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E46","\u002Fvehicles\u002Fbmw\u002F3-series\u002Fspec-e46-se46","spec-e46-se46",{"_id":2023,"configurationSKUs":2024,"fitmentFilter":135,"link":2025,"slug":2028,"generation_order":28,"submodels":2029},"15de0125-dd24-4fac-91de-8d25894059bd",[1615,1617,1618,1416,1619,1417,1418,1538,1419,1652,1421,1422,1539,1621,1426,1427,1428,1540,742,1429,1541,1542,1653,1432,1433,1434,1543,1622,1438,1439,771,1440,1654,1442,1443,1444,1544,1448,1449,773,1450,1465,1466,1467,1624,1625,1452,1626,1453,1454,1455,1545,1456,770,1546,1459,1460,1461,1547,1627,1481,1655,1628,1630,1631,1632,1482,1483,772,1484,1486,1487,1490,1633,1635,1636,1637,1491,1492,1554,1493,750,1495,1496,1497,1638,1640,1641,1642,1502,1503,757,1504,1506,1507,1508,759,1556,1557,1511,1643,1656,1513,1514,1515,1517,1519,1520,1521],{"label":2026,"to":2027},"E90 E91 E92 E93","\u002Fvehicles\u002Fbmw\u002F3-series\u002Fe90-e91-e92-e93","e90-e91-e92-e93",[2030,2033,2036,2039],{"_id":2031,"name":1672,"yearsConfig":2032},"acb6e649-4a0c-4930-9475-6c7b0ba8000d","2005-2009",{"_id":2034,"name":2035,"yearsConfig":2032},"6149a35f-fc75-406f-98a6-9ef44da1e128","E91 Wagon",{"_id":2037,"name":1676,"yearsConfig":2038},"0e37d112-692f-4bff-a995-7f229dca6004","2005-2013",{"_id":2040,"name":1679,"yearsConfig":2038},"efb62472-7e2c-4c44-a297-f1c7123693cc",{"_id":2042,"configurationSKUs":2043,"fitmentFilter":135,"link":2044,"slug":2047,"generation_order":33,"submodels":2048},"b0251a7d-a0ec-43a0-a051-b69c17380698",[1615,1617,1618,1619,1417,1538,1652,1421,1539,1621,1426,1540,742,1653,1432,1543,1622,1438,771,1654,1442,1544,1448,773,1465,1624,1625,1626,1453,1545,1459,1547,1627,1481,1655,1628,1630,1631,1632,1482,772,1486,1633,1635,1636,1637,1491,1554,1495,1638,1640,1641,1642,1502,757,1506,759,1556,1511,1557,1643,1656,1513,1519],{"label":2045,"to":2046},"E90 E91 LCI","\u002Fvehicles\u002Fbmw\u002F3-series\u002Fe90-e91-lci","e90-e91-lci",[2049,2053],{"_id":2050,"name":2051,"yearsConfig":2052},"290c325a-21d6-4cf6-b936-abc7ebdba47e","E90 LCI Sedan","2009-2011",{"_id":2054,"name":2055,"yearsConfig":2052},"f5307cca-4b5e-4fee-929c-8f04b6b26159","E91 LCI Wagon",{"_id":2057,"configurationSKUs":2058,"fitmentFilter":2059,"link":2063,"slug":2066,"generation_order":38,"submodels":2067},"5db4adf4-c77e-44cb-81dc-0deef567c257",[1615,1617,1618,1619,1417,1538,1652,1421,1539,1621,1426,1540,742,1653,1432,1543,1622,1438,771,1654,1442,1544,1448,773,1465,1624,1625,1626,1453,1545,770,1459,1547,1548,1627,1481,1655,1628,1630,1631,1632,1482,772,1486,1633,1635,1636,1637,1491,1554,750,1495,1555,1638,1640,1641,1642,1502,757,1506,759,1556,1511,1557,1643,1559,1656,1513,1519],{"label":1923,"options":2060},[1925,2061,2062,1927,1928],"F: 330x24mm \u002F R: 330x20mm","F: 340x30mm \u002F R: 330x20mm",{"label":2064,"to":2065},"F30 F31 F34","\u002Fvehicles\u002Fbmw\u002F3-series\u002Ff30-f31-f34","f30-f31-f34",[2068,2072,2076],{"_id":2069,"name":2070,"yearsConfig":2071},"276d5bc1-0676-46c4-bc5b-cf37ce0f524f","F30 Sedan","2012-2019",{"_id":2073,"name":2074,"yearsConfig":2075},"0c160d0d-50ac-4ed4-913d-9884837e76b7","F31 Wagon","2013-2019",{"_id":2077,"name":2078,"yearsConfig":1691},"2b3b316a-a9dd-4896-8a63-88a260f4b3e8","F34 Gran Turismo",{"_id":2080,"configurationSKUs":2081,"fitmentFilter":135,"link":2082,"slug":2085,"generation_order":43,"submodels":2086},"3bae99d4-f512-4ffe-857d-e518995250ad",[1243,1028,1027,1034,1244,1245,1246,1031,1032,1969,1033,1970,1035,1971,1029,1030,1972,1973,1974,1037,1975,1976,1036,1977,1978,1979],{"label":2083,"to":2084},"G20 G21","\u002Fvehicles\u002Fbmw\u002F3-series\u002Fg20-g21","g20-g21",[2087,2090],{"_id":2088,"name":2089,"yearsConfig":1061},"835b88e0-292a-4e09-84a5-7d3cb5dbcc12","G20 Sedan",{"_id":2091,"name":2092,"yearsConfig":1061},"0411e623-d186-44e7-96b3-538f1217850d","G21 Wagon",{"label":2094,"to":2095},"3 Series","\u002Fvehicles\u002Fbmw\u002F3-series","3-series",{"_id":2098,"generations":2099,"isHidden":655,"link":2144,"slug":2147},"8e8f3455-bd06-416d-8137-a23499e4cafd",[2100,2120,2137],{"_id":2101,"configurationSKUs":2102,"fitmentFilter":2103,"link":2105,"slug":2108,"generation_order":8,"submodels":2109},"759f73fd-6794-4665-b92c-96dcfb86c540",[1615,1617,1618,1619,1417,1538,1652,1421,1539,1621,1426,1540,742,1653,1432,1543,1622,1438,771,1654,1442,1544,1448,773,1465,1624,1625,1626,1453,1545,770,1459,1547,1548,1627,1481,1655,1628,1630,1631,1632,1482,772,1486,1633,1635,1636,1637,1491,1554,750,1495,1555,1638,1640,1641,1642,1502,757,1506,759,1556,1511,1557,1643,1656,1559,1513,1519],{"label":1923,"options":2104},[1925,2061,2062,1927,1928],{"label":2106,"to":2107},"F32 F33 F36","\u002Fvehicles\u002Fbmw\u002F4-series\u002Ff32-f33-f36","f32-f33-f36",[2110,2113,2116],{"_id":2111,"name":2112,"yearsConfig":1722},"c1c83cfd-7c4d-4f7f-b469-6db5fdb317ba","F32 Coupe",{"_id":2114,"name":2115,"yearsConfig":1722},"3a2b4f40-b31d-42f7-a513-f92f2734eebb","F33 Convertible",{"_id":2117,"name":2118,"yearsConfig":2119},"ec64c65d-cb03-42e4-be3b-c32da7c31dda","F36 Gran Coupe","2015-2020",{"_id":2121,"configurationSKUs":2122,"fitmentFilter":135,"link":2123,"slug":2126,"generation_order":13,"submodels":2127},"457fc034-2a2a-472c-aeaa-9ea9f810a5ce",[1243,1028,1027,1034,1244,1245,1246,1031,1032,1969,1033,1970,1035,1971,1029,1030,1972,1973,1974,1037,1975,1976,1036,1977,1978,1979],{"label":2124,"to":2125},"G22 G23 G26","\u002Fvehicles\u002Fbmw\u002F4-series\u002Fg22-g23-g26","g22-g23-g26",[2128,2131,2134],{"_id":2129,"name":2130,"yearsConfig":1160},"f03a6f1e-5a99-4474-8a00-a8fb187f9909","G22 Coupe",{"_id":2132,"name":2133,"yearsConfig":1160},"d460ece5-7f62-4cb2-978a-abc122ec34ae","G23 Cabrio",{"_id":2135,"name":2136,"yearsConfig":1160},"1393ed5b-1ba3-4545-811c-727da0629253","G26 Gran Coupe",{"_id":2138,"configurationSKUs":2139,"fitmentFilter":135,"link":2140,"slug":2143,"generation_order":18,"yearsConfig":1701},"1703d083-6a0c-4e4c-860b-c6be1aed1ef4",[1972,1973],{"label":2141,"to":2142},"G26 i4","\u002Fvehicles\u002Fbmw\u002F4-series\u002Fg26-i4","g26-i4",{"label":2145,"to":2146},"4 Series","\u002Fvehicles\u002Fbmw\u002F4-series","4-series",{"_id":2149,"generations":2150,"isHidden":655,"link":2207,"slug":2210},"b1716a61-f995-4eac-bbad-563c7b8fc2e5",[2151,2158,2178,2193],{"_id":2152,"configurationSKUs":2153,"fitmentFilter":135,"link":2154,"slug":2156,"generation_order":8,"yearsConfig":2157},"f04091f6-db3e-4fd4-b099-d51f430635b2",[1752],{"label":1754,"to":2155},"\u002Fvehicles\u002Fbmw\u002F5-series\u002Fe39","e39","1996-2003",{"_id":2159,"configurationSKUs":2160,"fitmentFilter":2161,"link":2166,"slug":2169,"generation_order":13,"submodels":2170},"df9a1187-4d0c-4017-9f44-808694addee9",[1615,1618,1617,1416,1624,1625,1452,1619,1538,1417,1418,1419,1652,1539,1421,1422,1423,1621,1540,1426,1427,1428,1429,1653,1543,1432,1433,1434,1435,1622,771,1438,1439,1440,1654,1544,1442,1443,1444,1445,1626,1545,1453,1454,1455,1456,1459,1460,1461,1547,1462,1627,1481,1655,1628,1631,1632,1482,772,1483,1484,1486,1487,1488,1630,1633,1635,1636,1637,1491,1554,1492,1493,1495,1496,1497,1498,1638,1640,1641,1642,1502,757,1503,1504,1506,759,1508,1507,1509,1467,1466,1465,1556,1511,1557,1643,1656,1513,1514,1515,1517,1519,1520,1521],{"label":2162,"options":2163},"What drivetrain do you have?",[2164,2165],"RWD","X-Drive",{"label":2167,"to":2168},"E60 E61","\u002Fvehicles\u002Fbmw\u002F5-series\u002Fe60-e61","e60-e61",[2171,2175],{"_id":2172,"name":2173,"yearsConfig":2174},"a29acbc3-a7e6-40f7-9259-34c2cfa12933","E60 Sedan","2003-2010",{"_id":2176,"name":2177,"yearsConfig":2174},"8b920dd8-5738-4ee5-99af-ce4cfbd57500","E61 Wagon",{"_id":2179,"configurationSKUs":2180,"fitmentFilter":135,"link":2181,"slug":2184,"generation_order":18,"submodels":2185},"db24e80e-5431-4456-8eab-f5a54a372ad6",[1619,1417,1538,1419,1652,1421,1539,1423,1621,1426,1540,1428,1429,1653,1432,1434,1543,1435,754,1622,1438,771,1440,1654,1442,1444,1544,1445,755,1448,773,1450,1465,1467,1470,1471,765,1626,1453,1545,1455,1456,770,1546,1459,1461,1547,1462,1548,763,1627,1481,1655,1632,1482,772,1484,1486,1488,1553,1490,1637,1491,1554,1493,750,1495,1497,1498,1555,769,1642,1502,757,1504,1506,1508,759,1509,760,1556,1511,1557,1656,1559,1513,1515,1519,1520],{"label":2182,"to":2183},"F10 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","Discover Apex’s high-performance split 5-spoke wheels. Compare our forged VS-5RS and flow-formed VS-5 to find the perfect fit for your budget and application.","\u002Fblog\u002Ftechnical-discussion\u002Fwhat-are-the-differences-between-the-vs-5-and-the-vs-5rs",{"title":5130,"url":5131},"In this article, we explore the key differences between the flow-formed VS-5 and the forged VS-5S to help you decide which of Apex’s most popular split 5-spoke designs is the right choice for your application.\n\nAt Apex, we strive to engineer high-performance wheels for everyone. We make fitments for an incredibly diverse range of platforms, but we also consider a wide range of applications and budgets when adding new wheels to our offerings. When it comes to our iconic split 5-spoke design, which was first introduced with the forged VS-5RS, we now actually produce four unique variants. Part of how we bring Real Performance to as many drivers and price points as possible is producing several designs in both fully-forged and flow-formed variants. When engineered properly, both of these construction techniques can produce true high-performance, competition-grade wheels. Understandably, having four versions of a split 5-spoke wheel can make things a little confusing when deciding which one is right for your application. In this article, we’re going to look at these four different split 5-spoke offerings and specifically compare the two most commonly cross-shopped variants, the forged VS-5RS and the flow-formed VS-5.\n\nAll in the Family\n\nOf our four different split 5-spoke wheels, the flow-formed VS-5 and the forged VS-5RS are the wheels best suited for most applications. We produce two additional forged variants of this design and both are relatively specialized: The VS-5RX and the VS-5RE.\n\nThe VS-5RX is part of our Touring Line and is a lightweight, high-performance wheel that is optimized to handle the heavier load rating requirements of modern SUVs and EVs. It’s produced in fitments tailored specifically for those vehicles.\n\nThe VS-5RE is part of our Enduro Line and is our strongest motorsport-optimized wheel. It was engineered for heavier race cars and track builds that run aggressive aero setups, which can create a lot of downforce and require a wheel with a higher load rating to maintain performance. Its higher load rating is also beneficial for certain track cars that run extremely sticky R compound tires, which can have a big impact on how much strain is placed on a wheel in competition. If you’re unsure if the VS-5RE or the VS-5RS is the better forged option for your application, reach out to one of our fitment experts here.\n\nIconic Look. Iconic Performance. Different Construction.\n\nChoosing between the VS-5 and the VS-5RS is a little trickier. Both are legitimate high-performance wheels, but are made using different construction techniques and have significantly different price points. The VS-5RS is a fully-forged wheel and the VS-5 is a flow-formed wheel. Both of these wheels are truly track-worthy. However, the forged VS-5RS represents the pinnacle of Apex’s offerings when it comes to performance. As part of our Sprint Line, the VS-5RS was designed with a focus on being optimized for weight-savings and with an extremely rich feature set focused on maximizing performance. The VS-5RS is going to outperform the flow-formed VS-5 in some key areas and is ideally suited for the driver that’s seeking to squeeze every last ounce of performance out of their build. The VS-5RS’ ultra-high performance profile and forged construction comes at a higher cost that may push it out-of-budget for some enthusiasts.