MotorWerks Magazine - Volume 9 Issue 1 by MotorWerks Media

THE ULTIMATE READING EXPERIENCE VOLUME 9 PRI ISSUE Published by Tree Free Publishing a Division of Webtronic Enterprises

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CSCS Returns to Grand Bend Motorplex

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Ed i t or - i n - Chi e f / Pub l i s h e r Ian Rae EDI T ORIA L We s t C o a s t US A Ed i t o r Mi d We s t US A Ed i t o r E a s t C o a s t Ed i t o r S c o t t i s h S p e e d Ed i t o r S c o t t i s h C i r c u i t s Ed i t o r S o c i a l Me d i a D i r e c t o r S e n i o r Wr i t e r Te c h n i c a l Wr i t e r

No r ma n Ne l s o n Da v i d L e w i s Cr a i g Ne l s o n Pe t e r L o c k e Glenn Alcock Je s s e Ne l s o n A s h l e i g h Mo r r i s Mar k C o l l i n g w o o d

PHO T O GR A PH Y Photographer Photographer Photographer Photographer Photographer Photographer Eu r o P h o t o g r a p h e r Photographer N.I. P h o t o g r a p h e r Photographer Ju n i o r P h o t o g r a p h e r

No r ma n Ne l s o n Mar k C a mp b e l l Cr a i g Ne l s o n Ke v i n Ehr l i c h Jo h n S c r o e d e r A l i c y n Dr e w Geof froy Gaet an Di t o Mi l i a n To m Ma x w e l l Ja n i s Ra e S a m Mo o r e

HO W T O RE ACH US

Phone: (905) 467-5148 ianrae@motorwerksmag.com Published by

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CONTENTSDecember

FEATURES

TECHNICAL

22 46 52 78 94

European Evolution Something Different Time Attack 101 A Eurocentric Focus Gridlife Goes W2W

50 Love it when a product works 118 Project RSR

36 58 76 84

Superlap Battle Champions CSCS Back to the Beach Northern Speed Expo Gridlife Midwest

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RACING ROUNDUP

REGULARS

6 From The Editors Desk 8 New Products 14 On The Grid70 MWM Blogger James Houghton 122 MWM Fan Groups 124 Featured Photog - Amanda Deinhart 132 Contact Point - Visit our Advertisers

p84

PICTORIALS 102 Seen at Gridlife Midwest 114 Seen at NSTA

EXTRA

110 No Stopping Houghton

Motorsport News from MotorWerks Magazine

From The Editors Desk

don’t know what it is but as I get older I seem to get annoyed easier with things I see on the Internet. My buddy Joe Boniferro has a saying for it, ‘Ian is on the chip again!’ It refers to a rev limiter in drag racing where a motor reaches a certain rpm and the ignition system starts mixing up cylinders to hold the motor at a certain rpm for the launch. The rpm is controlled in most cases by a chip set for that rpm. Now I never did suffer fools gladly but at times I really shake my head about the Internet and the people who post on it. Worst of all is one specific outlet that produces satire (at least that is what they call it) on all things motorsport. I’m not going to name them because I don’t want to get into a slagging match with anybody but here are my thoughts on it. 6

Satire in the dictionary is described as the use of humor, irony, exaggeration, or ridicule to expose and criticize people’s stupidity or vices, particularly in the context of contemporary politics and other topical issues. I’ve always taken is as something you read and are chuckling all along the way because it is amusing you. This outlet uses either real names or names so close to the real thing it makes no difference. The story they tell is so close to reality it could be true and with the number of people who believe everything they read on the Internet and Social Media Fake News as trump puts it spreads quicker than a wildfire. So instead of reading a bunch of half truths read MotorWerks Magazine. I wanted to write the true version of a story about some friends of mine who had an altercation with their sanctioning body. The sanctioning body’s press release reminded me of watching a TV program with lawyers. They only told half the truth and ommited the rest. I wanted to tell that story but decided it could be harmful to the team. The press has responsibilites to tell the truth and sometimes it is getting harder to see it. We try our best here at MWM and if you thing we are not giving anyone a fair kick of the can, let us know. In the meantime enjoy your reading. Regards Ian Rae, Editor and Publisher

