YotaTech Drives the 600 Horsepower Toyota C-HR R-Tuned Race Car
C-HR R-Tuned: Popping the Carbon Fiber Hood
Visually, the C-HR R-Tuned screams “Look at me, I’m a race car!” but in reality it shares many similarities to the regular car. Dan Gardner, the “DG” of DG-spec, emphasizes that this started off life as a regular production car and actually retains many original parts. It sits several inches lower than a standard C-HR, thanks to adjustable MCS coil-over suspension.
Up front there is an air dam, mated to a large, carbon fiber front splitter. A carbon fiber hood, produced by Kaminari, is also present. Out back, a multi-element rear wing is utilized. It is trunk-mounted with cross bracing to minimize flex on those very high risers. Remember, if it’s not at the roof line, or above, rear wings aren’t nearly as effective. Mated to the carbon fiber wing is a Gurney flap, with “Dan Gurney Tribute” etched onto it.
I have already mentioned that the R-Tuned is packing 600 horsepower. But how did Toyota and DG-spec get there? First and foremost, underneath the Kaminari hood, which is lined with gold heat reflective foil, is a Toyota heart, but not the one you may be expecting.
DG-Spec initially ran a bone stock motor at 23 PSI to see how long it would last at 600 horsepower. The answer: Longer than expected.
The standard C-HR is packing a modest 2.0-liter naturally-aspirated inline-four 3ZR-FAE engine. The 3ZR is a new engine to North America, so, admittedly, the aftermarket support is a bit tame. So, the team at DG-spec swapped in a 2.4-liter 2AZ-FE engine. The 2AZ has been around for a while, and in many applications. It’s a proven mill. That 2AZ is force-fed with a generously-sized Garrett turbocharger setup, custom built by DG-Spec. Dezod pistons, rods, rod bearings, which are spec’d for a boosted application, along with upgraded valves, are fitted to an otherwise stock engine. Beyond that, it’s all factory Toyota. DG-Spec initially ran a bone stock motor at 23 PSI to see how long it would last at 600 horsepower. The answer: Longer than expected.
The C-HR’s continuously-variable transmission was also removed. Putting monster turbocharged torque through a CVT isn’t generally a good idea. Though, again, it’s been replaced with another Toyota unit. Interestingly, DG-Spec sourced an E-series five-speed manual transmission from a Camry for the C-HR R-Tuned. Gardner says it’s a stock manual transmission other than a clutch and flywheel upgrade. Impressive.
Front-wheel drive and 600 horsepower sounds like a terrible idea on paper. That’s why, in tandem with those fancy MCS shocks and sticky Toyo RR competition rubber on Enkei wheels, the C-HR R-Tuned is also packing an OS Giken-sourced, clutch-type, limited-slip differential. The team at DG-Spec spent a lot of time at the track dialing in the car, stacking the clutch packs inside the differential for optimum performance.
ALSO SEE: YotaTech Tests Toyota C-HR R-Tuned vs. Nissan GT-R
“Woahing” all of that go is a big brake package, featuring massive two-piece vented front rotors, a four-piston Brembo race caliper, and G-Loc racing brake pads. Interestingly, the rear brakes are the stock units, with just a pad upgrade. Being a front-heavy, front-wheel drive vehicle, the front brakes are doing most of the work under hard braking.
Most Unexpected, Effective Detail
The body may be very much off the shelf, with no fender flares or replacement panels, but that doesn’t mean some tweaks weren’t made. While weight was shed in every area possible, especially to compensate for the weight of the roll cage, there is one unusual addition I couldn’t help but notice.
The trunk stoppers. DG-spec fitted these red rubber and foam caps to the trunk stoppers. Why? Because the wing was making so much downforce on the hatch assembly that it was crushing the factory stoppers and making the hatch rattle at speed. Sometimes it’s the little details.
Photos for YotaTech by Jacob Stumph
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