\n\nWhen we created the flow-formed VS-5, we did so with the intention of making a wheel that not only delivered the same design language of its forged sibling, but pushed the maximum performance possible out of a flow-formed wheel at an incredible value. With almost two decades of experience producing flow-formed wheels, we knew exactly how to engineer the VS-5 to achieve that, and at nearly half the price of its forged sibling, VS-5 delivers. It’s a wheel that brings many functional features to the flow-formed category that are typically only found on forged wheels. While the VS-5 isn’t quite going to match the performance of its forged counterpart, it is an impressive wheel that we consider the last step in flow-formed performance before leveling up to a forged option. So, how exactly do the two wheels stack up against each other?\n\nBy the Numbers\n\nWeight-Savings: A well-engineered forged option will deliver the maximum combo of weight-savings and strength. While a well-engineered flow-formed option can be a remarkably strong and lightweight wheel – and can even outperform a poorly engineered forged option in some cases – the forged VS-5RS is a lighter wheel than the flow-formed VS-5. In this case, the VS-5 is between ~2-3 lbs heavier than the forged VS-5RS in most fitments. For example, the VS-5RS in an 18x10 ET25 fitment weighs 18.5 lbs, while the VS-5 in the same fitment weighs 21.3 lbs. While the flow-formed wheel offers respectable weight-savings to stock wheels and many of the other flow-formed options on the market, those looking for maximum weight-savings will want to opt for the VS-5RS.\n\nAesthetics: Despite how strikingly similar these wheels look, they have some aesthetic differences as a byproduct of their different construction techniques. With the forged VS-5RS, we can dial-in tailored face profiles for each fitment we make. This allows us to make a wheel with the absolute maximum concavity possible for a given platform. With flow-formed construction, we use 3 specific face profiles across all fitments, which allows us to produce this wheel for a wide range of platforms while keeping it at a price point that maximizes performance-for-money. While those 3 face profiles were designed to deliver max concavity, some fitments will sacrifice a bit of concavity relative to their forged counterpart. Additionally, forged construction allows us to create thinner, deeper spokes without compromising any of the wheel’s strength and stiffness, and the VS-5RS has spokes as thin as 2.4mm at their thinnest point. Because of the nature of flow-forming, the VS-5 has to be thicker in some areas in order to closely replicate the forged design. This means slightly thicker spokes and a less-defined, “chubbier” look than the forged version. There’s also a difference in spoke depth between the two wheels; because we use custom motorsports blanks for our forged wheels, we can create a remarkably deep spoke at 41mm, which allows us to maximize the wheel’s weight-savings while also allowing us to maximize spoke stiffness. The flow-formed wheel has spokes that are around 25mm deep.\n\nAdditionally, we’ve reintroduced our dynamic Hyper Black finish on the flow-formed VS-5. This is the first wheel to feature this finish outside of the legendary ARC-8, and it is not available on the VS-5RS at this time. If that finish is a must-have for you, the flow-formed VS-5 is your wheel.\n\nFlow-Formed VS-5 Profiles\n\nStrength\u002FLoad Rating: The flow-formed VS-5 and the forged VS-5RS both boast an impressive 1,600 lb load rating, and both wheels were tested to meet or exceed stringent JWL standards by 50-200%. However, the forged VS-5RS is one of the most uncompromising wheels we make and as a fully-forged offering, we don’t just want to know it exceeds JWL standards – we want to know just how far it needs to be pushed to fail – even if that is extremely far beyond the rigors of any typical use case. As such the VS-5RS is subjected to more rigorous independent testing, which is carried out and certified by Standard Testing Labs (STL). You can read more about Apex’s independent testing practices here. The VS-5 was also tested to exceed JWL requirements and is more than strong enough for serious track use, however the forged option may fare better when it comes to impacts like those you may encounter going off-track or battling in-the-pack during intense racing. This makes it the better option for serious competition drivers with cars that will exclusively see track time. Fortunately, both are covered by our legendary Wheel Replacement Program and one of the best warranties in the industry, so you can race without fear…at least about having to replace a wheel.\n\nFlow-Formed VS-5 Brake Clearance\n\nBrake Clearance: Another important factor for high-performance wheels is brake clearance. Both the VS-5 and the VS-5RS offer excellent clearance, and both feature a 0-degree draft barrel to maximize brake caliper clearance. This is an exceptionally rare design feature to find on a flow-formed wheel! However, because forged construction allows us to strategically remove more material from a wheel’s spoke design and to tailor a wheel’s spoke profile for specific cars and effectively “shrink-wrap” the spokes around their brake, the forged VS-5RS generally offers a bit more brake clearance in many fitments.Consulting our comprehensive fitment guides or reaching out to our fitment experts will clarify which wheel will work best, and is especially important if you’re running an aftermarket big brake kit or plan to upgrade to one at some point.\n\nPerformance Features: Something that sets the VS-5 apart from many other flow-formed wheels on the market is the number of features we incorporated in its design that are typically only found on forged wheels. These features include aggressive, side-milled spokes that provide significant weight-savings and a reinforced inner lip for durability and strength at the wheel’s most vulnerable point. The VS-5 was also designed to accommodate oversized race lugs and impact sockets, so swapping wheels at the track is easy. Of course, you’ll find those features the VS-5RS as well, and while the VS-5 has a reinforced inner lip that makes it exceptionally strong for a flow-formed wheel, the forged wheel features our superior Sprint Spec design with a unique channel profile that makes it exceptionally durable on-track, particularly when it comes to impacts.\n\n\nCenter Caps: This is the last area where these two wheels differ from each other. The forged VS-5RS offers OEM center cap compatibility in every fitment we produce the wheel in. Due to the limitations of manufacturing flow-formed wheels, we chose to produce the VS-5 in two popular OE cap sizes that mirror BMW or Mustang dimensions, depending on the size of wheel. However, each of these wheels look fantastic running our colored Apex-branded center caps and we make every color in our center cap range for those sizes.\n\n\n\n\n\n",{"publishedAt":5183,"_updatedAt":5184,"id":5185,"mainImage":5186,"primaryCategory":5194,"title":5195,"teaser":5196,"url":5197,"category":5198,"plainText":5199},"2025-04-25T16:59:00.000Z","2025-04-25T18:50:59Z","b1cfb4d1-b252-4720-a1b6-51f8de313dfd",{"_id":5187,"alt":135,"caption":135,"crop":135,"details":5188,"hotspot":135,"url":5193},"image-ad8ec6dd6fbf565962b3c1dbab0d9482d78c4a24-4132x2755-jpg",{"aspectRatio":5189,"extension":383,"height":5190,"mimeType":385,"originalFileName":5191,"width":5192},1.4998185117967333,2755,"Apex GT4 hardcore track fitment header.jpg",4132,"https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002Fad8ec6dd6fbf565962b3c1dbab0d9482d78c4a24-4132x2755.jpg",{"title":5130,"url":5131},"Hardcore Track Fitment for Porsche Cayman GT4","Learn about wheel fitments, suspension modifications, and tire choices for Porsche Cayman GT4 track cars.","\u002Fblog\u002Ftechnical-discussion\u002Fhardcore-track-fitment-for-porsche-cayman-gt4",{"title":5130,"url":5131},"It’s no secret that Porsche’s Cayman GT4 is an incredibly balanced, potent, and capable sportscar. Even in their stock form, these cars can be a formidable track weapon. However, there are fitment options and track-focused setups that can really accentuate the GT4’s remarkable performance in a way that’s ideal for cars that will be driven exclusively on-track. In this article, we’re going to walk you through our favorite hardcore track setups for the Porsche GT4.\n\n\n\nOne major piece of the GT4 track setup puzzle is downsizing from the stock 20” wheel to a 19”. Running 19” wheels with a 265 front tire and 305 rear tire is a very appealing combo; not only will the wider tires provide more grip, it opens up a wider selection of popular track tires that are only available in the 265\u002F305 combo. That said, this fitment is quite aggressive and requires some fine-tuning to make work.\n\nIn order to make the 265 tire work, you’re going to need to add camber plates up front. Fitting camber plates at the innermost position on the factory slotted mounting holes will provide you with maximum clearance between the tire and fender, making room for the wider tire. Shimming the lower control arm is not an alternative to camber plates when it comes to running a 265 as it does not provide added clearance at the top of the tire near the fender. After installing the camber plates, you can then shim the lower control arm (LCA) to dial-in your desired camber value. It’s worth noting that when shimming the LCA, your caster value will be affected and may go out-of-spec, which will cause the wheel to no longer be centered within the wheel well. This can cause your tires to rub the front of the inner fender liner near the radiator outlet. If you dial-in enough negative camber for this to be an issue, you can remedy it by adding caster pucks to the LCA or using an adjustable caster arm (thrust arm).\n\n\n\nOur 19x9” ET50 front wheel will run the 265\u002F35-19, as well as narrower alternatives like a 245\u002F40-19 or a 255\u002F35-19. This is a good option if you do not want to install camber plates immediately and want to modify the car in stages, or if you want to run a 245 or 255 while you develop your skills as a driver. If running a 265\u002F35-19 is your plan from the outset, then the wider 19x9.5” ET48 VS-5RS is the better choice for performance with the wider tire size.\n\n\n\nThe rear wheel we recommend for this setup is a 19x11” ET48, which requires Tarett Motorsport-style rear toe links regardless of which rear tire size you plan to use. This part is necessary to provide added clearance when stepping down from the OEM 20x11” ET50 to a 19x11” ET48 as the diameter reduction causes the inner lip of the 11” wheel to interfere with OEM and OEM-style toe links. For a 305\u002F30-19 or a Hoosier 295\u002F30-19, we suggest installing rear camber plates on the car. As with the front axle, being able to dial-in negative camber at the top mount is necessary for extra fender clearance with these wider tires, and it will reduce the amount of lower control arms shims needed to achieve a desired camber value. This all aids tire clearance and allows you to greatly increase the rubber you run on your GT4 and your grip. No guarantees on your lap times, though. That’s all on you.",{"publishedAt":5201,"_updatedAt":5202,"id":5203,"mainImage":5204,"primaryCategory":5213,"title":5214,"teaser":5215,"url":5216,"category":5217,"plainText":5218},"2025-04-22T15:48:00.000Z","2025-04-22T17:53:25Z","964c20e1-bf5c-48f6-a6f6-b68199d1d632",{"_id":5205,"alt":5206,"caption":135,"crop":135,"details":5207,"hotspot":135,"url":5212},"image-6d1cce2d942ba49474c1e90fdb550a011ed50ecf-2048x1372-jpg","Red Porsche 911 991.2 Carrera T with 19\" VS-5RS Apex wheels in Brushed Clear",{"aspectRatio":5208,"extension":383,"height":5209,"mimeType":385,"originalFileName":5210,"width":5211},1.4927113702623906,1372,"52029661841_bc92cb2a0f_o.jpg",2048,"https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F6d1cce2d942ba49474c1e90fdb550a011ed50ecf-2048x1372.jpg",{"title":5130,"url":5131},"Porsche 991 Rear Axle Steering Clearances","Explore how the rear axle steering (RAS) system on the Porsche 991.2 impacts aftermarket wheel fitment when switching to 19” wheels. ","\u002Fblog\u002Ftechnical-discussion\u002Fporsche-991-rear-axle-steering-clearances",{"title":5130,"url":5131},"The 991 generation of Porsche 911 represented a major leap forward in tech for Stuttgart’s greatest contribution to the sports car lexicon. One such tech innovation that showed up in 2017 as an available option on the second iteration of the 991 (known as the 991.2), was an intuitive rear axle steering (RAS) system. We’ve found when 991 owners with the RAS system optioned on their cars start looking into upgrading to an aftermarket wheel, there’s often a concern about how close the RAS motor gets to the barrel of the new wheel, and particularly so when downsizing from the factory 20” wheel to a 19” setup.