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How Does A Race Car Diffuser Work?
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How To Build A Race Car Diffuser?
It sits lower on stiffer springs, there’s beefier bracing between the suspension towers, and there are no suspension bushes at the back whatsoever. Instead, the rear subframe is attached directly to the body, upping stability and stiffness at the expensive of comfort. Curiously, the M240i can be specced with adaptive dampers, something you can’t option on the M2. Here’s another biggie. The M2 gets an electronically-controlled, multi-plate limited slip-differential that’s able to send up to 100 per cent of power to either rear wheel. It’s clever too - how it operate depends on steering lock, throttle position, brake pressure and yaw rate. What goes on at the back of the M240i is a little less sophisticated: you get an open-differential, and that’s it. As we’ll explain later, that’s a bit of an issue giving all the power which is sent rearwards. Both cars get four-piston callipers at the front and two-piston jobbies at the rear, but the discs are slightly larger on the M2. They’re drilled too on the latter car too, and the brake hubs are made from aluminium. The M2 has a set of dramatically widened wheel arches to accommodate the wider track, and my, does that make a difference to the car visually. The M240i looks weedy in comparison, and its 18-inch wheels are dwarfed by the 19-inch rims on the M2 with their slight tyre stretch. The M2 also gets a different front bumper to aid cooling but also aero, with the ‘air curtains’ on the outer edges working with the new arches, side skirts, rear diffuser and small boot spoiler to reduce high speed lift by 35 per cent while cutting drag compared to the regular 2er. So, that’s all the technical stuff out of the way, but what about the feel of these cars? I drove the M240i immediately after a few days in an Audi R8 Spyder, providing a decent way to ‘cleanse’ my automotive palate with something entirely different to the M2. And even after a bout of bombastic V10 power, the M240i feels exceptionally quick.