2000-2006 BMW 3 Series E46 Duraflex Savala Front Fenders - 2 Pieces SKU: K2-7933-BMW-114-OFR

What the Part Is.

• The part is Duraflex Savala front fenders, 2-piece set for the BMW E46 (3 Series) from 2000 to 2006.  
• Part number: 118940 according to multiple sources.  
• Material: FRP (Fiberglass Reinforced Plastic) — these are not OEM steel; they’re lightweight but require proper prep.  
• Finish: They come in a black primer / gel-coat finish, so you should plan to paint them.  
• Duraflex claims a “proprietary polymer blend for maximum flexibility” and “reduced damage rate up to 75%” compared to traditional fiberglass.  
• Installation: Because it’s FRP, you will likely need to dry-fit, drill, and do bodywork.  

Pros & Risks / Considerations

Pros:

• Can give your E46 a more aggressive or custom look (Savala-style flares).
• Lighter than OEM steel fenders, which could help slightly with weight.
• Duraflex’s “flexible” FRP is more resilient than brittle fiberglass — less likely to crack under small impacts.

Risks / Downsides:

• Fitment: Aftermarket FRP parts may not align perfectly — need to dry-fit and make adjustments.
• Prep Work: Requires sanding, filling, and painting for a good finish.
• Durability: While more flexible, FRP can still be less durable than metal under certain stresses.
• Shipping & Import: If you’re in Malaysia, shipping FRP body panels can be expensive and risky.
• Hardware: Mounting hardware may not come included — check with seller.

Recommendation

• If you’re building a show / modified car (or want a unique look), these are a solid option.
• But if you want durability and OEM-level fitment, also consider OEM steel fenders (or good-quality metal aftermarket).
• Talk to a local body shop before ordering: show them the part pictures, confirm whether they can do the painting & fitting, and ask about import feasibility (duty, shipping).

2000-2006 BMW 3 Series E46 Duraflex Savala Front Fenders - 2 Pieces SKU: K2-7933-BMW-114-OFR

 

APR GT-250 Honda Civic Type R Spec Wing - Honda Type R 2017 - up

Here’s a breakdown of the APR GT-250 wing options for the Honda Civic Type R (FK8, 2017+).

What Is the APR GT-250 Wing for Type R

• The GT-250 is an adjustable 2D airfoil wing designed to produce good downforce with minimal drag.  
• Made from pre-preg carbon fiber (very lightweight, very strong).  
• Comes with pre-installed Gurney flaps to further improve aerodynamic performance.  
• Uses 6061 billet aluminum pedestals (brackets) for mounting.  
• Angle of attack is adjustable — so you can tune how much downforce vs drag you want.  
• Fitment: Uses factory spoiler mounting holes on the Type R — so no need for crazy custom mounting if done properly.  
• Compatibility: Specifically fits Honda Civic Type R FK8 (2017–2021).  

Pros & Considerations

Pros:

• Very good aerodynamic performance (downforce) — helps with stability at high speeds / track driving.
• Lightweight (carbon fiber) — adds minimal weight.
• Adjustable angle — can tune for your driving style.
• OEM-mount compatibility (uses factory spoiler holes) — relatively clean install if done properly.

Considerations / Downsides:

• Carbon fiber wings are expensive.
• With adjustable angle, if you set high downforce, you’ll create more drag, affecting top speed.
• Need to ensure correct installation — misalignment can damage or vibrate, especially during high-speed cornering.
• Lead time (2–3 weeks for some variants) — not something you can pick up local unless a seller stocks it.

Recommendation (for You)

• If you’re doing a track-focused build: Go for the 67″ GT-250 (either standard or swan-neck) — more downforce, more surface.
• If it’s more for street + occasional weekend spirited driving: The 61″ version might be enough and look more balanced.
• Make sure to talk to a local or regional parts importer / performance shop: shipping a carbon wing can be expensive, and you might need to pay import duty / tax.
• When installing, either do it professionally or double-check torque specs and alignment — you don’t want it to flex badly or stress the trunk.