\n\n\n\nThrough various on-car test-fits and laser scans of the 991.2 generation of the 911 Carrera, we’ve found the mounting point of the lower control arm on the wheel upright is the component that gets the closest to the barrel on our 19” wheels. With both our 5-Lug 19x11.5” ET72 and 19x12” ET46 fitments, Apex’s wheel options for the 991.2 clear all of the necessary suspension components, including the RAS motors. This clearance is illustrated in the images below.\n\n\n\nOn the left, we see a top-down view showing the clearance available between the RAS motor and the barrel of one of our 19” forged Sprint Line wheels. On the right, we see the space between the barrel of the same 19” wheel and the lower control arm mounting locations on the upright. Even during RAS actuation, the RAS motor does not get as close to the lower control arm as it does at its static location. The below photos are of a Carrera T (narrowbody) with our 19x11.5” ET72 VS-5RS, the wheel that brings the barrel closer to the RAS motor than any of our other 19” options. If we consider that same clearance allowance on a widebody car with our 19x12” ET46 fitment, the inner lip actually moves 20mm away from the RAS motor, further improving the amount of space you have. As a byproduct of Apex wheels having a barrel design engineered to provide as much clearance as possible for big brake kits, customers with RAS-equipped 991.2s also have all the space necessary for downsizing to 19”s, which is a great choice for track-focused cars or anyone looking to add a bit more sidewall to their 991.2\n\n\n\nLeft: Top-down view of RAS motor\nRight: Lower control arm mounting location",{"publishedAt":5220,"_updatedAt":5221,"id":5222,"mainImage":5223,"primaryCategory":5231,"title":5232,"teaser":5233,"url":5234,"category":5235,"plainText":5236},"2025-04-14T23:01:00.000Z","2025-04-15T20:08:59Z","cac402be-66f7-436a-9876-27e4a933319c",{"_id":5224,"alt":5225,"caption":135,"crop":135,"details":5226,"hotspot":135,"url":5230},"image-49323a1f8028ffc4f5f46450c1c2fb5a8cf8ca62-2048x1365-jpg","Grey BMW G20 Sedan 3 Series with 19\" VS-5RS Apex wheels in Satin Bronze",{"aspectRatio":5227,"extension":383,"height":5228,"mimeType":385,"originalFileName":5229,"width":5211},1.5003663003663004,1365,"52406237477_49652998a2_k.jpg","https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F49323a1f8028ffc4f5f46450c1c2fb5a8cf8ca62-2048x1365.jpg",{"title":5130,"url":5131},"Track Fitments for BMW G20\u002FG21 3 Series & G22\u002FG23\u002FG26 4 Series: 19x9.5 ET25 Square","This article explores running aggressive square fitments for BMW’s G-chassis cars, including the G20\u002FG21 3 Series and G22\u002F23\u002F26 4 Series","\u002Fblog\u002Ftechnical-discussion\u002Ftrack-fitments-for-bmw-g20-g21-3-series-and-g22-g23-g26-4-series-19x95-et25-square",{"title":5130,"url":5131},"The fitments discussed are ideal for track cars that want the flexibility of a 4-way rotatable wheel and tire setup\n\nAll specific adjustments, tire spec details, and additional hardware requirements needed to run these fitments are explored and explained\n\nWe recently expanded our VS-5RS offerings to include fitments for BMW’s G20\u002FG21 3 and 4 series. While we’ve focused on producing OEM+ direct fit options in square and staggered fitments for popular 3 Series G-chassis BMWs like the 318i, 320i, 330i, M340i as well as the 4 Series models like the 420i, 440i, and M440i, we’ve received a lot of questions about running a 19x9.5” square setup on the G20\u002F21\u002Fetc platform. You can check out some of those fitment choices in the galleries for relevant G-chassis 3 Series here and 4 Series here, and you can explore our comprehensive G-chassis fitment guides for 3 Series here and 4 Series here.\n\nWith more and more of these cars being sold with BMW’s AWD xDrive package, the benefit of being able to do full front-to-rear wheel and tire rotation with a square fitment has become increasingly appealing for daily drivers. Additionally, an aggressive square fitment is ideal for track rats looking to both save on tire costs and benefit from more balanced handling. The video above showcases our latest test fitment of just such a setup. In this article, we’ll give a full breakdown of this fitment setup and take a look at the modifications required to make it work.\n\nMaking an aggressive square setup like this fit has always been difficult for a few reasons. First, the rear of the car has a significant amount of room for wider wheels and tires, but requires higher offset fitments to take advantage of the available room without rubbing against the factory fenders. Up front, space is limited by the front strut assembly found on both the factory suspension and with certain aftermarket coilovers.\n\nWe brought in a G20 with stock suspension and the factory alignment early on in our wheel development phase to test our 19x9.5” ET25 Supra fitment. That test fit is documented in our development thread here, and below are some images of what this fitment looks like on stock suspension:\n\nG20 Stock Photos: \n\nNo Spacers Used. \n\nThis test-fit proved that while the setup could work, it required dialing-in more camber – especially in the rear to prevent poke. With that in mind, we set out to find a modified car for our next test.\n\nA friend and customer of the brand, Chris, had the perfect car for this test-fit and volunteered to help. Chris’ G20 recently had Ohlins installed and was given a fresh alignment, meaning this M340 was already dialed-in and the ideal candidate to validate this square fitment. All of the final photoshoot photography and video featured the following specs:\n\n\n\nModified G20 Specifications:\n\nSuspension: Ohlins Road & Track Coilovers\n\nAlignment\u002FCamber: -2.5° Front and -2° Rear\n\nSpacers: 12mm front spacers used for strut clearance\n\nWheels: VS-5RS in Satin Bronze\n\nFront & Rear: 19x9.5” ET25\n\nTires:\n\nFront: Falken RT660 - 265\u002F35-19\n\nRear: Michelin Pilot Sport 4s - 265\u002F35-19\n\nDifferent tires used F and R to validate clearances and for future staggered testfits.\n\n\n\nFront:\n\nThe Ohlins coilovers required a 12mm front spacer to move the wheel and tire away from the lower spring perch. This is a common requirement from what we’ve seen with Ohlins (and other coilovers like KW and Bilstein). Even with the front spacers and lower effective offset, the tire is nearly flush with the front fenders. Falken RT660s tend to run quite wide, so narrower tire models in the same listed tire size won’t poke quite as much. Chris purchased a set of these wheels after our test and mounted Yokohama AD08Rs on them in the same 265\u002F35-19 size. He recently ran the car at Laguna Seca at a slightly higher ride height than pictured and experience no rubbing at all.\n\nAdditional negative camber in the -3° range could be dialed-in if you intend to run particularly wide tires and are using 12mm spacers. Alternatively, other coilover brands may have spring and perch assemblies with a slimmer silhouette or shorter front stack height springs that would offer improved clearance and reduce the required width of front spacers.\n\nRubbing against the fender liners did occur at full steering lock, particularly in reverse. This is due to caster arm bushing flex and is normal with wider front wheel setups, and generally only occurs during parking maneuvers at low speeds which shouldn’t cause major damage to the tires or fender liner.\n\n\n\n19x9” ET25 notes:\n\nWe also tested the 19x9 ET25 wheel with this setup and a narrower Michelin front tire. While the narrower wheel and front tire buys you additional inner clearance, you’ll still need a 5mm front spacer with this Ohlins suspension.\n\nRear:\n\nThe rear fitment is a bit less complex to make work. At -2°, the tires tucked into the rear fenders by a thin margin. Wider tire compounds may need additional camber beyond -2°. No spacers were used on the rear and, overall, the additional camber tucked-in the rear wheels significantly at the fender edge compared to the initial SM-10 test-fit. There is plenty of room on the inner edge, unlike the front fitment.\n\nTire Notes:\n\nWhile 265\u002F30-19s could be used front and rear for a slightly easier fit, the tire model availability is far better in 265\u002F35-19. A solid selection of track tires is available in this size, making it the obvious choice for someone that tracks their 3 or 4 series. 255\u002F35-19 has even better availability than 265, although most of the tires in this size are street-oriented. Get the full tire breakdown, including recommended models, with our G2X fitment guide.\n\nAvailability and Finish Notes:\n\nThis 19x9.5” ET25 setup is available on our website in both the new forged VS-5RS that you’ve seen featured, as well as the flow-formed SM-10. Most finishes are currently in-stock. We also have a bolt-on 19x9” ET25 and 19x10” ET38 fitment. If you love the look of the VS-5RS on this car, but want an easier, purpose-built fitment, you can also order the direct-fit wheels on our site. Please note that the Satin Bronze finish featured here is currently only available on the 19x9.5” ET25 wheels, but let us know if you’d like to see us bring Satin Bronze to the direct-fit VS-5RS wheels in the future!\n\nA Deeper Dive:\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n",{"publishedAt":5238,"_updatedAt":5239,"id":5240,"mainImage":5241,"primaryCategory":5246,"title":5247,"teaser":5248,"url":5249,"category":5250,"plainText":5251},"2025-04-14T22:37:25.222Z","2025-04-14T23:31:10Z","ed4bdc13-360b-4d1f-bb0e-2d69eb50123d",{"_id":5242,"alt":135,"caption":135,"crop":135,"details":5243,"hotspot":135,"url":5245},"image-5d661ab29860dc4b3f827cd7e832ea166eecb44b-2000x1000-jpg",{"aspectRatio":18,"extension":383,"height":396,"mimeType":385,"originalFileName":5244,"width":445},"negative-02.jpg","https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F5d661ab29860dc4b3f827cd7e832ea166eecb44b-2000x1000.jpg",{"title":5130,"url":5131},"What is Negative Camber? Exploring the Positives of Negative Camber","What is negative camber? We explain what camber is and how it affects your car’s performance, and why negative camber is a good thing for track cars","\u002Fblog\u002Ftechnical-discussion\u002Fthe-positives-of-negative-camber",{"title":5130,"url":5131},"Article Breakdown:\n\nIn this article, we answer the question: What is negative camber? We explain what camber is and how it affects your car’s performance, and why negative camber is a good thing for track cars.\n\nWe explain how to dial-in the optimal amount of camber for your needs and explain what hardware is required to do so.\n\nDialing-in a car’s setup for optimal performance driving is often a complex balancing act that requires both careful selection of aftermarket parts and an understanding of how to adjust those parts for the desired feel. One of the most important factors that affects a car’s handling – especially in a high-performance context – is camber. It’s a word that’s used in a lot of varied circles of car culture and used often, and that’s because camber doesn’t just impact a car’s performance, but also plays a role in how a car sits and looks. That means camber is just as important to track rats trying to shave down lap times as it is to the stance crowd trying to shave down ride heights. So if you’re still asking yourself “What exactly is camber and why does it matter?” This article will demystify things, explain the relationship between performance driving and camber, and explore how dialing-in either positive, negative, or neutral camber will affect your car’s performance. First things first, let’s define camber:\n\nCamber (kambər): The angle of a tire relative to the driving surface.