156-195 K-Comps - Safety_156-195 Competitor Safety 19/10/2017 19:48 Page 167

Motorsport News from MotorWerks Magazine

NEWProducts Unit 2 Fabrication has moved Last month we talked about Unit 2 Fabrication’s K-Series oil pan. The news this issue is that Unit 2 has moved into Kitchener proper and is located a few doors down from the Houghton family’s rust control business at 1420 Victoria St. North.

Fuelab’s Fuel Surge Tank System Whether your racing of choice involves drag racing, drifting, off-road, road racing, or going in circles, FUELAB’s Fuel Surge Tank System is designed to keep your engine running at its highest level. FUELAB’s Fuel Surge Tank Systems make sure your engine doesn’t starve for fuel while undergoing rapid

G-force changes like at the launch, hairpin turns, banked ovals, or going over sweet jumps. FUELAB’s Fuel Surge Tank Systems keep a small amount of fuel at the ready when your race vehicle undergoes G-force changes. With its own internal Speed Controllable, Twin Screw DC Brushless Fuel Pumps in them available in 250lph, 350lph, and 500lph configurations, FUELAB’s Fuel Surge Tank Systems keep fuel starvation at bay, and are compatible with pump gas, race gas, and E85. These fuel surge tank systems are available in two sizes, and feature billet aluminum and O-ring construction with -8 AN fuel ports. FUELAB’s Fuel Surge Tank System upgrade accessory kit includes a floor mount bracket, hardware, XRP PRO PLUS hose assembly, and a 90-degree, high-flow fitting for a true bolt-in installation.

Roetheli Racing develop a much needed Time Attack app The past year has been an exciting and busy one for Philippe Roetheli of Sirnach, Switzerland. Not only has he been working on his crazy 735hp Mitsubishi EVO VIII but he has been quietly developing an app designed to give those interested in Time Attack racing one place to go and see the results from events all over the World. Phil explained, “The app is still under development and is available in a prerelease version, that we posted online just in time for the European and World Time Attack Challenge events. We encourage any series that would like to

BimmerWorld releases the TA5R, a flow-formed alloy wheel in October, 2019 TA5R wheels are produced in 17â&#x20AC;? diameter and 18â&#x20AC;? diameters in a variety of widths, offsets and face shapes. Our goal was to offer serious track and/ or race wheels that are strong, light, inexpensive, fully-featured, and readily available. The TA5R will be sold alongside our forged TA16 wheel, that also designed by BimmerWorld.

be featured in the app to contact me to discuss how we can get their results online as soon as possible. While most series do post their results on their websites or social media I think there is a place for an app that displays the results from all events. It will be a sort of like a one stop shopping deal. We are excited about the future of the app and all updates about it can be found on Facebook at https://www.facebook.com/timeattackapp Series organizers that want their series to be included in the Time Attack app should contact, philippe.roetheli@gmail.com

All TA5R wheels use a 5x120 bolt pattern and 72.56mm center bore, which are the standard wheel specs for many BMW models: 2 Series: M235i Racing/M240i Racing 3 Series: E36, E46, E90, E91, E92, E93, F30, F31, F36, F80, including M3 4 Series: F32, F33, F34, F82, F83, including M4 Z Series: Z3, E85, E86 M2: F87 M2 (non-Comp) M3: E36 M3, E46 M3, E9X M3, F80 M3 M4: F82/F83 M4

Motorsport News from MotorWerks Magazine

No SEMA but new wheel styles from Forgeline Even though they will not be exhibiting at SEMA this year, our engineering team at Forgeline has nevertheless worked VERY hard, over the past few months, to complete several brand new wheel designs. The first batch of three designs has now been released, just in time for the 2019 SEMA Show (with another batch expected to debut at the 2019 PRI Show). All three of these new styles represent an evolution in Forgeline wheel design toward a stronger visual impact and even more complex machining details. We’re excited to present the brand new NW102, NW103, and AL306!

