This is just a very small selection of the thousands of products we stock. Whatever your requirement our 35 sales staff will be only too pleased to offer expert advice.
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Massive Range Of Tyres
Huge Range Of Wheels
TYRES Road, trackday and competition tyres available in a wide range of sizes and compounds. From gravel tyres to racing slicks, we have large stocks available for immediate despatch. WHEELS Aluminium or magnesium wheels suitable for either road/trackday or competition use. Performance Superlites from £64.77 each Team Dynamics Pro Race 1.2 from £95.23 each Speedline 7x15 Type 2118 gravel wheel £123.38 each Compomotive MO 5 spoke from £125.11 each EXHAUSTS Mild or stainless steel exhaust systems and manifolds available for many applications. Full range of universal competition silencers, exhaust tubes, bends and DIY manifold build kits.
Huge Range Of Exhaust
NOISE REDUCTION Struggling to meet circuit noise restrictions? We have the answer, whether your trying to reduce air intake or exhaust noise. Jetex decibel inserts from £6.22 Supertrap clamp on series silencers from £51.59
WHEEL, TYRES AND EXHAUST SALES HOTLINE: 0845 calls charged at local rate
BRAKES High performance and race developed high friction brake pads designed for trackday and competition use. A wide variety of discs in grooved or drilled options for most applications. Pedal boxes supplied complete with master cylinders, balance bar and all fitting hardware. Prices from £248.80 Mintex Brake pads Front M1144 M1155 £85.41 £98.23 £77.83 £104.39 £49.26 £64.54 £56.80 £104.40 £61.47 £104.39 £76.40 £104.39 £114.83 £114.83 £77.83 £104.39 £54.86 £104.39 £104.30 £104.39 £93.96 £115.80 £68.00 £78.19 £68.00 £78.19 £62.87 £78.19 £62.87 £78.19
EBC Brake pads Front Green Red - £77.46 £42.22 £47.29 £35.09 £43.57 £39.21 £56.64 £63.12 - £72.62 - £108.32 £42.22 £47.29 £36.59 £40.98 £64.14 £68.15 - £67.89 £48.43 £54.26 £49.09 £54.99 £46.21 £53.93 -
Davis Craig Electric Water Pumps from .58
CAMSHAFTS Full range of camshafts, camshaft kits, valve springs and lightweight vernier pulleys available. Please call.
AIR FILTERS Massive range of universal cones, domed air filters and ram pipe socks. Pipercross 600 series cold air box kits reduce both air intake temperature and noise levels. Available with either 75mm or 100mm air intake ducting.
Pipercross 600 Series Cold Air Box Kits .99
K&N Bolt On Filters from .95
BRAKE FLUIDS £49.29 AP Racing AP600 500ml £14.48 AP Racing PRF600 500ml £16.63 Automec silicone 1litre £31.14 EBC Blackdiamond Discs (F) Discs (F) (Pair) (Pair) £167.01 £220.54 £137.24 £112.29 £94.40 £98.45 £137.24 £105.82 £167.01 £149.70 £179.12 £143.87 £215.42 £184.47 £288.04 £244.31 £137.24 £112.29 £137.24 £112.29 £168.65 £155.55 £176.65 £164.74 £94.40 £107.98 £137.24 £116.63 £137.24 £109.71 £137.24 £120.97
TTV Lightweight Billet Steel Flywheels from .75
CLUTCHES Helix Group N clutch kits available with organic or cerametallic plates. Mitsubishi Evo 7 from £530.09 Honda civic Type R from £344.92 Renault Clio 172 from £337.01 Quartermaster V-Drive and Pro Series motorsport clutches available in 5.5” or 7.25” from £247.09 AP Racing sintered and cerametallic race clutches. Huge range available Please call QUAIFE ATB DIFFERENTIALS from £499.37
AVO dampers, available with steel or aluminium body, single or double adjustable with a choice of bush or spherical bearing mounts. Telescopic dampers from £58.75 each. Coilovers from £76.37.
REV LIMITERS AND SHIFT LIGHTS Omex Shift Light Pro £93.99 Omex Speed System combines a rev limiter and shift light in a single compact unit from £117.49 Armtech coil mounted rev limiter £91.64 Samco coolant hose kits from £49.87 Exhaust wrap 1” x 50’ reduces heat radiation £37.29 Cool tape self adhesive 1 3/8” x 15’ £21.15 Redline Water Wetter .69
£11 Pacet Club Fan Kits from .75
7 x 11” to 16 x 11” blades in either pull or blow.
