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If you look carefully, you can see some of the body modifications. Cut drip rails, Turbo body style, large whale tail, 9 and 11 inch alloys with Good Year Racing Tires, and of course the famous sloped roof. You will also notice a silver colored rollcage. That is T6 alloy, twice as strong as steel in compression strength, with one-fifth the weight. It was designed and built by John Mason Engineering at quite a cost. The rollcage extends from the rear of the car to the front and forms a kind of tubular chassis.
The cage is gusseted to all chassis members such as the rear deck, the four window pillars, floor mounts and integrated into the entire dashboard.
Shock tower bracing was added front and back and the whole car was full-seam welded for maximum ridgidity. There is NO body flex in this superlight acid dipped chassis.

Of course, full RSR suspension is installed to suck up all the bumps Mulholland has to offer. This includes: double adj. Konis that are adjustble for bounce and rebound with dials on the side of the shock, oversize Porsche RSR torsion bars to increase spring rate to suck up potholes at speed, special spring plates set in solid Delrin bushings to prevent geometry changes while cornering, gusseted and magnefluxed trailing arms set in solid bushings, and oversized RSR anti-roll bars also in solid bushings.
It has 906 brakes with cross-drilled and vented rotors combined with alloy calipers and stainless steel brake-lines for maximum stopping power.

This suspension combined with nine and eleven inch wide wheels covered with Blue Streaks makes for quite formidible handling.

The powerplant is a hi-compression RSR 2.8 ltr. mfi racing engine.
Complete with RSR sprint cams, ported and polished heads, an R3Y mfi pump, twin plug ignition, cadmium plated sheetmetal, magnefluxed crank and rods, custom exhaust, and of course fully balanced and blueprinted.

The motor and transmission were built by Bozzani Racing. The transmission is a magnesium cased 915 racing gearbox with a 85% limited slip and "Riverside" Gears. The car has a 16 quart dry sump lubrication system that pumps oil from the rear of the car to the front where an aluminum tank is located inside the gas heater trunk. All oil lines are teflon braided stainless steel and travel throughout the car. The tank which was made by John Mason is wedge shaped to prevent grabbing air in hard cornering, baffled to prevent foaming of the oil, and vented for crankcase ventilation. It also combines a remote oil filter with a thermostat that opens to an external oil cooler when neccessary.

The interior is spartan with flat door panels and no glove box door. The 10,000 rpm tachometer redlines at 8500 and the speedometer shows a top speed of 185mph. The seats are Scheel Nomex racing deep buckets that are flameproof. Leather Recaro sport seats are also used for the car. Bright H4 headlights illumimate Mulholland when neccessary.

I thought some of you might like to know the basic modifications made to the car.

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I have kept it safe all these years and it is in the same configuration as when it was raced in the 70's and early 80's. Time has stood still for the Mulholland Carrera. Almost every if not every Mulholland racer has long ago let go of their Mulholland race-car. I cannot. The Carrera is part of the family and it will not leave Mulholland, for it belongs to the lore, mystery, and legend of that famous Drive.

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