NW102 (One Piece Monoblock Series) The striking NW102 continues the exciting evolution in Forgeline monoblock design. It delivers cuttingedge styling with fifteen multi-dimensional spokes, including five split spokes that span integrated lug holes with strong chamfered edges and five more unique grooved single spokes that reach outward beyond the lug holes. The NW102’s complex machining details are a testament to Forgeline engineering and create a wheel that is truly a form of functional industrial art. The NW102 will make its public debut, at the 2019 SEMA Show on the Webasto Ford Mustang, located front and center in the Ford exhibit within Central Hall. And it will be among the wheels on display at the Global Auto Salon, in Riyadh, Saudi Arabia, later this month! See more (including sizes and pricing) at: https:// 10

forgeline.com/wheel/nw102

NW103 (One Piece Monoblock Series) The amazing NW103 pushes Forgeline monoblock design another big step forward and stands as a stunning manifestation of how far Forgeline engineering and manufacturing capabilities have evolved, over the past quarter century! It delivers cutting-edge styling with five split V-spokes that span integrated lug holes with intricate multidimensional edges, each featuring a distinctive cutout along the spoke’s inner edge. The NW103 includes a deep chamfered outer edge that is precision-engraved with “Forgeline Motorsports”, “Monoblock”, “Forged 6061-T6”, and “Made in USA”. Pictures cannot do the NW103 justice, and you will want to see it in person to truly appreciate its brilliance. The NW103 will be among the wheels on display at the Global Auto Salon, in Riyadh, Saudi Arabia, later this month! See more (including sizes and pricing) at: https://forgeline.com/wheel/nw103

AL306 (AL Series) Based upon our original 5-lug AL301, the 6-lug AL306 is engineered specifically for the highperformance 6-lug supercar. The AL306 offers cutting-edge styling with a unique precisionmachined forged 6061-T6 aluminum center featuring a lightweight racing-inspired six Y-spoke forged aluminum center design with aggressive I-beam machining details. These concave spokes are tapered and extend beyond the rim register to reach out over the step of the AL306’s modular aluminum outer rim shell. And it’s 6-lug hub center makes the AL306 perfect for the Dodge Viper or other 6-lug

sport & luxury applications! See more (including sizes and pricing) at: https://forgeline.com/wheel/ al306

Motorsport News from MotorWerks Magazine

Introducing the Haltech IC-7 Display Dash AVAILABLE NOVEMBER 28TH, 2019 Designed and manufactured in Australia with motoring enthusiasts in mind, the Haltech IC-7 display dash offers market-leading features in a unique, state-of-the-art package. Featuring autodimming ambient light reactive brightness, userprogrammable multi-colour shift light bar, the IC-7 connects directly to all current Haltech ECUs via a CAN network. The IC-7 can also connect directly (via CAN) to most late model vehicles using the factory OBD-II port. • Ideal replacement for individual analogue gauge clusters. • Easy to install and configure. • User adjustable brightness control with automatic dimming. • User configurable channels, units and alarms. • 14 programmable, seven colour shift light LEDs. • Controlled via easily accessible, face-mounted control buttons. 12

• Configuration via Haltech IC-7 software and USB cable. • Screen size: 7in. Case size: 217 x 122mm (8.5″ x 4.8″) Retail Pricing USD: $889 + Tax | AUD: $1350 inc GST | NZD: $1481 inc GST GBP: £824 inc VAT | EURO: €760 + VAT

Brand New Software! The IC-7 is configured using a brand new, intuitive software. With this software you can change various aspects of the dash behaviour including: • Ranges of channels. Eg. the maximum RPM on a needle style tacho or a bar graph. • Red ranges for channels. Eg. when a numeric display changes to red, red zone on a tacho. • Display units. Eg. metric or imperial, Lambda or AFR. • The channel to be displayed at each location on the screen. • The connection method. Eg. Haltech CAN or OBDII. • Shift light RPM points and colours. • Alarm thresholds, colour for on-screen display and shift lights, manual or auto reset methods.