A SMALL SELECTION FROM OUR SUSPENSION RANGE - CALL
Longacre Tyre Pressure Gauge .97
Vibra-Tecnics Race Engineered Engine Mounts from
Tank tape, range of colours. CVL Octane 50mm x 50m £7.68 Booster 500ml £9.24 Sparco Club open face helmet £69.00
Performance Friction Direct Drive™ System from (each)
Ferodo Brake pads Front DS2500 DS3000 £99.72 £113.42 £62.41 £97.22 £67.23 £74.25 £64.53 £72.46 £119.06 £137.51 £69.81 £83.34 £80.62 £93.08 £158.99 £174.22 £62.41 £97.21 £64.40 £69.44 £98.16 £115.73 £102.22 £119.44 £62.05 £91.66 £88.56 £116.23 £80.62 £101.85 £80.62 £101.85
Brise Competition Starter Motors from
Brise Alternators from .70
Hydraulic Handbrake .88
Headrest camcorder mount £46.55 20L Jerry can
0845 330 4728 Goodridge Brake Line Kits from .22
BMW M3 E36 CITROEN Saxo VTR/VTS FORD Escort Mk2 FORD Fiesta XR2i FORD Focus ST170 02FORD Sierra Cosworth HONDA Civic Type-R MITSUBISHI Evo 6/7 PEUGEOT 106 GTi PEUGEOT 205/309 GTi RENAULT Clio 172/182 SUBARU Impreza VAUXHALL Corsa VAUXHALL Astra Mk3 GSi VW Golf GTi Mk2 VW Golf GTi Mk3
Sound Barrier Silencer .29
HUGE RANGE OF ENGINE & COOLANT ACCESSORIES
BMW M3 E36 CITROEN Saxo VTR/VTS FORD Escort Mk2 FORD Fiesta XR2i FORD Sierra Cosworth MAZDA MX5 PEUGEOT 306 XSi PEUGEOT 205/309 GTi RENAULT Clio 172/182 SUBARU Impreza VAUXHALL Corsa VW Golf GTi Mk2 VW Golf GTi Mk3
Spax Adjustable Dampers Front Rear each from each from £84.99 £64.99 £94.99 £59.99 £99.99 £89.99 £99.99 £69.99 £79.99 £79.99 £104.99 £69.99 £109.99 £69.99 £149.99 £74.99 £119.99 £59.99 £89.99 £74.99 £109.99 £74.99
Koni Sport Dampers Front Rear each from each from £119.17 £67.39 £90.41 £55.89 £101.26 £74.85 £90.70 £94.51 £55.89 £105.20 £105.20 £92.87 £70.68 £106.84 £51.77 £105.20 £87.94 £131.50 £106.84 £92.87 £58.35 £106.84 £58.35 £110.95 £58.35
Avo Adjustable Dampers Front Rear each from each from £101.17 £61.69 £101.17 £52.88 £101.17 £104.87 £86.10 £61.69 £92.53 £92.53 £101.17 £61.69 £101.17 £61.69 £101.17 £61.69 £101.17 £86.36 £101.17 £86.36
OMP Strut Braces from .25
KW car specific coilover kits
Sparco Pro Jet from .00
OMP Veloce .95
Arai GP-5K from .58
Bell K1 Sport SV from .58
Sparco Top Driver High .75
Alpinestars Tech 1-T .95
Alpinestars Tech 1-Z
Shock Doctor Helmet Drier System from
DON’T WORRY! If you feel that you have not chosen the most suitable size of helmet, Demon Tweeks will arrange free collection and re-delivery of a more suitably sized helmet (UK only).
OMP Montecarlo .24
new Sparco Sprint .29
Alpinstars GP-1 .95
Sabelt Professional 4 Point from .28
Cobra Monaco .63
Sparco Rev Plus .12
Module Suit Care Kit .50
OMP Speed .31
new Clubman Harnesses Sabelt 3 Point from £46.10 OMP 4 Point from £45.24 Professional Harnesses Sabelt 6 Point from £139.47 Willans 4 Point from £126.42 Recaro Profi SP-G OMP TR-S Kirkey alloy Momo Model 26 .85
£479.99 £110.45 £109.24
RACEWEAR - HUGE RANGE AVAILABLE - CALL Stack Clubman Tachometer .07
Steel, fibreglass or composite seats available. FIA approved.
Sparco Deep Dish .62
Quick Release Steering Mechanism from .00
Fastime 10 Stopwatch .48
Why not visit our 10,000sq ft showroom facility on Wrexham Industrial Estate? OPEN 8.30am - 5.30pm MONDAY TO SATURDAY.
DT T200 Lap Timer .22
Racepax G2X GPS Datalogger/Display
£640.37 Car specific boss kits available to suit a wide variety of applications. Please call.
SPA Clubman Plumbed In .43
EXTINGUISHERS OMP 2.8L Mechanical system for single seater £243.22 Lifeline Rally package including 2.25L plumbed and 1.75L handheld £275.07
Varley Red Top Batteries from .04
DASH DISPLAYS, DATALOGGERS & TIMING STACK ST700 dash display Race Technology DL1 Advanced data logger Master Switch Kit FIA Type .73
Intercom E-Z Weigh Scales
COMPUTER SCALES Longacre Accuset model £1044.69
FOR MORE COMPETITION PREPARATION - CALL
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75 Ash Road South, Wrexham Ind. Est., Wrexham, North Wales LL13 9UG
SALES HOTLINE: 0845 calls charged at local rate
OMP Saxo 10 point bolt in £352.66 Corsa 10 point bolt in £352.66 Golf Mk2 6 point bolt in £394.46 SPARCO Impreza Turbo Multi point weld in £515.82 Focus -02 6 point bolt in £398.32 BMW E30 10 point bolt in £515.82
CUSTOM CAGES Escort Mk2 CDS multipoint weld in £699.12 Corsa 93-00 CDS multipoint weld in £655.65 Mitsubishi Evo9 T45 2006 International weld in £1092.75 Impreza Turbo -98 CDS International GrpN weld in £658.00
0845 330 4715
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Abbeville Ales Bedford Autodrome Brands Hatch Cadwell Park Castle Combe Croft Croix-en-Ternois Dijon Prenois Donington Park Ecuyers Folembray Goodwood Le Mans Bugatti Ledenon North Weald Oulton Park Rockingham Silverstone Snetterton Spa Francorchamps
on the limit, on track and online Looking for a safe, fun and sociable environment in which to explore the limits of your Lotus? Then Lotus-on-Track is for you. Our 1600+ members in their Lotus and Caterhams attended over 70 events in 2007 – the most diverse track day calendar in the UK – from Brands Hatch to Dijon Prenois and Silverstone GP to Spa Francorchamps.