 

APR GT-250 Honda Civic Type R Spec Wing - Honda Type R 2017 - up

Turbosmart TS-1 Turbocharger 7880 V-Band 0.96AR Externally Wastegated SKU: TS-1-7880VB096E

 

Turbosmart TS-1 Turbocharger 7880 V-Band 0.96AR Externally Wastegated SKU:

TS-1-7880VB096E

Here’s a breakdown of the Turbosmary TS-1 7880 V-Band 0.96 AR (EWG), what its advantages are, and where (or for what builds) it’s typically used — plus some trade-offs.

Advantages / Strengths of this Turbo

1. Very High Power Capability
   
• According to Turbosmart and retailers, this 7880 model (with 0.96 A/R) is rated for very high power — up to 1,275–1,425 hp in some specs.  
• That makes it suitable for very high-performance or race builds, not just mild street-tuning.
2. ”Unparalleled Transient Response”
   
• The TS-1 series is designed for very low rotating mass in the bearing / shaft assembly, which helps it spool faster.  
• This means better throttle response, especially when boosting from lower shaft speeds.
3. High-Temperature Durability
   
• It uses a T14 Inconel turbine wheel (or similar high-temp alloy) — good for handling high exhaust gas temperatures (EGTs) under load.  
• The turbine housing is 310S stainless investment-cast — this helps with thermal resilience.  
4. External Wastegate (EWG)
   
• More precise boost control: since it’s externally wastegated, you can better manage boost beyond what many internal wastegates can do.
• Reduces the risk of “wastegate creep” when boost is very high. Turbosmart’s catalog even explains why external wastegates are preferred for high-boost or high-power builds.  
• Flexibility: you can tune actuator, springs, etc., for racing or street use.
5. Good Balance and Build Quality
   
• Ceramic dual-bearing system: helps with durability and maintaining good spool.  
• VSR (very high-speed) balancing: improves reliability at very high RPMs / high boost.  
• CFD-optimized housing for efficient flow: Turbosmart states that its housings are designed for optimal flow and A/R via computational fluid dynamics (CFD).  
• Integrated iron backplate: helps structural integrity.  
6. V-Band Inlet / Outlet
   
• The V-band connections (both inlet and outlet) make it somewhat modular / flexible in custom turbo setups. (Less restrictive for custom manifolds or race plumbing.)  
• Allows for easier swaps, maintenance, or fabricating custom exhaust / intake plumbing.
7. Oil Cooling
   
• This TS-1 is oil cooled (not water), simplifying cooling plumbing (just need oil feed and drain).  
• For race cars or dedicated high-power builds, oil cooling can be more than sufficient and is simpler than water-cooled setups (less plumbing, weight).

Trade-Offs / Disadvantages / Things to Watch Out For

• Size & Weight: Although “smaller & lighter than some competitors,” this is still a very large and capable race turbo. It may be overkill (or physically difficult to mount) for smaller engines or street-only cars.
• Thermal Management: High EGT capability is great — but sustained high temps demand proper exhaust design, heat shielding, and oil supply.
• Tuning Complexity: Because it’s high-power and externally gated, you’ll need a really good tune. Boost control, fueling, and engine internals must be up to par.
• Cost: Turbos like this are expensive, both for the unit itself and for the supporting components (manifold, V-band clamps, wastegate hardware, etc.).
• Fitment: Not really a “bolt-on” turbo for many OEM cars. It’s more often used in custom or purpose-built turbo setups (motorsport, high-horsepower swaps).

Common / Likely Use Cases (“What Cars” / Applications)

• Race Engines and High-Power Builds: Given its 1,200+ hp potential, it’s very well suited to race cars (drag, circuit) or very high-powered engine builds.
• Heavily Modified / Engine-Swapped Cars: You’ll often see this kind of turbo in custom engine swaps, especially where people build big displacement or highly tuned NA engine conversions.
• Motorsport / Fabricated Turbo Kits: Because of V-band and external wastegate, it’s ideal for custom manifolds / turbo systems in dedicated race cars.
• Not Common in OEM Turbo Cars: It’s unlikely to be found “off the shelf” on a typical production turbo engine — more for aftermarket and performance-specific applications.

