The R540 develops 540hp and 2700Nm of torque with a 21:1 compression ratio. It retains all the injection and supercharger components of its 500 sibling. Only the clutch has been replaced by a slightly more resistant one, although if the 500's clutch had been left in place, the torque would have been amply supported. The gearbox is also identical to the 500. The V8 520 and V8 580 gearboxes are also fitted as standard on the 540 (GRSO905/R).

The R500 develops 500hp and 2700Nm of torque with a compression ratio identical to that of the DC13 166 powering the 540. All other peripherals are identical, except for the clutch disc, which is slightly different, but with wide tolerances in terms of torque take-up. What's more, the gearbox on the V8 520 580 and 13L 540 is also fitted as standard on this 500. So there's plenty of scope for optimization on this model.

The R450 develops 450hp and 2350Nm of torque, with a compression ratio of 23:1. The 410 and 450 are twins in almost every respect. Clutch, gearbox, injectors, turbo, HP pump, driveshaft. We have the perfect twins. The gains are interesting, especially if you have a 410, since all the main injection/transmission components are taken from its big 450 brother.

The R410 develops 410hp and 2150Nm of torque, but has a wider optimization range. As it is identical in every respect to its 450 counterpart in terms of transmission and fuel injection, the optimization range is very wide. While remaining well within standards and tolerances. (See the table of original parts below). It may even be more worthwhile to buy a 410 than a 450.

The 370 develops 370hp and 1900Nm of torque, and has the same block as its two big brothers, the 410 and 450. Everything is virtually identical, except for the clutch disc, which differs. Otherwise, several gearboxes can be fitted, usually the GRS895R and sometimes even the 905R. Engine torque cannot be the same on the 410 as on the 450. Injection is identical (see table).