All run by Lotus enthusiasts voluntarily and without proﬁt, ensuring members get the events they want, at the right price. We welcome both beginners and experienced track day drivers. For more information about the club, our events, member beneﬁts and how to join us on track, please visit our website at: www.lotus-on-track.com
For 2008 the Lotus on Track Elise Trophy race series will be coming to a circuit near you: Brands Hatch ............... 23-24 March Donington Park ........... 12-13 April Brands Hatch GP ........ 2-4 May Spa Francorchamps .... 1 June Oulton Park .................. 27-28 June Snetterton .................... 20 July Cadwell Park ................ 17 August Croft .............................. 27-28 September Silverstone ................... 19 October Brands Hatch ............... 8-9 November www.elisetrophy.com
lotus on track Don’t miss:
Brands Hatch, Sun 23 March www.elisetrophy.com/lotus_celebration
Europe’s largest and most active trackday club www.lotus-on-track.com
FEATURES 42 LANCIA INTEGRALE EVO Andy Dawson steps into a Group A superstar, the Evo1 from Lancia
84 *TECH* PROJECT GTi The Golf has been stripped and now it’s time for the roll-cage
51 Autosport show REPORT All the action from the fastest motorsport show in the world
89 *TECH* Project puntos One Punto is moving forwards, the other is waiting in the wings…
58 TURBO TECHNICS EVO9 The fastest Mitsubishi Evo we’ve ever tested. Don’t miss this…
100 *TECH* OIL PUMPS Andy Dawson felt a feature was needed based around the oil pump. Fascinating
66 VECTRA VXR The car that took Giovanardi to the BTCC crown last year in road trim
104 *TECH* DAMPERS Do you know how to tell if your damper is working? Here’s how to check…
74 SEAT IBIZA CUPRA Is it too long in the tooth? Or is the Ibiza a good, cheap alternative for track use?
117 *TECH* FASTENERS It seems the majority of competitors and their mechanics fail to know the basics
REGULARS 10 news The latest news from the BRSCC, BARC, 750MC, BRDC, MSA, FIA and all ASAP
39 DAWSON’s dodges Dawson lets rip about the continued trend to ‘look the part’. Boy racers beware…
14 TECHNIQUE We show you how to win with the help of race instructor; Roberto Giordanelli
96 SUBSCRIBE Never miss an issue and get it delivered to your door every month!
21 new products Toys, gadgets and fun. There’s even a few bits for yourself, too
117 Our cars Team TRC is expanding, so come and say hello to our new tea boy… Sorry, recruit.
28 LIMelight - TRC Action DAY All the cars from last year’s Winter TRC Action Day at Snetterton
123 Table of truth All the cars timed, tested and rated with a few comments for that insider information
37 TRACK DAY STIG More rants and raves from the track days favourite columnist
128 Next month See what’s coming up next month and count down the days until it’s on the shelf
Autosport Show was a big hit, it kicked off what looks like to be one of the best seasons for club motorsport in a long time…
Febr uary 2008 – Issue 48
or the first time in about four years I managed to escape the TRC stand at the 2008 Autosport Show and venture out to discuss the motorsport year ahead and with the movers and shakers that make it happen. I spoke to them all with enthusiasm about the upcoming 2008 season and at last it seems our magazine is making an impact on the market in more ways than one. Discussing future plans with Colin Hilton, MSA Chief Executive, was one of my highlights and I hope together we can bring something new to motorsport. As well as all this we also secured title sponsorship of a number of championships from one-make to multi-marques style racing, which you can read all about next month. As for this month, well you’re in for a four-wheel-drive treat because we’ve got the Group ‘A’ legend, aka: the Lancia Integrale EVO, thrown onto the TRC Test Track and it’s modern day equivalent, the Mitsubishi Evo09 FQ320 tuned by Turbo Technics to a FQ405. Both will have you gasping for breath when you take a look at the speed traces from the GPS data we collected, particularly the TT Evo - it’s the quickest Evo we’ve timed. Although when you flick to the feature on page 58 you’ll notice the standard models haven’t done a bad job in the past… Also do take time to read the insightful technical section from page 80. Enjoy Keith Wood, Editor
We endeaver to help you lap quicker from page 80
Andrew Brown Director
Andy Dawson Technical Editor
Roberto Giordanelli Euro Correspondent
John Hayman Special Correspondent
Fancy a job? Art Director - MIA
Frustrated, wobbly and clumsy. Andrew gets through the day by eating cookies… At least three packets a day and with cold cups of tea. Yum
Pushed Keith aside this month and nabbed some top drives in two EVOs. Both are different, both are fast and both are here exclusively
His race instruction is second-to-none, flick to p14 and soak up his experience. Then marvel at how speed humps cause headaches on p121
The Fulvia has been receiving lots of attention with the race season just around the corner. It’s looking very clean, see p120
Have you got what it takes to keep TRC looking fresh, funky but in keeping with its motorsport heritage? firstname.lastname@example.org
Publishing Founding Directors: Keith Wood, Andrew Brown Printing & Distribution: Warners Group Publications Plc, West Street, Bourne, Lincolnshire, PE10 9PH Special thanks to: Whoever invented the microwave, the toaster and Sky+, all wonderful, wonderful things and stuff that keeps us going throughout the month Enquiries Editorial: P1 Media Ltd, 194A Upper Richmond Road West, London, SW14 8AN Telephone: 020 8296 5467 Email: email@example.com Website: www.trcmagazine.com Editorial Assistant: Jess Waluga Advertising Advertising Manager: Fancy-a-job? Telephone: 020 8296 5467 and chat to us… Email: firstname.lastname@example.org Subscriptions Telephone: 01778 392481 - Page 96 - Online: www.trcmagazine.com