Turbosmart TS-1 Turbocharger 7880 V-Band 0.96AR Externally Wastegated SKU:

TS-1-7880VB096E

Toyota G16E-GTS (1.6-litre 3-cyl turbo) vs Honda K20C (2.0-litre turbo inline-4) and how they go against European’s juggernauts.

 

Here’s a focused, technical face-off of the Toyota G16E-GTS (1.6-litre 3-cyl turbo) vs Honda K20C (2.0-litre turbo inline-4) with real numbers, key design choices, strengths/weaknesses.

And how each stacks up to “challenge” European / continental high-performance engines (e.g. VW/Audi 2.0/2.5 TSI/TFSI, Mercedes M139 2.0). Cited the most load-bearing specs below so you can check sources quickly.

Quick spec anchors (factory)

• Toyota G16E-GTS — 1,618 cc inline-3, DOHC, D-4ST (direct + port), single-scroll ball-bearing turbo, bore × stroke 87.5 × 89.7 mm, compression 10.5:1, power quoted around 300–306 PS (≈295–306 hp) depending on tune, torque up to 400 N·m (≈295 lb·ft) on higher outputs for GR Corolla variants. Dry-sump oiling on some applications; very high specific output for a Toyota 3-cyl.  
• Honda K20C (Type R) — 1,997 cc inline-4, DOHC with i-VTEC, turbocharged, compression ~9.8–10.0:1 (varies by tune), power ~315–329 PS / 315–324 bhp (SAE) and torque ~420 N·m (≈310 lb·ft) in recent FL5/Type R spec, offset crank (desaxe) to reduce piston side forces and improve leverage, built for high-rev feel and a high redline compared with most turbo fours.  

Fundamental architectural differences (what that actually means)

• Cylinders / packaging
  
• G16E-GTS: three cylinders — smaller frontal area, lighter block, shorter length. Very high specific output (power per litre). 3-cyl inherently has more vibration complexity (balance, NVH) but Toyota mitigates with balancing and a robust engine mount/oiling strategy.
• K20C: inline-4 — more conventional balance, smoother at idle, easier packaging for high-rev designs and larger intake/exhaust flow. Easier to make big peak power with bigger displacement and head flow.
• Turbo & fueling
  
• G16E-GTS: high-boost single-scroll ball-bearing turbo optimized for torque and transient response; D-4ST uses combined direct+port injection to control knock and emissions at high specific output.
• K20C: sophisticated turbocharging (designed for a balance of top-end power and usable midrange); Honda’s engineering emphasizes revvability and valve timing strategies (i-VTEC / VTC where applicable).
• Oiling / internals
  
• G16E variants use aggressive cooling/oiling (some applications dry sump) and piston cooling jets due to high specific output. 
• K20C uses robust Honda internals, with design choices (offset crank) to reduce mechanical losses and support high RPM reliability.

Power delivery, torque band, and drivability

• G16E-GTS: very strong midrange torque for its size — makes the car feel punchy and usable early in the rev range. Shorter stroke / turbo sizing means immediate tractable torque and excellent responsiveness for its displacement. Best felt as “small engine, huge shove.”  
• K20C: broader overall capacity to make higher peak power and sustain it; torque is strong and sustained, but the engine encourages higher revs and delivers a more linear high-rpm powerband with the classic Honda “work the revs” feel.  