\n\nSimple, right? Camber is just how a tire sits on the road. Negative camber angles the tire inward towards the car, neutral camber has it sitting straight up-and-down, and positive camber angles the tire outward. While other factors come into play when dialing-in a chassis setup, including toe and caster, understanding camber and the role it plays is the best place to start.\n\nThe photo below depicts how camber works. The tire sits perpendicular with the road with zero or neutral camber dialed-in. When negative camber is dialed-in, the tire leans inwards towards the centerline of the vehicle. When positive camber is dialed-in, the tire is tilted away from the centerline of the vehicle.\n\nWe consult many Apex customers who want to maximize the performance of their track car, but may be new to performance driving and its jargon. What we’ve found through those conversations is there’s often an assumption that negative camber is an exclusively bad thing for a car’s handling performance. There’s a general misunderstanding of the role it plays in dialing-in a car’s setup because they associate negative camber with “stanced” fitments, and while dialing-in extreme amounts of negative camber is a way to squeeze fitments with ridiculously wide wheels and stretched tires under a car’s fender for a “hellaflush” fitment, dialing-in more moderate amounts of negative camber is an important part of performance driving setups. Ultra-flush, stanced fitments that rely on extreme amounts of negative camber to stuff wide wheels under a fender are purely aesthetic fitments, and, unsurprisingly, rob a car of handling performance. However, negative camber is foundationally important to achieving tire bite, a key part of any performance chassis setup.\n\n\n\nAn example of a “stanced” fitment using extreme negative camber\n\nThere’s a good reason cars come from the factory with neutral alignments that have very little negative or positive camber. Being that most road cars are used for commuting and errands, a neutral alignment with minimal camber promotes tire longevity and also provides the car with stable and predictable handling. When a tire makes contact with the road surface, it creates a contact patch, which is where grip is generated. A car setup with neutral camber will generate the largest contact patch while being driven in a straight line or while taking corners slowly, the way you’re expected to drive on public roads. However, performance drivers rarely spend much time driving in a straight line, and your tire’s contact patch needs to be more dynamic when hustling around corners.\n\nWhether you enjoy spirited canyon or backroad driving or you’re fighting for position on-track in a competitive race environment, grip is everything for performance driving – and especially important when attacking corners. When a car is thrown into a corner at speed, it experiences lateral Gs. This results in the outer tires gaining positive camber. In other words, the outer tires roll over to the shoulders, which reduces their contact patch and results in less grip when you need it the most.\n\nAn E92 track car utilizes moderate negative camber while cornering aggressively\n\nIt is important to note that various suspension designs operate and react differently under compression\u002Fwhen being driven hard. To keep things concise, this article will focus specifically on the relationship between camber and the common MacPherson strut design that’s found on most road-going vehicles. Notably, the MacPherson strut does not gain much negative camber upon compression, so you must dial-in what’s called static negative camber or camber dialed-in on a flat surface while the car is stationary. This is to compensate for the heavy G-forces the suspension endures during hard cornering. When the car has the appropriate amount of static negative camber dialed-in, the outside tires will come close to zeroing out when it dives into a corner, which will ideally maintain low levels of negative camber and maximize the tires’ contact patch through the corner. This gives you grip where and when you need it most, and builds a driver’s ability to confidently maintain higher speeds throughout the race circuit.\n\nHow much camber is enough?\n\nUnfortunately there is no uniform answer to this and the ideal amount of camber is going to be different for every driver, platform, suspension setup, and application. It’s a lot like asking a tailor to size you for a business suit that you’re going to do kung fu in from a low resolution photograph. Consulting an expert is the best place to start, whether that’s a driving coach, the fastest guys at your local trackday, or an Apex product specialist. Different tire compounds, suspension types, driving styles, and your overall goal for their car all play a role in defining how much camber you’re going to want to dial-in. In fact, in the competitive levels of motorsport, suspension setups become incredibly technical – to the point that variables like track location, local weather conditions, and a course’s layout all have a major impact on how engineers set up a race car’s suspension and alignment. That means the pros dial-in a unique setup to be competitive at each different event they compete in.\n\nThat said, there are some baseline specifications that hobbyists can use as a starting point to dial-in from. Kind of like buying an off-the-rack suit in your size and having it tailored for the perfect fit. There are also benchmark negative camber specifications that people have established based on tire compounds and the car’s planned usage as a dual-duty car that sees street time and track time will have a less aggressive setup than a full-time track machine. Additionally, if you are looking to install a particularly wide wheel and tire combination respective to a particular chassis, you may need a specific amount of negative to create more clearance between the top of the tire and the edges of the front fenders, which will also influence your camber specifications.\n\nAgain, the ideal process is consulting a professional about your specific needs and car. However, the following camber specifications can be used loosely a benchmark starting points:\n\nOur library of vehicle-specific fitment guides and our vehicle configurators are a great way to explore the options for your needs if you’re unsure of how aggressive or how street-focused you’d like your car to be.\n\nHow can I dial in negative camber?\n\nUnfortunately, dialing-in camber is not something you can do properly with basic home garage setups. You’ll need more than a jack stand and a hammer.\n\nMost cars do not come with adjustable front suspension components from the factory, so many platforms are going to need additional parts called camber plates to adjust their camber. There are two types of camber plates: A fixed plate and an adjustable plate. As the names imply, fixed camber plates offer a predetermined fixed amount of negative camber, while adjustable camber plates offer a wider range of adjustments ranging from the mild camber you’ll want on a street car to extreme camber that you probably shouldn’t be running on the street. If you’re unsure of whether fixed or adjustable camber plates are right for you, contact an Apex product specialist and we’ll be happy to discuss your options. Aftermarket adjustable camber plates will typically set you back around $300-500 depending on the brand and your application, while fixed plates are typically a bit cheaper. While this is indeed another aftermarket part that will rob from your kid’s college fund, it is important to note that the initial fixed cost and achieved benefits significantly outweigh the costs of burning up expensive track tires every weekend because you don’t have your camber dialed-in correctly. Some chassis are indeed harder on tires than others, but attending any high performance driving event (HPDE) or autocross event without some negative camber dialed-in will quickly result in premature tire wear. More specifically, the outer shoulders of the tires will take an absolute beating corner-after-corner, and oftentimes turn a shade of blue due to the extreme levels of heat that friction creates. That’s all to say camber plates quickly pay for themselves if you’re going to be tracking the car at all.\n\nGenerally speaking, the rear of a car does not require nearly as much negative camber as the front. Although that’s all chassis dependent, you will find that most cars come stock with suspension components in the rear that allow an alignment technician to dial-in a reasonable amount of negative camber, so aftermarket camber arms are rarely required. Most vehicles will offer up just north of two degrees of negative camber at the rear, and that is typically enough of a range to suit most enthusiasts’ needs. If more adjustability is desired, you will have to purchase and install aftermarket rear camber arms.\n\nListen to Your Tires\n\nNow that you understand the basics of camber and how to dial it into your setup, let’s talk about tuning. Checking your tire wear patterns frequently will help you understand a lot about your driving style and guide you on how to adjust your camber settings to improve performance. Beyond the wear patterns, checking on your tire temperatures promptly after you have exited the race track with a tire pyrometer can also be indicative of what adjustments need to be made. Keeping a logbook in the paddock and noting those wear patterns and post-race temperatures and compiling them over the course of a season will help you see what’s working and what isn’t. Keep in mind that there are a lot of other variables that can affect tire wear, like your driving style evolving as you gain more experience, new modifications to the car, different track locations, etc. However, if the shoulders of your tires are wearing significantly in relation to the rest of the tire and have higher temperature readings post-race than the rest of the tire, you most likely need to add more negative camber to the mix. If the inside of the tire tread is wearing and giving off higher temperature readings, you have too much camber dialed-in. A nice, even wear pattern and relatively consistent tire temperatures are the ultimate goal.