Pit Stop © 2008 P1 Media Ltd ISSN:1742193 Track & Race Cars Magazine is published twelve times a year by P1 Media Ltd. All rights reserved. Reproduction in whole or in part without prior written consent of the publishers is strictly prohibited. While every effort is made in compiling Track & Race Cars, the publishers cannot be held responsible for errors or omissions. All prices correct at time of going to press but subject to change. The publishers can not accept responsibility for any unsolicited materials. It is assumed that any images taken from sources which are widely distributed, such as the internet, are in the public domain. However, since such images are passed freely between sources such as websites, the original source is not always possible to trace. It is possible that copyrighted material has ended up being treated as public domain as a result. If you see a graphic or image in this publication which is not public domain please contact P1 Media Ltd. Readers are advised to pay by Credit Card when ordering goods off the advertising and editorial pages as they are regulated under Consumer Credit Act 1974, unlike debit or chargecards which are not. Independence Track & Race Cars Magazine is lovingly published every month by P1 Media Ltd for all owners, drivers and enthusiasts of track and race cars. It is entirely independent. And we speak as we find… The opinions of our contributors are not connected with P1 Media Ltd
Circuit News t paddock gossip scooped es lat the d an ts en ev ng mi co New cars, up
t s e r e t In s e s a e r c In s Z-Car No less than 18 of the motorcycle engined Z-Cars Minis are listed as potential entries for this seasons North West Sports & Saloon Championship. Our old mate and marque founder, Chris Allanson, also has high hopes for a possible junior category penned for some time in the future featuring Z-Cars space-frame chassis with fibreglass Mini shells and featuring smaller 600cc engines. As it stands it would be an ideal category, and possible the first of its kind, for youngsters wanting to take the leap from Autograss. As a neat touch those youngsters can progress further as they get older by using the same car by replacing the 600cc engine with a Hayabusa lump and progressing into senior level of competition. Watch this space.
JUNO for formula ford
At the Autosport 2008 International Racing Car show Juno has itself an impressive display nuzzled away in the Constructors Pavillion. As well as its World-class VdeV car it also had a Sports 2000 chassis on display along with some very interesting CAD drawings of it’s upcoming National Formula Ford contender. The Editor took a keen interest in the project and spounded Ewan Baldry out, “The rules are so strict you can’t develop a chassis too dissimilar to what is already produced, but we’ve tried our best to be as different as the regulations allow” Judging by the computer designed images the final design will certainly have the Juno family genes running through the design and you can expect a supreme build quality while utilising some of the very best components available to the strict one-make series. Although the construction dates haven’t been confirmed for the pretty looking chassis you can expect to see progression throughout 2008…
SPORT MAXXmbers GROWS in nu The ever-increasing list of the Dunlop Sport Maxx Cup competitors is still growing and since our initial interaction with the racing at the start of last year entries in every class have doubled. As well as the entries from last year’s class acts of Simon Gusterson and his Renault Megane R26 along with Martin Wallbank and his Astra VXR is Simon Shaw who makes a return to the Cup and also steps up into the same Class ‘A’ section with an Astra VXR. It will be run by Thorney Motorsport (which also has a BMW M3 for the same class) that will also run the reigning Sax Max Champion, Leyton Clarke, in a Corsa SRi for Class ‘B’ and, united, make up an impressive team line-up for 2008. Meanwhile Adrian Miller Racing (AMR) has been busy building a new Fiat Punto HGT for Class ‘C’ to go alongside last year’s car while new possible entries have come in from Shawn Taylor Racing, Esprit Automotive (www.espritautomotive.com) and AmD Technic has also expressed an interest, running a Class ‘A’ SEAT Leon FR.
river D g acin R R VX of the Year
NEWS IN BRIEF INSOMNIA
Vauxhall's search for its next champion came to an end recently at Bedford Autodrome, where John Allison was crowned the VXR Racing Driver of the Year, a title which awards him with a fully-funded race seat in the 2008 Dunlop Sport Maxx Production Car Championship. The final day of the three-day finalist boot camp impressed the judges in the driving assessments, which included drifting and handling in a Caterham, un-timed laps in the Jaguar JP1 and timed laps in the Astra VXR. After completing three-days of challenging tasks, which included fitness training and assessment at the Territorial Army Centre (TA Centre), media communications skills and press conference programme, the 34-year-old came out on top of his fellow 11 competitors. The competition initially attracted over 8,000 UK entrants, with 2,000 qualifying for the six regional semi-finals. From each semi-final the two fastest competitors qualified for the finalist's boot camp. Allison's next step in his newly-found opportunity will be to meet his VX Racing team of mechanics and engineers, before embarking on a test programme to prepare him for the season ahead.