Thermals, durability & service considerations

• G16E-GTS: high specific output requires top-grade fuel, aggressive cooling, and careful tune calibration. Toyota has designed strong cooling and oil control; however, pushing extreme power (well beyond factory) requires careful upgrade of fueling, intercooling, and often bespoke solutions because 3-cyl packaging is compact.  
• K20C: bigger displacement, more headroom for forced induction upgrades; widespread aftermarket knowledge makes strengthening (for extreme power) easier and often cheaper (for many tuners) than the G16E route. Honda’s K-series history gives a lot of proven pathways for higher power with known limits.

Tuning potential & “how far can you go”

• G16E-GTS
  
• Reasonable street/track increases: +50–80 hp with upgraded intercooler/tune/exhaust and moderate hardware — very usable because AWD (in GR Corolla) helps put that power down.
• High-end builds: possible, but soon run into packaging limitations (manifolds, turbo sizing, exhaust routing), and turbo + fueling + cooling must be engineered for a 3-cyl’s firing intervals and heat concentration. AWD driveline upgrades get costly. Aftermarket is growing but less mature than Honda’s K ecosystem.  
• K20C
  
• Reasonable to high gains: deeper, more mature aftermarket — common to see +100–200 hp builds in the wild (with forged internals and full supporting mods). FWD limits traction at the tyre/handling level, so many builders invest in suspension/limited-slip/differential upgrades or accept wheelspin. The K20C’s physical size and head flow make big power easier to achieve cost-effectively.  

How they stack vs high-performance “continental” engines

Compare to a few representative European engines (broad strokes):

• VW/Audi 2.0 TSI (EA888 evo etc.) — similar displacement to K20C, good midrange and high aftermarket availability; stock outputs vary (200–320 hp). K20C generally matches or exceeds stock specific output and often feels more rev-happy; tuning outcomes are similar but the VW platform benefits from huge aftermarket and many forced induction paths.
• Audi 2.5 TFSI (RS models) — larger displacement and cylinder count (5-cyl) with inherently different character; easier to make very high peak power without extreme turbocharger approaches. Both G16E and K20C are at a disadvantage for outright peak power per engine (less displacement), but can match or exceed specific output per litre with aggressive tuning.
• Mercedes M139 / A45’s 2.0 turbo (high-output 4-cyl) — this is a modern benchmark for high specific output from a 2.0 turbo (~400+ hp in AMG tune). Mercedes’ M139 shows that with advanced turbocharging, cooling and materials, tiny engines can produce enormous peak power; the K20C can approach similar targets with heavy modification but the M139 was designed from the ground up for those levels. G16E’s 3-cyl architecture makes it competitive in specific output but the M139 and big European turbos still lead in absolute peak potential and continuous thermal stability at extreme outputs.

Bottom line vs continental rivals:

• In specific output (power per litre) the G16E-GTS is world-class — it’s one of the highest specific-output Toyota production engines and competes well with small, high-output European fours.
• In absolute tuning ceiling and ease of reaching high horsepower economically, K20C (and the broader K family) + European fours have advantages because of displacement, headroom, and massive aftermarket.
• In usable power on road/track, G16E in AWD packaging can be more usable (you actually put the power down) than a high-powered FWD or rear-drive car without major traction mods.

Practical decision points (if you’re building/driving)

• Want unique character, top midrange shove, and immediate usable traction (AWD): G16E-GTS + GR Corolla is excellent. You’ll pay more for bespoke or AWD-capable upgrades but the driving experience is special.  
• Want straightforward path to high peak power, massive aftermarket support, and proven internals/options: K20C (Civic Type R) is the practical choice; expect to manage traction and drivetrain limits if you push torque too high.  

Short checklist for “challenge mode” (what to upgrade first for competitive performance vs continental cars)

• G16E-GTS: larger turbo (careful with spool), high-capacity intercooler, upgraded fueling (port/direct calibration), oiling/cooling upgrades, and driveline strengthening (AWD diffs, clutch). Expect bespoke manifolds/exhaust work.  
• K20C: upgraded turbo, intercooler, intake/exhaust, engine management and then head/intake porting or forged internals if targeting very high power. Also invest in differential, brakes and suspension to handle the extra power.