El Diablo Base

Specifications

• 230hp (91 pump @ 20psi), 300hp (e85 @ 30psi) engine horsepower
• Dual cylinder 999cc, single turbo
• Bore 98mm, stroke 66.2mm
• Four valves per cylinder, DOHC configuration
• Two injectors per cylinder (4 total)
• Forged pistons, rods, and crank
• Genuine alternator with maximum 230A size (stock 90-130A TBD) - accessory pulley will power hydraulic steering pump
• "Speed key" is a tune available for e85 gas that allows 300hp
• Purchase of the key requires the release of liability and immediate void of warranty
• Unlocks governed top speed of ~85mph
• Porting designed by indy car/NASCAR racing engineers
• 12mm spark plugs with dedicated cooling circuits - allow for higher cylinder pressures
• Radiators are positioned behind rearmost seats and mounted at an angle to direct hot air up and away from the engine
• Three cooling fans on the radiator in a pull configuration
• Dry sump oil circulation system, the oil filter will be easily accessible
• Runs on 91 octane. Can run on lower octane fuel, but ECU will detune the engine accordingly
• ECU will adjust boost pressure accordingly with a flex-fuel sensor, so you do not need to drain tanks to change fuels

Drivetrain

• Axles are double plunge, 300M stars, same used in RG's Dakar race UTVs
• Largest in industry ring and pinion in both front and rear
• Patented locking CV mechanism built into front/rear differentials
• Front differential (transaxle) is a single, complete unit
• Cast and machined aluminum unit
• Mechanical "dogged" locker in the front allows for shifting in and out of 4×4 locked on the fly
• Easily removable and replaceable if there is significant front end damage
• Torque limiter built in to help reduce wear from large impacts between front/rear end of car
• Front and rear differentials are the same ratios (wheel turn 1:1)
• Large, 4 spider front differential
• Tongue and groove connection between main chassis and front bulkhead bolts in with 8 bolts + ties into both lower rear A-arm mount bolts
• Plates where A posts bolt into above and on the side of the bulkhead
• Transmission
• 3 speed (P-R-N-Lo-Hi-Cruise) CVT with shift on the fly (dogged)
• Infrared belt temperature sensor with handicaps built in to manage belt life - feature bypassable via a switch (think traction control)
• Albins and Weddle assistance in transmission design
• Largest input shaft in the industry
• Primary drive gear 2.5x wider than XX
• Torque limiter (essentially a clutch) built into loading gear to help save transmission by separating input shaft from ring/pinion - acts as a "sponge" to slip and absorb large impacts when pushing the machine harder
• Clutching will be tuned for 32" tires

Chassis (frame)

• Plastics/chassis from the front door forward are the same and plastics from the front of the rear fender back are the same
• 15" ground clearance
• Reinforced "spine" with "V-bars" connecting to suspension mounting points
• FIA A-pillar supports frame in front end impacts and rollovers
• The rear portion of cage removable for easy work on and removal of the engine as needed
• Roll cages are well-built stock, however, will be bolt-on so that aftermarket manufacturers may produce their own produces
• The engine hangs (mounting points above) in case of hard impacts below. Keeps proper alignment in the event of impacts and crashes - makes for easier/cheaper repairs.
• Different tube diameters used throughout chassis, all DOM equivalent tubing
• Blue 1¾" OD  0.095" wall
• Green 1½ " OD 0.120" wall
• Red 1¼" OD 0.095" wall
• Orange 1½" OD 0.095" wall
• Yellow 0.095" wall
• Mig welded - structurally safer for rollover crash testing - proven in NASCAR and other forms of racing