Maxi Jazz (of Trip Hop fame, Faithless) will contend the British GT season in a GT4 Aston Martin N24. Last season’s dismal season of the Porsche Carrera Cup (where he only spent half the year driving) will hopefully be a distant memory as his track time is set to treble, especially if his five-year plan of reaching the Le Mans 24 Hours becomes true…
SILVERSTONE AWARDED Silverstone Circuits Limited Managing Director, Richard Phillips, collected on behalf of SCL an award for 'Service to the Industry' at the MIA Awards Ceremony at the N.E.C. in Birmingham on Thursday evening. Phillips said, "This award is a huge accolade from our industry and a great testament to everyone from within the business and the BRDC, both past and present, who have worked so hard to raise the profile of Silverstone and create harmony within the Club." Adding, "I spent the whole of Thursday at the Autosport Show and was greatly encouraged by the support and good will that exists for Silverstone."
Ford is offering Fiesta ST customers the chance to buy performance upgrades for their cars through a choice of two special dealer-fit options. The Mountune Performance Stage 1 package will retail at £1,435 (plus fitting) and consists of a high-flow air induction system, a performance exhaust system and re-calibration of the 2.0-litre Duratec ST engine to produce 165bhp. The more powerful Mountune Performance Stage 2 package will cost £1,838 (plus fitting) and adds new camshafts and valve springs to the basic package to deliver 185bhp. Developed by Ford Team RS in a new association with Roush Technologies Ltd, which owns the Mountune Racing motorsport brand, these packages will only be available at specialist Ford dealers. The upgrades have a minimum of 12 months/12,000 miles dealer warranty up to a maximum of three years/36,000miles. The upgrade kits do not affect the vehicle warranty and will be available from the selected Ford Dealers from March 1st 2008.
The FIA institute has developed the first prototype of an ear accelerometer specifically for use by drivers in the FIA Formula One World Championship. These sensors, placed in a driver’s ear, will reveal important information about the forces on his head during a race and help analyse how best to protect during an accident. "This is a major breakthrough”, said FIA Institute project manager Andy Mellor. “During a given accident we will know immediately how all of the safety systems work performed by having this extra information, so for motorsport it will support a continual improvement in safety.”
Y E K E H T S D L O H T R O P S R MOTO ‘Motorsport is the best and quickest proving ground for the energy efficient engines and greener fuels the world is now demanding’. This was the overriding message resulting from the Motorsport Industry Association’s (MIA’s) 2nd European Cleaner Racing Conference, held at the Autosport International Show, NEC, Birmingham on January 9. Said the MIA’s Chief Executive Chris Aylett, “No engines use energy more efficiently than those that power today’s Formula One cars - the engineers behind them are the best in the world. If the world’s leading road car manufacturers were to fully engage with such innovators, the development of greener engines and fuels could be greatly accelerated, and the public made more eager to buy them.” Of course, such wizards are already hard at work in the sport, some of whom were among the many eminent speakers at the conference. Several, like engine ace Ulrich Baretzky, also spoke at the first conference in 2003, when he stunned
delegates by predicting a diesel-powered Audi would win Le Mans. It did in both 2006 and 2007. Now Richard Karlstetter of Audi’s fuel supplier Shell has predicted an Audi will soon win Le Mans powered by their second-generation bio-to–liquid diesel fuel (BTL). That is one made from agricultural/forestry residues such as straw and wood chips, as opposed to the first–generation type, which are created from food crops and currently causing increasing global concern. Don’t bet on that landmark victory not coming in 2008!
It’s official, American supercar producer SSC (Shelby SuperCars) is now the maker of the world’s fastest production car after its astonishing 1183bhp Ultimate Aero recorded a two-way average of 256.18mph on a closed section of highway in Washington state. The driver was 71-yearold Chuck Bigelow (stop sniggering at the back ~ Ed), who clocked 257.44mph in one direction and 254.91 on the return run to give the average, which has now been verified by Guinness World Records. It
beat the previous official holder, the Koenigsegg CCR, by 15.09mph, and also eclipsed the Bugatti Veyron’s widely reported but unofficial top speed of 252mph. Bigelow is confident that the supercar could go faster still on a longer course, meaning SSC has plenty in hand should Bugatti or Koenigsegg attempt to set a new record. The Ultimate Aero uses a twin-turbocharged V8 derived from a GM engine and, as you have just read, isn’t slow…
DTM FOR RALF Mercedes DTM boss Norbert Haug wants to wait for Ralf Schumacher to decide whether he wants to race in the DTM for 2008 before finalising the team's driver line-up. After the former Grand Prix driver sampled a 2006-spec Mercedes C Class at Estoril last month, Haug said: "I don't want to raise high hopes. He is testing and to date nothing else has been discussed. "Should he be inspired by the tests and the same can be said about us, then it's time to continue the discussions." Mercedes also tested fellow F1 refugee Christian Klien and F3 graduate Maro Engel alongside regular drivers Bernd Schneider and Bruno Spengler at Estoril.