\n\nAt the end of the day, camber settings have a dramatic impact on increasing mechanical grip and promoting consistent tire wear, and remain one of the most influential factors when dialing-in a car that performs well. The right amount of negative camber for your specific needs will provide you with more confidence behind the wheel. The only thing left to do is to get out, start logging some seat time, and find what works best for you!",{"publishedAt":5253,"_updatedAt":5254,"id":5255,"mainImage":5256,"primaryCategory":5265,"title":5266,"teaser":5267,"url":5268,"category":5269,"plainText":5270},"2025-04-10T20:23:00.000Z","2025-11-26T18:59:14Z","61dc8e91-277e-4124-9513-a016eea612f1",{"_id":5257,"alt":5258,"caption":135,"crop":135,"details":5259,"hotspot":135,"url":5264},"image-95996a73f483d559340a7f88a1807a98d910176f-4810x3207-jpg","Grey BMW G42 2 Series with 19\" VS-5RS Apex wheels in Satin Bronze",{"aspectRatio":5260,"extension":383,"height":5261,"mimeType":385,"originalFileName":5262,"width":5263},1.4998440910508264,3207,"52631172567_4435b645d7_o.jpg",4810,"https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F95996a73f483d559340a7f88a1807a98d910176f-4810x3207.jpg",{"title":5130,"url":5131},"BMW G42 2 Series Track Fitment: 19x9.5 ET25 Square VS-5RS","Take a deep dive into our technical breakdown of what it takes to run square 9.5\" wheels on a BMW G42 2 series.","\u002Fblog\u002Ftechnical-discussion\u002Fbmw-g42-2-series-track-fitment-19x95-et25-square-vs-5rs",{"title":5130,"url":5131},"BMW’s G42 2 Series is a bold platform and a few of our intrepid G42 customers have opted to accentuate this with our 19x9.5” ET25 square fitment, which is an aggressive, rotatable fitment. Stradale Design documented their test-fit of this setup on their G42 on Bimmerpost shortly after these wheels launched. Their forum thread can be found here. \n\nWhile this test-fit gave a fantastic initial impression of what this fitment looked like on the 2 series, it was always our intention to test this setup in-house as well. While we produce a wide variety of fitment options for these platforms, which you can see in our G42 vehicle configurator here and can further explore with our comprehensive G42 fitment guide here, this aggressive square fitment was always on our list. An opportunity to do a test-fit arose when we needed to create scans of the larger ZTK brake calipers for another project, which gave a chance to test-fit the 19x9.5” ET 25 square fitment while collecting that brake data. Luckily, our volunteer was able to stop by our office with his ZTK-equipped G42 to help. His otherwise stock G42 was the perfect platform to test these wider wheels and validate\u002Fcompare how this fitment works with Stradale’s lowered example.\n\nThe car used in all of the final photography and video seen featured the following specs:\n\n\n\nG42 Specifications: \n\nSuspension & Alignment: Stock\n\nWheels: VS-5RS in Satin Bronze\n\nFront and Rear: 19x9.5 ET25\n\nTires: Falken RT660 + MIchelin Pilot Sport 4S\n\nFront and Rear: 265\u002F35-19\n\n\n\nFront Fitment: \n\nOverall, the front fitment looks great – even at the stock ride height and with the stock alignment. We’ll touch on the tire model later, but the tire seen here is one of the wider 265\u002F35-19 options on the market. This fitment is aggressive and might poke beyond the stock fenders of a non-ZTK car, especially with wider tire models. It is an extremely flush fitment which can be especially important if you need to run spacers. Also, bonus points for those who spot the F87 M2 CS Racing lurking in the background waiting for its time to shine.\n\nFront Suspension: Strut Clearance\n\n\n\nThe photo above shows the strut clearances between the wheel and tire and the front strut assembly. The wide RT660 sits extremely close to the strut body. No tire witness marks or audible rubbing were noted with this fitment during the photoshoot, but if driven aggressively on the track or street, a 3mm spacer would be a great addition to prevent the tire from contacting the strut when the sidewall flexes and deforms.\nThere is room between the tire and the OE spring perch above the tire. If you want to run aftermarket coilovers or HAS (height adjustable spring) kits, you will need a wider front spacer (between 5-12mm) because inner clearance is limited with the lower spring perches that sit further down than the OE configuration. You will also need additional negative camber to run this setup.\n\nFront Brake Clearances: ZTK and More\n\nClearances were tight between the front ZTK calipers and the VS-5RS spokes, but they did clear without issue. There is plenty of clearance between the barrel of the wheel and the calipers, which is where road debris and gravel are more likely to get caught between the components. Overall, the brake clearances for the 374mm ZTK brakes are acceptable with the VS-5RS, but a 3mm front spacer would help build back a spoke-side margin if you’re concerned about road debris. We tested the VS-5RS and SM-10 19x9.5” ET25 wheel designs against these ZTK brakes, the 348mm front “MSport” brakes, and the base 230i brakes, and these (as well as all applicable rear brakes) all cleared the wheels.\n\n\n\nRear Fitment: \n\nThe rear fitment is substantially less complex. The rear had easy brake clearance and a ton of inner clearance for these wheels, so we moved our focus to the fender clearance around the upper portion of the tire. Overall, the fitment is once again quite flush – especially with the wide RT660 tires. No rubbing was noted during our test-fit, but the car was not driven hard. Extreme suspension compression and tire flex on-track might lead to fender rubbing with wider tires, though that rubbing could be dialed-out via alignment adjustment. The ZTK flares help with visual poke, but aren’t a significant benefit to an otherwise unmodified car.\n\n\n\nTire Notes:\n\nFalken RT660s are an excellent extreme-performance tire option that performs well on-track. They also run quite wide. Per Tire Rack, the RT660s in the 265\u002F35-19 size showcased here run 10.9” wide for their section width which is generally the widest point of the tire sidewall. A Michelin Pilot Sport 4s in the same size has a 10.6” section width. When moving further down to the contact patch, the RT660 has a massive 9.8” tread width, while the PS4S has a 9.3” tread width. This is the portion of the tire that contacts the road, but it's also the part of the tire that makes the biggest difference to suspension and fender clearances, as it's this portion of the tire that is closest to these pain points. Both of these tires were measured on a 9.5” wide wheel.\n\nThe RT660s are wider at every point, but are especially big where it matters most for us. The Michelins are a fairly wide tire, but they don’t come close to the RT660. I often get asked by customers what size of tire I recommend. It's a hard question to answer because variances like this exist between different manufacturers within the same listed tire size. This is often a byproduct of those manufacturers trying to squeeze more performance or chase various characteristics out of a listed size. So while a 265\u002F35s make sense here for a track performance setup, the width and fitment will vary depending on the brand and model of tire you select.\n\n\n\nAlternate Sizes:\n\nWhile 265\u002F30-19s could be used front and rear for a slightly easier fit, the tire model availability is far better in 265\u002F35-19. A solid selection of track tires are available in this size, making it the obvious choice for someone that tracks their 2 Series. Additionally, a 255\u002F35-19 has even better availability than 265, although most of the tires in this size are street-oriented. You can run a 255\u002F35-19 for street tires on these wheels, but for an easy bolt-on fitment, the 255\u002F35-19 could also be run on our 19x9” ET25 square fitment. As always, additional fitment options can be found in our guide here.\n\n\n\nGoing Lower and Track Alignment: Featuring Stradale Design\n\nAs mentioned before, Stradale Design is running the same 19x9.5” ET25 square setup on their G42 build, and they documented it in their own thread. If you haven’t seen that thread already, we’ve included some shots of their car with these wheels. They’re wrapped in Falken RT660s and the car is lowered with MSS springs:\n\nOnce some camber was dialed-in, these wheels tucked in a bit more than showcased here. In-depth photos can be found in their thread, but we wanted to take advantage of the opportunity to compare and contrast a stock car with a lowered car by showing their example. You can see that, despite the distance from the fender to the tire decreasing, some additional static camber was gained just by lowering the car. This helps to tuck the upper edge of the tire in.\n\nAftermarket camber plates are going to be the best option to dial-in additional negative camber up front as they will pull the top of the strut inward and improve fender clearance at the upper edge. Availability for plates like this is likely pretty low right now, but as these cars get older, more options should come to market.\n\nFinal Thoughts:\n\nThese wheels work surprisingly well, even on a stock car. Narrower street-oriented summer tires or all seasons would make essentially all aspects of the fitment slightly easier for customers looking for a rotatable square fitment on their street car, but this setup truly shines with aggressive track tires. We’ve been working on and building wheels for the 1 and 2 Series chassis for years with the E82 and F2X 1 and 2 Series, so it's great to see aggressive G42 fitments take shape. Owners may not be as interested in fitments that require some modifications now as these cars are still quite new, and you can take a look at different options in our G42 gallery here while you think that through, but we hope this thread helps to give anyone interested in a rotatable square fitment for the track a great new option. This fitment also boasts the most concavity in any wheel available for the G42 2 Series in our current line up, with an unmistakably deep face profile that really shines on these cars.\n\nWhile this blog showcases our forged VS-5RS, SM-10RS, and ML-10RT, all the same notes apply to our flow-formed SM-10, which gives you multiple fitment options at different price points. I’m a big fan of our flow-formed wheels, and while the forged wheels are great, if you need multiple sets to support a track program or want to save for suspension or HPDE fees, the SM-10s are a great option for any budget.\n\nEven if you aren’t considering Apex wheels, we hope this showcase helps with notes about the offset and fitment on the G42. If you are considering our wheels, we’ve added this fitment to our guides and both of these wheels will be going on our G42 shop-by-vehicle page shortly.\n\nA huge thanks goes out to our volunteer for giving up your time and lending us your car for a few hours. We hope to see you on Apex wheels soon. Another thanks goes out to Stradale Design for picking up a set and letting us use your photos.",{"publishedAt":5272,"_updatedAt":5273,"id":5274,"mainImage":5275,"primaryCategory":5284,"title":5285,"teaser":5286,"url":5287,"category":5288,"plainText":5289},"2025-03-05T21:49:00.000Z","2025-03-10T19:43:09Z","1938c0dd-e58a-4c82-b8e0-51ee67c92641",{"_id":5276,"alt":5277,"caption":135,"crop":135,"details":5278,"hotspot":135,"url":5283},"image-33ad90401112fda7efc711890c620c80f2d189bb-3188x2125-jpg","Black Subaru ZD8 \u002F Gen 2 BRZ with 18\" SM-10RS Apex wheels in Brushed Clear",{"aspectRatio":5279,"extension":383,"height":5280,"mimeType":385,"originalFileName":5281,"width":5282},1.5002352941176471,2125,"10-3-23-Subaru-BRZ-wheels-apex-65.jpg",3188,"https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F33ad90401112fda7efc711890c620c80f2d189bb-3188x2125.jpg",{"title":5130,"url":5131},"Maximize Wheel Width: Gen 2 Toyota 86 & Subaru BRZ Rear Quarter Modification","Modify your rear quarters to maximise tire width and open up wheel options for the 2nd generation Subaru BRZ\u002FToyota 86 chassis. ","\u002Fblog\u002Ftechnical-discussion\u002Fmaximize-wheel-width-gen-2-toyota-86-and-subaru-brz-rear-quarter-modification",{"title":5130,"url":5131},"The second generation 86\u002FBRZ made its debut for the 2022 model year and it was met with near-universal acclaim. The Gen 2 cars received an all new exterior design, a higher quality interior, and a significant bump in horsepower–the biggest complaint about the first generation cars. Top it off with a near-identical curb weight to the old car and a $30,000 starting price, the Gen 2 might just be perfect…\n\n…as a stock car. Enthusiasts have a bad habit of tinkering with the formula, often creating our own headaches where there may not have been one had we left the car alone. For the Gen 2 Twins, the rear quarter clearance is one of those headaches.\n\nFor a bit of context, it was extremely common to run 9.5-inch wide wheels on the Gen 1 86\u002FBRZ. Whether the goal was to fit a wide tire for the track, to have a really aggressive look for the street, or some combination of the two it quickly became a go-to option for those cars. With the arrival of the second generation, new owners quickly rushed to install similar fitments, but were unfortunately met with a roadblock.