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BMW G87 M2 stripped and built to VDC 6.0 specs. The stock engine is replaced by a supercharged Chevrolet-based 427ci RHS LS with CBM cylinder heads and a Magnuson supercharger, mapped on a Link Extreme G4. Power goes through a lightweight flywheel, an ACT clutch and a Samsonas 5-speed air-shifted sequential dogbox. Upshifts cut ignition for 50 ms, downshifts use a short built-in blip, and a shift far from the matching rpm does not force the dogs in. Output goes to a Winters quickchange diff. Suspension is 4-way adjustable Feal with Wisefab steering geometry. The hydraulic handbrake is stronger than the pedal and locks only the rear axle. The fuel cell sits over the rear axle, so the balance stays put as fuel burns.
VDC 6.0 physics use 20 drift compounds, from a 360-treadwear Valino Greeva 08D (reference grip DX/DY 1.38) to 160-treadwear tyres (DX/DY up to about 1.74). The default tyre is the 200-treadwear Kenda KR20A+ (DX/DY 1.58). Friction limit angle is 8.81 degrees front and 8.51 degrees rear, with falloff level 0.95 and the shared VDC temperature curve. Each compound keeps its own wear curve. Yaw aero is split into a front fin and a rear fin, so side load is generated at both axles. Damper and ride-height setup use the wider 6.0 ranges. Center of gravity height is 185 mm, 60 mm lower than the 5.0 car, so there is less lateral weight transfer. Ride height is set on the original Wisefab linkage, about 50 mm lower than the 5.0 default, with the height adjusters at 0 and 40 mm of trim either way. The springs carry the car: about 20 mm of free bump remains before the bump rubber.
The engine stays the supercharged V8, limited at 7400 rpm. Rotating inertia is 0.200 for the lightweight flywheel. The Magnuson bypass follows the pedal and rpm: almost no boost under 15 percent throttle, full boost only at full pedal, on boost by 2700 rpm. Lift the throttle and the bypass dumps boost. A flat-shift cut leaves the manifold charged. Engine braking is 190 Nm at the limiter. The torque curve still peaks at 1258 Nm at 5200 rpm and holds more torque toward redline, for 1137 bhp.
Credits:
Stanislav Kirichenko - Base Model
LZTuned Motorsport - VDC 6.0 Tyres
LZTuned Motorsport - Final fit & physics VDC 6.0
Bret Wolford - Extensions
VDC 6.0 physics use 20 drift compounds, from a 360-treadwear Valino Greeva 08D (reference grip DX/DY 1.38) to 160-treadwear tyres (DX/DY up to about 1.74). The default tyre is the 200-treadwear Kenda KR20A+ (DX/DY 1.58). Friction limit angle is 8.81 degrees front and 8.51 degrees rear, with falloff level 0.95 and the shared VDC temperature curve. Each compound keeps its own wear curve. Yaw aero is split into a front fin and a rear fin, so side load is generated at both axles. Damper and ride-height setup use the wider 6.0 ranges. Center of gravity height is 185 mm, 60 mm lower than the 5.0 car, so there is less lateral weight transfer. Ride height is set on the original Wisefab linkage, about 50 mm lower than the 5.0 default, with the height adjusters at 0 and 40 mm of trim either way. The springs carry the car: about 20 mm of free bump remains before the bump rubber.
The engine stays the supercharged V8, limited at 7400 rpm. Rotating inertia is 0.200 for the lightweight flywheel. The Magnuson bypass follows the pedal and rpm: almost no boost under 15 percent throttle, full boost only at full pedal, on boost by 2700 rpm. Lift the throttle and the bypass dumps boost. A flat-shift cut leaves the manifold charged. Engine braking is 190 Nm at the limiter. The torque curve still peaks at 1258 Nm at 5200 rpm and holds more torque toward redline, for 1137 bhp.
Credits:
Stanislav Kirichenko - Base Model
LZTuned Motorsport - VDC 6.0 Tyres
LZTuned Motorsport - Final fit & physics VDC 6.0
Bret Wolford - Extensions
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