ONTH M E H T F O P U H S MA Just to prove that even the best of them make mistakes at Paddock Hill Bend (after last months VW Cup pic) here's Jorg Muller doing his best to turn it around…
NEWS IN BRIEF Kart helmets
The Motor Sports Association has amended its helmet regulations for junior karting to reflect the new standard recently introduced at International level by the FIA and CIK. With immediate effect, helmets conforming to the Snell-FIA CMR2007 standard will be acceptable in national karting events, alongside the existing acceptable standards contained within MSA Regulations. Colin Hilton, MSA Chief Executive said, “This new standard has been developed specifically for young competitors; the helmets complying with this standard are physically smaller and lighter in weight, but retain appropriate impact performance. It is entirely appropriate that we follow the FIA-CIK lead on this issue and allow these helmets to be used in national karting in this country. Helmets conforming to the existing regulations will continue to be acceptable, however, and we have no plans to change this.
Licences Up The MSA has announced that its licensing department has already processed more than 10,000 competition licences for 2008 – an increase of around 50% on the same time last year – making this the groups most efficient year ever. As a result of the MSA’s substantial additional investment this year, all licences are being turned around within the stated 15 working days and many competitors are receiving their licences much earlier. “We have invested heavily this year to ensure that we are able to offer a first class service to our customers,” says Colin Hilton, MSA Chief Executive. “We have brought in more staff, both to handle the level of telephone enquiries and also to process the applications and we have upgraded the hardware we have in-house to enable capacity to be increased. There are less calls coming in to the department and that means that staff are not being taken away from their duties to answer queries.”
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BRAND NEW -DBRAND - FIRST BRAND EVERISSUE -BRAN EVER NEWNEW EVER ISSUE - FIRST EVER ISSUE-ISSUE - FIRST EVER ISSUE - BRAND NEW ISSUE - BRAND NEW - FIRST EVER ISSUE - BRAND NEW - FIRST EVER EVERISSUE - BRAND - BRAND FIRSTEVER ISSUEISSUE EVEREVER NEW--FIRST - FIRST - FIRST BRAND D NEW - FIRST EVER BRAND ISSUE - BRAND NEW NEWNEW BRAND NEW ISSUE - BRAN - BRAND - FIRST EVER ISSUE - BRAND NEW - FIRST EVER ISSUE - FIRST EVER ISSUE - BRAND NEW - FIRST EVER
ROAD TESTS ■ RO TRACK TESTS ■ TECHNIQUE ■ CAR SETUP ■ DIARY ROAD TESTS AD■TES TRAC TS K■TESTS TECHNIQUE ■ CAR SETUP ■ TRACK■TES DIARY TS ■ TECHNIQU E ■ CAR SETU P ■ DIARY
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Plan ahead with the largest Planand ahead with best testtheand trackPlan largest and ahead with day listings the and bestintest the large trackst and UK andday overseas listingsbest in the test and track for carsUK and bikes and overseas day listings in the for cars and UK bikes and overseas for cars and bikes - Issue 1
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The veryThe latest very latest The very latest track test on test the on the track track test on the pretty faced prettymini faced mini prett Group CGroup styledC styled y faced mini Grou C styled racer featuring Ford pFord racer featuring racer featuring Ford Sigma Sigma power power Sigma power
www.trackdrivermag.com - April 2008 - Issue 1
TRACK RETOGA RETOGA RETOGA SETUP: SETUP: TRACK SETUP: DIARY RACER RACER RACER TYRES TRACK TYRES DIARY TYRES DIARY
11/2/08 11:19:39 11/2/08 11:19:3 9
rally star that once A up ro G a h it w s ip gr Andy Dawson gets to m 8-valve road car… ar -w ke lu a as fe li star ted out in
’ve done lots of road miles in Integrales, mainly in two similar cars, both with 300 bhp chips, one with Konis and the other on Bilsteins. Both cars were quick and simple – point, enjoy and squirt. With an Integrale you were always careful not to pull the door handles too hard – there was something fragile about the whole car, a bit like a beautiful but insecure young woman – be careful and you will be rewarded, be yourself and it will let you down! Those of you have been regular readers will know that I am a Lancia lover since winning the Mintex International in a delightful Stratos. The same fragile beauty has come through the Fiat group rally cars since then, the Abarth 131 was
a boring two door saloon (I followed Michelle Mouton for about 100Km in Corsica and watched her sexy independent back end (the car not Michelle) float over the bumps whilst my live axle gave me all sorts of problems – clever homologation, then came the Lancia 037 that we tested in the August 2007 issue, followed by the S4 Delta a month after. The Delta was a very boring four door saloon, a small and not very fast people carrier. To promote it, the Fiat Group rally car was a free formula prototype with a fibreglass look alike bodyshell from the Delta. It had an engine that was both turbo and supercharged, the power delivery was wicked, terrified me and killed my friend Henri Toivonen in Corsica. Group
B rallying ended when Henri died at the side of a special stage in an inferno – the cars had become too special and too fast. The last time I drove a Group B car in real anger, I was fastest on the stage of a major International, I turned to my co-driver and said ‘that was silly fast’ his response was ‘too fast, I had my eyes shut for most of it..’ I guess he was right – Group B was dead – Hello Group A. The Fiat Group had the boring Delta, they fitted the 2 litre four cylinder engine from the Thema, bolted a turbo on the side , a crude four wheel drive system and we had the Delta HF 4WD, a Group A rally car. The first four-wheel-drive Delta had been shown to the press at Fiats test track in 1981,
Photography: Andrew Brown
