNC machining and sophisticated stock control systems, to the intricate hand assembly, checking and testing of individual assemblies, AP Racing ensures its products perform when pushed to the absolute limits.

Call us for Pricing, info and applications.

ZFever Drift Track Car 240sx/G35

1997 240sx with G35 front end
Engine: VQ35 twin turbo
Wheels: Volk Racing GTC

VIP modular wheels

About VIP Modular Wheels

Each wheel that VIP Forged Modular Wheels creates starts life as a 7-inch 6061 billet aluminum billet rod, which has been heat treated to T6 strength, refining structural grain direction along with the wheels spokes. As it heats, the billet rod is placed into a precision die where it is forged using millions of psi of pressure into a raw forging, as specified by VIP’s engineers. The result of the forging process is aluminum with a refined crystalline structure, whose grain direction is aligned with the primary load direction of the wheel spokes.

Then, each center disc profile is placed on a lathe and Computer Numerical Control mills, where each design is transferred from 3D CAD-engineered drawing to exact wheel specifications ordered by our valued customers. The center discs are then prepped for finishes that are applied in state-of-the-art downdraft paint booths, which are also cured for durability.

After the finishing is applied, the U.S.-patented rim halves—also manufactured out of aerospace-grade 6061-T6 aluminum—are assembled together with the center disc, using military-spec stainless fasteners and hand assembled, assuring precise results with each and every wheel. The wheels are then tested for proper run-out and meticulously inspected before finally being delivered to customers. All wheels that we manufacture exceed SAE-J2530 fatigue/rolling resistance and CASS corrosion testing standards, further demonstrating our high manufacturing expectations for VIP Modular Wheels. All designs can be manufactured in 19″, 20”, 21″, 22″ and 24″ diameters and 7.0″-15.0″ widths to accommodate the most popular vehicles on the market today.

3-piece Spun Rims:
A VIP Forged Modular 3-piece rim half begins life as a large aluminum sheet, which is formed using a CNC spinning lathe. The forming (or spinning) process imparts considerable energy into the aluminum, further refining and orienting the crystalline grain structure in a manner similar to forging. After subsequent heat-treatment processes to achieve a T6 temper, CNC technology is used to machine the inner diameter of the rim half and the assembly holes, so that it precisely mates with the forged center. This is a critical step because the quality of these machine steps relate directly to the final wheel’s concentricity. The end result is a highly concentric rim half with the strength properties required to be resistant to the impact and fatigue demands of a VIP Modular 3-piece wheel. Perfection doesn’t get any better than this!

Finite Element Analysis:
Finite Element Analysis (FEA) is an advanced computer analysis tool that allows VIP Modular’s engineers to accurately analyze the strength and stiffness of our wheels in the virtual world before they are ever installed on your vehicle. Every wheel undergoes countless hours of FEA, as we meticulously fine tune the design to meet the required strength, fatigue and stiffness requirements, while minimizing mass and rotational inertia. We often deal in increments of 0.25mm, or 1/10 of a degree, when fine tuning designs, and all of this occurs before a single prototype is ever cut.

VIP Modular understands that most automotive enthusiasts look for style when buying wheels, as well as performance and quality. However, VIP Modular provides all this and more when manufacturing our wheels. Strength and fatigue resistance are critical to ensure a VIP wheel lasts the lifetime of your vehicle. To achieve this, VIP Modular designs all of its wheels to pass stringent SAE test specifications.

Computer Numerical Control or CNC technology is used for all of VIP’ Modular’s machining operations. In-house CNC lathes and mills precisely machine every raw forging into a new VIP wheel design. VIP Modular’s skilled and certified machinists use the latest Computer Aided Manufacturing (CAM) software to translate each design’s solid 3D computer model into a wheel that precisely matches the design created by our engineering team.