\n\n\n\nThe Rear Quarter Issue\n\nThe rear quarter on the Gen 2 has a small tab that at first glance, looks like it might allow for more wheel clearance in the rear. On closer inspection it actually costs us quite a bit of room compared to the Gen 1.\n\nUnfortunately, copying and pasting the old formula will not work for those looking to run wide wheels and tires on their Gen 2. However, there are options! The first is to switch to a higher-offset wheel, such as our 17x9” ET48 or a more narrow wheel, such as our 17x8.5” ET44.\n\nThe second option is the reason you’re reading this article: Trim off the material that causes the clearance issue in the first place. While some may be hesitant to cut into a new car, when done properly this modification is invisible to the naked eye.\n\n\n\nA Closer Look\nLet’s take a look underneath the rear quarter panel at the problem area.\n\nFrom this point we’ll need to remove a few clips to peel back the fender liner.\n\nAfter carefully removing the highlighted clips–emphasis on carefully so they don’t break–we can peel the fender liner back just far enough to remove the plastic cover.\n\nA bit of force on the little pins later, and the plastic cap comes right off. Again, a bit of force as we don’t want to cause permanent damage.\n\nWith the plastic cover removed, we’re now left with the metal lip. This is where we do want to cause permanent damage.\n\n\n\nWhat Is Actually Happening\nBefore making permanent changes, we wanted to take a moment to really analyze why the quarter panel trim may be necessary. Here are some images that represent the potential contact issue.\n\nThis is our 17x9” ET35 VS-5RS. For the current and former Gen 1 owners out there, you may already know that this was a very popular fitment for those cars alongside the 18x9.5” options. At first glance, it looks great! A nice, flush fitment.\n\nUpon closer inspection, the problem becomes clear. The small piece of metal where the plastic trim mounts will contact the rear tire under suspension compression. (Note, the vehicle in the photos has -3.5° rear camber. Even an aggressive alignment won’t eliminate the issue!)\n\nCompared to our higher offset 17x9” ET48 wheel shown below with the same tire. These higher offset wheels bring the setup 13mm more inboard.\n\n\n\nAgain for those who may not be eager to trim material off of their vehicle, going with a high-offset wheel as an alternative will allow for similar tire width in a much easier package to run.\n\nFor those looking to bring their car under the knife…\n\nThis photo provides a great idea of what an ideal cut looks like, optimizing clearance without removing more material than necessary.\nNext is trimming the plastic ‘cover’ for additional clearance…\n\nIf done properly, the plastic cover should be able to secure to the vehicle using one of the plastic pins and double-sided tape. After re-installation, the modification should be invisible to the naked eye.\n\n\nThe Result\nWith the modification complete, you’ll be able to run lower offset wheels and wider tires without rubbing in the rear. Or if you’re simply looking for a flush street setup, you can achieve that too.\n\nIf you’re looking for a direct fit option or want to review our top recommended fitments for the Gen 2 86\u002FBRZ chassis, be sure to check out our fitment guides here.\n\n\n\n\n\n\n\n",{"publishedAt":5291,"_updatedAt":5292,"id":5293,"mainImage":5294,"primaryCategory":5302,"title":5303,"teaser":5304,"url":5305,"category":5306,"plainText":5307},"2024-12-04T17:43:00.000Z","2024-12-20T22:08:54Z","c7beafe8-b1bf-4a30-97e4-0af705f018d6",{"_id":5295,"alt":135,"caption":135,"crop":135,"details":5296,"hotspot":135,"url":5301},"image-930db86c1e846418a958347249992ba279abea2d-7008x4672-jpg",{"aspectRatio":5297,"extension":383,"height":5298,"mimeType":385,"originalFileName":5299,"width":5300},1.5,4672,"1-2-3-piece-wheels-explained-hero.jpeg",7008,"https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F930db86c1e846418a958347249992ba279abea2d-7008x4672.jpg",{"title":5130,"url":5131},"What Are 3-Piece Wheels? 3-Piece, 2-Piece, and 1-Piece Wheels Explained","Most car enthusiasts find their way into the world of aftermarket wheels by chasing a specific look, but the reality is wheels play a major role in how your car performs","\u002Fblog\u002Ftechnical-discussion\u002F3-piece-2-piece-and-1-piece-wheels-explained",{"title":5130,"url":5131},"Most car enthusiasts find their way into the world of aftermarket wheels by chasing a specific look, but the reality is wheels play a major role in how your car performs – a role that’s often deeply misunderstood. The world of aftermarket wheels can be an overwhelming one at first; there’s incredible diversity available in wheel designs, and all of those different designs offer different performance characteristics – or lack thereof.\n\nBefore you start learning about the differences in wheel manufacturing techniques – i.e. how forged wheels or flow-formed wheels are made – the best place to start learning what sets different performance wheels apart from others would be to learn what the differences are between the basic construction types.\n\nSo, what are 3-piece, 2-piece, and 1-piece wheels? These are different wheel construction types and all have their own pros and cons, and there’s a wide range of quality levels and options to be found within each construction category. We’ll explore the basics in this article.\n\nWhat Are 3-Piece Wheels?\n\n3-piece wheels are a modular design that separate the wheel’s barrel into inner and outer sections, which are either joined by bolts or welded together with a center section. This modular construction makes 3-piece wheels extremely customizable when it comes to different sizes and offsets – ideal for cars with unique fitment requirements.\n\nAre 3-Piece Wheels Good for Racing?\n\nThis modular construction style also makes 3-piece wheels easy to rebuild and repair if damaged as parts can be replaced, rather than trashing the whole wheel. This particular benefit has made these wheels a favorite for serious motorsports teams as 3-piece wheels are ideally suited to trackside repairs when they are inevitably damaged in the heat of competition, and often without having to scrap the whole center section – the most expensive component of the wheel to manufacture.\n\nWhile some 3-piece wheel designs can deliver extremely high performance and are run by major racing teams, they also have their drawbacks – especially for street cars. 3-piece wheels almost universally have their barrel sections spun from aluminum discs, which limits the geometry possible in terms of inner and outer lip flange reinforcement as the material used typically needs to be of constant thickness when made this way. Some reinforcement is possible by folding material over on itself, but this is both difficult to do consistently and not optimal in terms of where the reinforcing material is positioned. Lip design plays a very big role in a wheel’s performance.\n\nWhy do 3-Piece Wheels Leak Air?\n\n3-piece wheels are inherently prone to leaking air as their inner and outer barrels rely on either a sealant or a gasket to keep the air where it belongs. You’ll also find that 3-piece wheels that use bolts to join their sections can leak from those bolts, and those bolts are going to need frequent tightening and inspection for road cars. Their complex designs also make 3-piece wheels very expensive, and, on a more superficial level, many 3-piece wheel designs are extremely difficult to keep clean.\n\nWhat are 2-Piece wheels?\n\n2-piece wheels are another modular wheel type, but instead of using an inner and outer barrel like 3-piece wheels, they join a center section (the wheel’s face, hub, and mounting surface) with a single barrel. With 2-piece wheels, the barrel and center section are typically joined by welding – though some bolt together like 3-piece wheels with what’s called an assembly flange.\n\n2-piece wheels are customizable when it comes to sizes and offsets like a 3-piece wheel and can be repaired by swapping out broken parts, but because these designs are so frequently welded together, they aren’t nearly as efficient to repair. 2-piece wheels are great for those looking for a highly customizable option, but can be heavy, expensive, and tend not to offer the same performance characteristics or perks, like efficient repairs, as similarly expensive 3-piece wheels.\n\nWhat Are 1-Piece or Monoblock Wheels?\n\n1-piece wheels are wheels made with a single, continuous casting or forging, depending on which manufacturing technique they were made using. A 1-piece wheel combines the face disc or center section and the wheel’s barrel in a single casting or forging, meaning these are not an easily customizable option.\n\nHowever, certain types of 1-piece wheels, like those made using monoblock forging, can offer an unbeatable balance between strength, stiffness, and weight savings, making them the best high performance option for many applications depending on how good the design itself is.\n\n1-piece wheels have minimal maintenance requirements relative to 2-piece and 3-piece wheels, which need their bolts checked often and need to be monitored closely for leaks. 1-piece wheels are also extremely durable, and most 3-piece and 2-piece wheels use spun-disc barrels, which cannot be made with the same level of reinforcement or strength as the barrels of a monoblock wheel.\n\nThe lack of bolts or heavily-reinforced assembly flanges means 1-piece wheels tend to offer much more substantial weight savings than modular designs.\n\nSomething to note is that there are many different factors that go into how well a 1-piece wheel performs and how appropriate it is for different applications. Beyond just finding the right 1-piece wheel for your particular fitment, there are three different manufacturing techniques used to make 1-piece wheels and whether a wheel is cast, flow-formed, or forged plays a major role in not only how it performs, but how appropriate it is for a particular application. The only drawbacks to 1-piece wheels is that they can’t be tailored for different fitments and offsets, so you’ll have to find an option that works for your application and that can occasionally require light modifications to your car, and when a 1-piece wheel is damaged, especially in a motorsports environment, it’s usually beyond repairing and must be replaced. However, their inherent durability makes this less of a concern.",{"publishedAt":5309,"_updatedAt":5310,"id":5311,"mainImage":5312,"primaryCategory":5317,"title":5318,"teaser":5319,"url":5320,"category":5321,"plainText":5322},"2024-12-03T18:14:00.000Z","2024-12-11T17:12:47Z","05c1c045-0257-4eb4-8c65-7c7af72abb6b",{"_id":5313,"alt":135,"caption":135,"crop":135,"details":5314,"hotspot":135,"url":5316},"image-41c836aa387f6664e0b3d0925d868453b74dcbfd-2000x1000-jpg",{"aspectRatio":18,"extension":383,"height":396,"mimeType":385,"originalFileName":5315,"width":445},"Toyota-Supra_EC7RS_Blog.jpg","https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F41c836aa387f6664e0b3d0925d868453b74dcbfd-2000x1000.jpg",{"title":5130,"url":5131},"Everything You Need To Know About Wheel Fitments: Performance, Aesthetics, and Functionality","In this article, we will explore the basics of what wheel fitment is, the various styles of fitments commonly used, and how a wheel fitment affects the performance and appearance of a car.","\u002Fblog\u002Ftechnical-discussion\u002Feverything-you-need-to-know-about-wheel-fitments",{"title":5130,"url":5131},"In this article, we will explore the basics of what wheel fitment is, the various styles of fitments commonly used, and how a wheel fitment affects the performance and appearance of a car.