with an initial public showing at the Turin Motorshow of the following year. This was an early development car, with a carburettor -fed and turbocharged 1600cc twin-cam engine, an engine sold in the 2WD HF turbo in 1983. In 1986 the HF 4WD emerged as a production car, the 4WD system featuring a torsen rear differential and a centre diff with a viscous coupling, it also gained a significant powerâ€™ increase through the installation of the 2-litre injected and turbocharged 165 bhp engine. It was also easily recognisable from the outside, thanks to the four round headlights. The need for homologation in Group A was a production requirement of 5000 identical cars so whilst they were built development of
the rally car went ahead. Changes involved the suspension, brakes, transmission, strengthening the car and reducing the weight. The power from the engine was also increased, up from the production 165bhp to 260bhp. The HF 4WD dominated the 1987 Rally season, taking the World Championship title for both drivers and constructors in both Group A and Group N, as well as winning the European Rally Championship. But, the car was seriously limited for future development by wheel arch space, frontal air intake area and weight. The decision was taken to introduce a proper road version (again requiring a minimum production run of 5,000) to address these. The Frankfurt Motorshow of 1987
saw the public presentation of the result, the first Integrale. Visually it was recognisable by the flared wheelarches to allow bigger wheels to be fitted and have more suspension travel. A new front bumper, which featured significantly more air intake area was flared into the front arches and made the car look much better. The engine saw a new Garrett T3 turbocharger coupled with a larger intercooler and numerous modifications to the internals. The result was 185bhp in road trim, neccessitating improvements to the clutch and brakes whilst some changes were also made to the suspension to improve its strength. The competition car for 1988 thus overcame several of the 1987 cars deficiencies. Power started the year around the 260bhp level but was
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N U O C NO D L O R FO
it? Andy Dawson e lik he ill w t bu , gy to new technolo We put an old man in the TRC Test Track nd ou ar ed tim ve e’ ow drives the quickest Ev
efore I go too much into detail about my drive in Turbo Technics (TT) version of the FQ320 first lets get the boring bit out of the way. How did Turbo Technics manage to make an Evo 320 better than an Evo 360 or FQ390 without making it undriveable? Or more driveable? Do you remember Jeremy Clarkson on Top Gear, testing an Evo against a Vectra Diesel – the turbo pick-up on the Evo was so bad that the Vectra won the drag race. I was helping Geoff Kershaw, the owner of TT, with his Sierra sprint car and told him about Top Gear – three years later we have the answer - so I guess that I have
an involvement with this car, you could almost call it my fault? All the go faster Evos have bigger turbos made by Mitsubishi, they rotate in the opposite direction to all other turbos to enable the packaging. Geoff has been in the turbo business since he left uni, and he is older than me, so he has more experience than anybody at Mitsubishi. We saw the need for a proper turbo for the Evo, not a modified something else. Pete, Alan, Dean and Dave – the real turbo people at TT were stripping Evo turbos and saw the problem, they told Geoff and he went to his CAD station for a few days. The problem was the way Mitsubishi are pulsing the exhaust gasses onto the exhaust
turbine wheel. As new, the Mitsubishi turbo can be improved by using later turbine and compressor blade technology. Geoff started by designing better turbine and compressor wheels, both slightly bigger than the originals, for the standard turbo. He then looked at the exhaust gas pulses. The firing order is 1,3,4,2 so Mitsubishi join 1 and 4 and 2 and 3, they keep the exhaust tracts separate right to the outside of the turbine wheel. Perfect whilst the turbo is new, the problem is that the separator is a thin strip of very expensive high temperature steel that is cast in the turbine scroll – as soon as it gets super hot it distorts and disrupts the airflow.
NTRY ? N E M D
Photography: Andrew Brown
Geoff K redesigned the scroll, bringing the exhaust pulses together much earlier and through a pair of venturis, which then come onto the turbine blades. He goes off onto one of his planets at this point, and us mere mortals ask for another cup of coffee. It works. What we are about to test here is essentially a standard Evo 9 FQ320 with a Turbo Technics version of the standard turbo and some ECU remapping to allow more boost. The change in the way the pulses come onto the turbine wheel mean that there is actually much less turbo lag and the turbo comes in earlier than with the standard unit. The redesign means that the turbo also flows more air, enough for 405bhp from
calculations, but they are clearly wrong as our Race Technology data logger shows about that at the wheels! The shame is that this conversion has taken three years to appear. Perhaps Geoff just spent too long in front of his VDU getting it right… I’m only joking, he was actually drinking too much coffee and playing too much tennis. There was a stage 1 with just a bigger exhaust turbine wheel, but the stage 2 was so much better in every way that it was forgotten. Next is the stage 3 – another turbo that spins in the wrong direction but that has been designed for 500 to 550bhp – I hear stories from a well known dyno of more than that with no internal engine
modifications, there are bigger air hoses and a 3” drainpipe exhaust – but 550 ‘genuine’ bhp for not a lot of money will be awesome. Geoff has even put the same internals in a Subaru case… Until then however lets get back to the Evo, and our test. I drove the Evo from Northampton to Bruntingthorpe, it was nervous, just like a production FQ360, but there was no turbo lag, little road noise, just a pleasant car. Geoff Kershaw and Pete Bland arrived in the TT van – they had taken the short route to Bruntingthorpe and we were still taking photos when they arrived. I talked geometry with Pete, he made some simple changes and adjusted the tyre pressures, we were ready to start.
