PRI 2015: Mid-Engine Sin R1 GTR Powered By An LS3

IMG_4795Sports car racing is a huge market, and the favored pastime of the rich and famous. The allure of a clean, stylish, spec racing series in a fashionable vehicle draws the attention of a particular demographic of racer.

Among the traditional marks, often found carving corners on the worlds elite of road courses, are the limited production kit or turnkey alternatives. Cars like the Ultima GTR and now the Sin R1 have presented an oblique entry point into what is usually an extremely prohibitively expensive sport.

IMG_4735We spotted something red, mid-engined, and dripping with attitude and menace care of raw carbon-fiber, scissor-opening doors. At face value the namesake, of this European supercar — Sin, seems a little cheeky. While the construction, materials, and style may inspire urges of lust, gluttony, and vanity if we personify a touch, one cardinal no-no is certainly lacking — sloth.

This car is the first example to be imported to the United States by U.S. dealer Racer’s Edge Motorsports. The cars have been campaigning in Europe for the past few years in the SRO-sanctioned GT4 series according to Chis Ramsey of Racer’s Edge.

“We’ll be running in the Pirelli World Challenge in the GTS class and we’re real excited to prove out the quality of the structure,” continued Ramsey. According to Racer’s Edge website, the R1 has already been homologated for use in GT4, GTS, FARA, NASA, and NARRA.

IMG_4800“Anybody who is interested in racing GTS is already set, we are actively searching for other series that will allow the car. It will be a spec class, GT4 homologated cars will have to fit in this pattern, with this spec motor from K-Tech, and gear ratios,” continued Ramsey.

The outward appearance of the car falls somewhere between Lotus Evora and McLaren aesthetics. The full-carbon-fiber clamshell design features extensive integrated aero to the tune of gills and louvres venting wheel arch pressure, and supplying cooling air to the powerplant.

Obscured by the finely engineered composite exterior is a full tubular chassis to support suspension, driveline components, and provide protection for the driver. The ultimate weight of this car tips the scales at a respectable 2,750 pounds.

To propel this long-slung, mid-engined racer a GM powerplant brings some domesticity to an otherwise classically proportioned exotic. “It uses the 6.2-liter LS3 Corvette engine which will be sealed by K-Tech,” said Ramsey. Engine management electronics come courtesy of MoTec in the form of an M800 system.

IMG_4775With an advertised 430 horsepower on tap the R1 puts power to the ground through an exotic transaxle. Reaching across the Pacific to Australia, an Albins ST6 sequential six-speed gearbox is employed to make fast changes. Utilizing a Geartronicks paddle shifting system means that the quick gear changes are just a finger-pull away.

IMG_4776Unlike many of the non major-OEM builders of supercars the English firm Sin Cars has elected to include a suite of driver aides to improve performance and drivability. “It uses the Bosch Racing ABS, full traction control and ABS adjustability through the M800 dash, also electric power steering assist — which is adjustable for driver comfort,” elaborated Ramsey.

IMG_4784Suspending the mass of the R1 and maintaining a favorable contact patch are Öhlins coilovers, mounted inboard, and are pushrod/rocker arm actuated. Double A-arm and wishbone control arms keep everything located in space

To slow the roll of this undoubtably quick car 15-inch AP discs are used on all four corners with six-piston calipers. Rolling on Braid wheels, Ramsey reported that official Pirelli tire sizing is still up in the air.

So how much does it cost to jump in and turn the key on your own personal Sin R1? Be prepared to shell-out $195,000 for a ready to race car. Spares, support, and logistics aside, the R1 lowers the barrier to entry for a high-end class of sports car racing like GTS.

When you’re wheel-to-wheel with Aston Martins, Ferraris, Lotus, and others you can be having the same fun. We look forward to seeing how the R1 performs against it’s factory-backed contemporaries and wish them luck in testing and development for the American market.

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About the author

Trevor Anderson

Trevor Anderson comes from an eclectic background of technical and creative disciplines. His first racing love can be found in the deserts of Baja California. In 2012 he won the SCORE Baja 1000 driving solo from Ensenada to La Paz in an aircooled VW. Trevor is engaged with hands-on skill sets such as fabrication and engine building, but also the theoretical discussion of design and technology. Trevor has a private pilot's license and is pursuing an MFA in fine art - specifically researching the aesthetics of machines, high performance materials and their social importance to enthusiast culture.
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