\n\nChoosing the right set of wheels for your car can be a surprisingly overwhelming task. Between the abundance of technical terms used in the wheel industry, the large number of variables that can impact how a set of wheels will look (and more importantly, perform) on your car, and the highly specific requirements that different applications demand of a set of wheels, it can feel like a real challenge to make the right decision when buying wheels. If you’re new to the world of aftermarket wheels, the first thing you want to do is familiarize yourself with the concept of “wheel fitment.”\n\nOnly after you know what fitment is ideal for your needs can you figure out whether you require forged wheels or if a set of flow-formed wheels will work for your performance needs, and then you can consider what wheel hardware and accessories are needed to achieve that fitment.\n\nIf you are searching for chassis-specific fitment information for your vehicle, you can browse our in-depth wheel and tire fitment guides.\n\nWhat is Wheel Fitment?\n\nFitment simply refers to how the wheels and tires are fitted or positioned on a car in relation to the fenders. The overall fitment of a car ultimately depends on the diameter, width, and offset of a wheel, but can also be affected by a car’s ride height and alignment specs.\n\nWhile there are certain fitments that are used to accentuate a car’s performance, street car fitments are typically an extension of an individual’s appearance preferences. Some folks favor a more aggressive appearance, which can trade a bit of performance and comfort in street car applications for a race-ready look, while others prefer something with a more conservative look and driving feel.\n\nA major part of why dialing in a car’s fitment can be a process and feel overwhelming at first is the need to find a balance between an aggressive look and a comfortable and functional ride. As such, there are quite a few different basic styles of wheel fitments – each with their own set of pros and cons.\n\nTo keep things simple, we will take a look at the five most common fitment types: tucked, flush, poke, stanced, and track.\n\nTucked Fitment\n\nA “tucked fitment” is when the wheels and tires sit tucked in behind the fenders, which offers a more aggressive appearance. While some OEM wheel fitments can be considered tucked, a true tucked fitment typically involves a significant drop in ride height from stock, which is a common fitment style for those running air-ride suspension.\n\nA tucked fitment does not effectively utilize all of the fender clearance available, which tends to leave some untapped performance on the table. WHY? In many cases, folks that swap their OEM wheels for an aftermarket option do so to alleviate the tucked look by running wheels that are wider and\u002For have lower offsets to push their wheel and tire setup closer to the fenders for a more aggressive appearance and improved grip.\n\nFlush Fitment\n\nA “flush fitment” is when the wheels and tires sit flush with the fenders, which maximizes the wheel and tire sizes you can run on a car. Not only does this drastically improve a car’s appearance, it also significantly increases the overall performance of a car as wider wheels and tires offer a larger contact patch and more grip.\n\nA flush fitment is the most popular style of fitment and is the fitment style we target for when developing new wheel sizes for different chassis. Due to the tighter fender clearances that result from running a flush fitment, certain vehicles and wheel\u002Ftire setups may require supporting mods like fender-rolling or dialing-in additional negative camber to keep your tires from rubbing against the fenders while driving.\n\nPoke Fitment\n\nA “poke fitment” is when the wheels and tires poke out past the fenders, which can cause rubbing issues under suspension compression or with certain steering angles. Poke fitments tend to look a bit off because of this extra “wheel poke” and can betray the lines of a car in most cases.\n\nA poke fitment is typically caused by installing wheels and tires that are too aggressive in size and offset for a specific vehicle, or by not doing the supporting mods required to fit a particularly aggressive wheel and tire setup.\n\nIn the case of more aggressive track-focused fitments, additional camber and fender modifications are typically required to make a fitment with poke on a stock car fit flush.\n\nStance Fitment\n\nA “stance fitment” is typically the result of installing an aggressive set of wheels and tires on a car with extensive suspension, camber, and fender modifications to achieve a specific look.\n\nMost stance cars are defined by extremely low suspension setups that have a ton of negative camber dialed-in to get the top of the wheels and tires to fit perfectly flush with the fenders. The negative camber gives the car a “slanted wheels” look. These cars are built with aesthetics as the priority, and stance fitments do not offer any performance advantage the way other fitment styles do – especially as most stance-style cars run slimmer tires that are stretched over a larger wheel.\n\nTrack Fitment\n\nA “track fitment” is the result of a wheel and tire setup being selected specifically for their performance and handling characteristics. Track fitments typically involve wider wheels in smaller diameters, which are designed to maximize your options for tire size and help reduce unsprung weight to maximize a car’s possible grip and handling performance.\n\nIn most cases, track fitments are not ideal for stock cars as they are designed to be used with track-focused suspension and camber modifications, which are typically required to ensure a car can take full advantage of the performance upgrade these wheel and tire combinations offer and to make sure they fit without any clearance or rubbing issues.\n\nHow To Choose a Wheel Fitment\n\nWhile the above fitments are the most common, something to consider is that every application and every driver will have a slightly different ideal for their car, and there’s a gray area between all of the above that may work best for you. Having a clear idea of your fitment priorities – whether it’s aesthetically-focused, performance-minded, or a happy medium between the two – will help you narrow down your wheel search and find the ideal setup for your build and its application.\n\nOne of the best resources you can utilize to help find the specific wheel and tire specifications required to achieve your preferred fitment style is our vehicle-specific fitment guides. You can browse all of our wheel and tire recommendations for your specific application via the link below our fitment guides: Apex Vehicle Fitment Guides.",{"publishedAt":5324,"_updatedAt":5325,"id":5326,"mainImage":5327,"primaryCategory":5336,"title":5337,"teaser":5338,"url":5339,"category":5340,"plainText":5341},"2024-04-05T16:00:00.000Z","2024-08-12T19:59:04Z","e41d7e8d-fa3d-47e5-9683-9246218bc162",{"_id":5328,"alt":135,"caption":135,"crop":135,"details":5329,"hotspot":135,"url":5335},"image-00b961c1df8ef31f5dbffe35b10ad40446451e64-1491x994-webp",{"aspectRatio":5297,"extension":5330,"height":5331,"mimeType":5332,"originalFileName":5333,"width":5334},"webp",994,"image\u002Fwebp","honda-fk8-civic-type-r-wheels-vs-5rs-motorsport-gold-5-lugs-19-1221-005.webp",1491,"https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F00b961c1df8ef31f5dbffe35b10ad40446451e64-1491x994.webp",{"title":5130,"url":5131},"Honda FK8 Civic Type-R - Apex Enthusiast Guide","A brief overview of the FK8 Civic Type-R including factory specs, recommended modifications, and more.","\u002Fblog\u002Ftechnical-discussion\u002Fhonda-fk8-civic-type-r-apex-enthusiast-guide",{"title":5130,"url":5131},"Introducing the Apex Enthusiast Guide for the Honda FK8 Civic Type-R. If you’re looking for the latest Civic Type-R, you’ll want to check out the FL5 Essentials Guide instead.\n\nAfter years of only experiencing the Civic Type-R through TV screens, the Honda gods finally blessed U.S. enthusiasts with a bright red ‘R’ badged Civic of our own—and it lived up to every bit of the hype. The Civic Type-R specs were among the most competitive in the Hot Hatch segment.\n\n2017-2021 Honda Civic Type R Specs\n\nThankfully avoiding the blasphemy that a Civic Type-R auto would be, the FK8 was exclusively offered with a slick 6-speed manual transmission. Paired with a factory LSD and phenomenal suspension tuning, the front wheel drive Civic Type-R arrived with a splash.\n\n2017 Honda Civic Type R Nurburgring Time: 7:43.80\n\nSplash may be a bit of an understatement. The Honda Civic Type-R quickly reminded everyone who was the King of Sport Compacts, handily beating out each of its competitors in test after test, lap after lap. Heavy is the crown, or something like that.\n\nWith the prices of a used Honda Civic Type-R going as low as $25,000, the performance-per-dollar ratio of these cars is hard for any enthusiast to deny. Being able to shatter lap records and still pick up the kids from school for half the price of an M car is no small feat.\n\nCivic Type-R Versus (Comparisons)\n\nCivic Type-R Vs GR Corolla\n\nThe new Toyota GR Corolla has arrived to much fanfare and rightfully so. Although the hot hatch has not had an official Nürburgring lap time posted, testing on various local road courses has shown lap times within a tenth of the FK8 CTR.\n\nCivic Type-R Vs WRX STI\n\nThe Subaru WRX STI has long been a tuner staple with its signature boxer rumble and symmetrical all wheel drive. In most track comparison tests, the FK8 CTR tends to be a tad quicker than the WRX STI, but it’s still a worthy comparison.\n\nCivic Type-R Vs Focus RS\n\nFord’s Hot Hatch was designed around all-out performance and it shows. With a whopping 350 horsepower and 350 lb-ft of torque, the turbocharged engine of the Focus RS sends its power to all four wheels. Often running neck-and-neck in comparison tests to the Civic, the Focus RS might be the closest thing we’ll ever see to an 'American' Type-R.\n\nCivic Type-R Vs Golf R\n\nThough the notorious back-and-forth battling for the Nürburgring record is technically between the FK8 CTR and the European-Exclusive Golf GTI Clubsport, the Volkswagen Golf R tends to perform comparatively well at local race courses, setting lap times near to that of the much more track oriented Civic Type-R.\n\nCivic Type-R Vs Elantra N\n\nWith a quick glance at the spec sheet, the Hyundai Elantra N does look to be a bit of an underdog compared to the Civic Type-R. The stand out feature of the Elantra N however, is the optional 8-speed dual clutch transmission. Having lightning-fast sequential shifts is typically a feature reserved for much more expensive vehicles, putting the Elantra N in a category of its own.\n\nCivic Type-R Vs Civic Si\n\nPrice aside, the Civic Type-R and the Civic Si are simply intended for two different purposes. The Civic Si is great as a slightly hotter Civic than most. Think of it as a jalapeño, it will add a little kick, but not entirely change the formula. Whereas the Civic Type-R is a habanero. While there may be some similarities, the CTR is a noticeably different vehicle than the other Civics in the lineup.\n\nRecommended Honda Civic Type R Mods\n\nAs sensational as the FK8 Civic Type-R is from the factory, there is still some room for improvement, especially depending on which model year you purchase. While the earlier models can be a lower priced entry point, the later models did clean up some of the weak points through small tweaks and revisions.\n\nWheels & Tires\n\nAfter sorting out cooling, the next must-have modification to any CTR would be wheels and tires. The 2017 FK8 Type-R notoriously arrived with 20x8.5” ET60 wheels and 245mm wide tires, a setup that would have landed the Honda on the cover of Dub Magazine back in the day. While the high offset did help with scrub radius and torque steer, overall the factory setup wasn’t exactly favored by enthusiasts from both a performance and ride quality standpoint.