M T X E N MINI CHALL
in the March issue
How to improve your driving skills
technique, news and products
how to start building a racing car
ROAD CAR TESTED AROUND THE TRACK Time for the roll cages to be fitted
Track tested with surprise results
H T N O M LENGE CAR
The new MINI Challenge car has arrived so we shake it down around the twists and turns of Silverstone - the home of British Motorsport. Is it quicker than the Clio Cup Car?
ON SALE - 27 MAR AVAILABLE IN ALL GOOD NEWSAGENTS
TRC is published on the fourth Thursday of the month (Contents subject to a change)
Andy Dawson delves even deeper into our dampers and investigates them using a dyno with interesting results…
ast month we were looking at compression damping, what happens when a wheel hits an upwards bump in the road. I had said that the bump damping can be on the main piston, in a monotube, or in a foot valve in the case of a twin tube or in a remote canister. A couple of weeks ago I saw a fantastic video of a glass monotube on a test rig, the piston was quite happily doing it’s job until the velocity was increased, suddenly there was cavitation at the back of the bump valving. The oil was suddenly full of bubbles between the piston and the top seal, as the piston came back in rebound the bubbles passed through the rebound valving and the damping just went away. I found it fascinating, it explained what I suspected, but had never seen before. Look
at http://www.roehrigengineering.com/ cart/pages.php?pageid=2 then ‘MCVP Speed Sweep’. My theories go out of the window as soon as oil starts to become a mish mash that looks like a warm Pepsi bottle being opened. What I couldn’t tell from the video was to what extent the resistance to movement went away. What I know is what I have found on a damper dyno, and I know that the dyno and my backside say very similar things. We have talked about weight transfer, both mechanical and dynamic, the dynamic primarily coming from dampers as the car turns-in and powers out of a corner. When a car hits a bump the damping has to be balanced to the weight transfer. For instance there is a bump going into Old Hall at Oulton Park, the first right hander, if the dampers are too stiff front and rear
the chassis will be lifted up and then won’t come down quickly enough for the car to be able to turn-in smoothly. Too stiff at the front and the car will porpoise slightly on turnin and probably understeer quite badly, too stiff at the rear and it will probably oversteer on turn-in due to the left rear being unloaded having gone over the bump. I’m a believer in letting the wheels go up and down as much as possible, that is why we have suspension, to that end the bump damping wants to be as low as possible. We talked about the bump and rebound ratio; for a fast road/circuit car, a 1 to 3 ratio nearly always works well. For a grass track car that is forever going over undulations you might need 1 to 1, to stop the car jacking itself down on the suspension due to the bump being less than the rebound, we used that sort of setting for rallying
in Africa, but in the UK forests and on European gravel we used 2 to 1. Over our bump at Oulton Park we probably need three inches of wheel travel for the chassis to remain level, but the chassis is always going to be thrown up a bit by the spring, as well as the bump damping, so in reality we need two inches of bump at the front and less at the rear because the chassis is already up as the rear wheel hits the bump. Into this equation we have to also factor which wheel is driving, on a front drive car we want as little front rebound as possible to keep the front wheels in contact with the road as we turn the power on and the front comes up, so do we increase or decrease the bump to match? A set of damper dynotraces will tell you what your damper, does and if you have a normal single adjuster damper, just what the
adjuster does. In my first damper article I referred to some KW graphs, I was able to see the difference between oil being pushed through an orifice and oil being pushed against a spring. What I am now going to go through is how to fine-tune the car with each type of valve, but first we need to talk about velocities. Whilst writing this and researching it – no it doesn’t all come from my head, I know a small range of dampers but need to write about everything available – I have found a lot of conflicting information. The industry standard appears to be to quote a rate at 260mm per second – 260/90 will be 260kg of force in rebound and 90kg in bump. Some people are determined to test dampers at three meters a second, and I have even found somebody that has asked for five meters a second; as hitting a brick at
100mph is only five meters a second, I don’t think they are right, if I hit a brick at the ton I get a wrecked tyre, wheel and probably bodyshell. The data logging on the above is from an Aston Martin GT1 car, it shows a maximum velocity if 223 mm/s on the left front, just as the car comes on the brakes at the end of corner 10. Most of the time the damper is moving in the 25 to 50 mm/sec area – so why do I need to graph it at 100 times that velocity! Ok, this is a heavily sprung car on a race track, but it makes the point that the important area of a damper curve is the low speed area, below 50 mm/sec. So what do we get from a damper dyno? Traditionally the curve we get is a spud diagram, we used to generate them by pushing a pencil that was on the end of a load arm onto a piece of graph paper!
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