\n\nSwapping to an 18-inch wheel is an extremely common modification for the Civic Type-R, typically allowing owners a wider variety of tire choices and more sidewall for improved driving comfort. Apex Wheels 18x9.5” ET45 Forged VS-5RS is a great option for the R as it provides an easy direct-fit upgrade over stock and allows for a much wider tire than the factory wheels. The lower offset brings the wheels flush to the fenders whether your CTR has factory suspension, lowering springs, or coilovers.\n\nApex VS-5RS in Motorsport Gold\n\nBe sure to check out Apex’s full Honda Civic Type-R FK8 wheels catalog for all CTR-compatible Forged and Flow Formed options!\n\nSuspension Modifications\n\nThe FK8 comes equipped with adaptive dampers, allowing drivers to transition between a comfort-oriented ride and a track-focused ride at literal flip of a switch. Because many CTR owners prefer to maintain this feature, pairing a good set of aftermarket springs with the factory dampers is a common upgrade for these cars. Although there are quite a few offerings on the market, the Swift Springs Spec-R are a stand out option for anyone aiming to retain the adaptive dampers.\n\nBolt-On Engine Modifications\n\nLike many modern performance vehicles, the FK8 Civic Type-R does not leave a lot of performance on the table. The days of gaining 10 horsepower from simply adding an intake and an exhaust might be behind us for good. That said, adding an aftermarket tuning component such as Hondata FlashPro can open up a lot of opportunity for additional power, even with the included base maps. Keep in mind that while a more aggressive tune may provide more horsepower, it can often come at the expense of cooling efficiency.\n\nCooling Modifications\n\nAlthough the FK8 is a very robust vehicle on the street, on track these cars were known to encounter cooling issues under hard driving. Naturally, the aftermarket produced a variety of radiators, oil coolers, grills, and vented hoods to help alleviate the issues. The facelifted 2020 Honda Civic Type R featured a revised front grill and a revised radiator design which provided a mild improvement to cooling performance.\n\nThe C&R Radiator and Oil Cooler are a great pair of cooling upgrades that are known to produce meaningful improvements to the CTR’s cooling performance and are worth investing in if you have any plans to do more than one or two track days in a year.\n\nLooking for more Civic Type-R FK8 photos? Check out our Gallery!\n\nFor more in-depth wheel fitment information, check out our FK8 Civic Type-R Fitment Guide!\n\n\n\nContact Us\n\nPhone: 925-245-0773\n\nEmail: expert@apexwheels.com\n\nWeb: www.apexwheels.com\n\nHours: M-F 9a-5p PST​",{"publishedAt":5343,"_updatedAt":5344,"id":5345,"mainImage":5346,"primaryCategory":5352,"title":5353,"teaser":5354,"url":5355,"category":5356,"plainText":5357},"2024-03-19T12:33:25.700Z","2024-08-06T22:46:51Z","f20001c1-1818-46c2-b2c3-cfdc9faee33b",{"_id":5347,"alt":135,"caption":135,"crop":135,"details":5348,"hotspot":135,"url":5351},"image-75f14c08fb5d433d5d088403f412d903d118607f-1024x1024-jpg",{"aspectRatio":13,"extension":383,"height":5349,"mimeType":385,"originalFileName":5350,"width":5349},1024,"lightweight wheel vs feather.jpeg","https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002F75f14c08fb5d433d5d088403f412d903d118607f-1024x1024.jpg",{"title":5130,"url":5131},"Industry Myth: Lighter wheels are engineered better","There’s a general assumption among buyers that lighter wheels are better, and buying the lighter of two wheels is the right purchase decision.","\u002Fblog\u002Ftechnical-discussion\u002Findustry-myth-lighter-wheels-are-engineered-better",{"title":5130,"url":5131},"Both buyers and manufacturers keep pushing for lighter and lighter wheels. There’s a general assumption among buyers that lighter wheels are better, and buying the lighter of two wheels is the right purchase decision. But that’s flawed thinking without a lot more context. Context that is often hidden from buyers. That choice assumes both wheels were created with everything else being pretty much equal, when in reality there are typically significant compromises being made that you can’t easily see.\n\nThe basic concept makes sense. Lighter wheels should reduce unsprung weight, and improve acceleration and deceleration. If there are no trade-offs or short cuts being taken by a manufacturer, then lighter should pretty much always be better.\n\nIf you're a company wanting to make a quick buck, what do you do when your new wheel design is uncompetitively heavy? If you’ve reached the limits of your engineering talents, or you’re trying to maintain a certain style and look, then you don’t have a lot of options to shed weight besides making a tradeoff. The most common tradeoff we see is a reduction in stiffness with shallow spokes. You can keep the general design of a wheel but throw stiffness out the window and still reach your desired load rating in FEA. The side benefit is you can use thinner and cheaper blank profiles which cost less.\n\nIf you’ve already sacrificed stiffness and your new wheel is still heavy, then fear not, there are other places to shed weight that buyers won’t easily notice. Giving up strength can help shed a lot of weight. Thinning out the inner lip to a basic thin profile will cut a lot of weight. You can easily pull a pound of weight out of a lip. As a result it will be much weaker and more vulnerable to damage, but there’s no good measurement for lip performance so buyers can’t really compare or quantify it. The load rating can be reduced, which directly translates to a reduction in strength. Or more dangerously, a reduction in strength can be made without a reduction in advertised load rating. If the customer doesn’t notice the lower load rating then then buyers will come running.\n\nBecause the industry isn’t well regulated and performance isn’t well communicated beyond simple weight measurements, it’s very easy to end up with compromised wheels without knowing. If you compare two wheels and one is a pound lighter, that doesn’t mean superior engineering led to those savings. If you can’t compare these variables, then you can’t be sure where that weight savings came from.\n\nYou should be looking for variables beyond just weight that gives you assurances that the wheels you're looking to buy are not the wrong mix of compromises. Apex offers wheel lines that purposefully make trade-offs for the purpose of offering choice as there’s no one perfect wheel for everyone. Our Enduro line of wheels is optimized for much higher load ratings (strength), and stiffness. They are heavier as a result. If you only paid attention to weight, you wouldn’t appreciate the performance they offer. Our Sprint line of wheels are the very same base designs but optimized for being as light as possible at or above industry established load ratings, while maintaining very high stiffness.\n\nOur goal is to be transparent about those differences so you can make the right choice. We list the load ratings of our wheels clearly in the specifications tables and we’re experimenting with ways to clearly communicate other performance variables like stiffness since there are no established standards for us to follow.",{"publishedAt":5359,"_updatedAt":5360,"id":5361,"mainImage":5362,"primaryCategory":5367,"title":5368,"teaser":5369,"url":5370,"category":5371,"plainText":5372},"2024-03-19T12:27:56.002Z","2024-08-06T22:46:54Z","2ad79a37-c413-4c54-acdb-aa631fc5d2a8",{"_id":5363,"alt":135,"caption":135,"crop":135,"details":5364,"hotspot":135,"url":5366},"image-ba925381044072511330498b30f060cd25163100-1024x1024-jpg",{"aspectRatio":13,"extension":383,"height":5349,"mimeType":385,"originalFileName":5365,"width":5349},"wheel comparison image.jpeg","https:\u002F\u002Fcdn.sanity.io\u002Fimages\u002Fc8ihu5xk\u002Fproduction\u002Fba925381044072511330498b30f060cd25163100-1024x1024.jpg",{"title":5130,"url":5131},"Industry Myth: You can easily compare performance between wheels and brands.","Unfortunately, you cannot easily compare the performance of wheels from one brand to the next, or even within the same brand.","\u002Fblog\u002Ftechnical-discussion\u002Findustry-myth-you-can-easily-compare-performance-between-wheels-and-brands",{"title":5130,"url":5131},"Unfortunately, you cannot easily compare the performance of wheels from one brand to the next, or even within the same brand. If you’re in the market to buy wheels to make your car faster, you’re put into a tough situation. There are no established standards for articulating performance within the wheel industry besides weight, and even that gets manipulated. The rest of the info you have is basic sizing specifications such as: diameter, width, and offset. If you’re not careful, you can easily end up wasting good money on wheels that overpromise and underdeliver.\n\nIsn’t wheel weight a good enough indicator of performance? Doesn’t a lower weight mean superior performance? The problem is weight reduction is rarely free, especially when prices are low. We know that manufacturers often shortcut strength and stiffness to reduce weights in order to look more competitive on paper, such as overly thin spokes and lips. If buyers can’t compare other variables then they may be giving up a lot for that low weight.  That's created a booming industry of fashion wheels being sold into performance applications with ease. It’s created a market where consumers who are shopping for high performance wheels are often buying weak and floppy wheels in motorsport aesthetics, and paying a healthy price too.\n\nWe don’t compare the performance of a car or computer using weight only. We look at a lot more. A car might be light but it may have very little horsepower, or a laptop might be heavier but it may have a much bigger screen and faster cpu. Ideally a buyer could see the performance differences between multiple wheel designs so they weren’t forced to just buy on price, weight, and design. You deserve more information, and you should demand more from the industry.\n\nThe closest thing to comparing strength right now is the load rating, but that’s not uniformly measured. Max loads are calculated many different ways with formulas that spit out different numbers. Load testing is often just a pass\u002Ffail measurement and doesn't account for true strength. How do you spot the wheels that would fail just beyond the limit, and the ones that have a lot of extra safety margin? Right now, you can’t.\n\nIt’s odd to only pay attention to the weight of a wheel instead of factoring in how the location of mass on that wheel affects its resistance to acceleration and deceleration. Imagine a figure skater bringing their arms in to spin faster, and holding their arms out to slow their spin. This is rotational inertia, and the physics don't change in a wheel. A wheel might be light, but where is its weight located? Rotational inertia can easily be calculated and can act almost like a dyno measurement between wheels of different designs, and do an even better job of showing off changes in diameter.\n\nCould there be a standardized way of measuring strength, stiffness, rotational inertia, and many other variables? Absolutely! Although, it would take a published industry standard that is regulated and validated to ensure companies were measuring everything similarly and accurately. Even something as simple and straightforward as weight is not consistent in the industry currently, so adding more and expecting consistency is a dream right now.\n\nFor some people these extra variables may cause confusion or analysis paralysis. We see that as a small price to pay in our mission to deliver Real Performance. Real can be measured and compared, and is more than just fashion. We’re currently working out the details on how we can clearly compare stiffness and rotational inertia across our wheel designs. How we communicate and calculate performance will certainly evolve with time, but we’ll always strive to make that information more accessible and useful. We’re striving for a future where you can compare performance between brands with ease."]