HeadsUpRacer.com becomes a Haltech Dealer Fresh off the announcement that Haltech is now producing their own range of dashes our sister company HeadsUpRacer.com announced they have become a Haltech dealer. Having looked after James Houghton’s data in his Time Attack Typer R for the past three years company President Ian Rae has worked closely with the Haltech support crew at Time Attack events. During 2019 the discussion got around to new products coming down the tube at Haltech. The new IC-7 dash was one of them and having another source for instrumentation interested

Rae, especially with a datalogging version being added to the product line. “I love the look of the Racepak IQ3 dashes we sell but the in-thing seems to be colored dashes. Color is not really my thing, but I have been told the IC-7 is so customizable we can get more or less any look on the screen so the abilty to please all users is great. I look forward to downloading the new software and playing with it just to see how customizable it is.” He went on, “At present the IC-7 is only going to be available to communicate with Haltech ECUs and post 2008 OBDII ports. I hope to find out more when we visit with them at the upcoming PRI show”

Harrop Release Mustang GT TVS2650 Supercharger Kit Leading the way in Innovation and Manufacturing, Harrop Engineering is proud to release our new Australian Supercharger System featuring TVS2650 technology to suit the 5.0L Coyote engine in the 1517 and MY18+ Mustang. Designed to suit both Port injection and Direct Injection engines, this kit features a total redesign of the manifold to incorporate the largest, most efficient rotating group ever produced by Eaton, the same as used in the new 2019 Ford GT500. The inverted manifold design allows fitment of a large dual pass Intercooler core, significantly reducing air intake temperatures and giving industry leading power gains. This Australian emission complied kit is now available to order through our Authorised Dealer network or the Harrop sales team.

Motorsport News from MotorWerks Magazine

OnTheGrid

There is quite a bit of news in the Time Attack World these days, some good, some bad.

Northern Speed buys Time Attack Type R The news out of Canada is that James Houghton has sold his famed Acura Integra Type R. The Internet was alive with the news amongst cries of where is it going? The good news is that it is staying in Canada and the new owners are not going to change the program much, Houghton is still going to drive the car, his crew are still going to prepare it and support it at the track. The deal was completed just as the team was getting ready to leave for the Gridlife finale at Road America.

It turned out to be a dream debut for the new team especially with one of the new team owners on hand to see the Kitchener, ON based team dominate both Time Attack and the Track Battles in the Unlimited class. ‘E’ from Northern Speed Racing who now own the car was over the moon, “That was so cool to see the car win on our debut. We had a few problems early on but the team worked through them and not 14

only establish a new record for Time Attack but also one for a production based car was very impressive, It was this do or die attitude that James’s team displays that made our decision to buy the car a lot easier. We at Northern Speed believe in teamwork and everyone showed lots of it this weekend. The production based record around here is held by Porsche factory driver David Donohue.

Will Au-Yeung survives scary accident Waterloo, Ontario’s Will Au-Yeung went for the ride of his life during Gridlife’s first foray to Road America. But it was not a nice ride, his Vibrant supported Civic erupted in fire and Will hit the wall at the end of the main straightaway at the famed Wisconsin track. James Houghton who was following his fellow Canadian said, “Parts were flying

everywhere, but Will was out of the car quickly and that was good to see. He hit that wall pretty hard but the car seemed to do its job protecting him.” Au Yeung who at that point held the FTD for his Friday run admitted that it was a ride he would not want to repeat. “I am glad the car was built as well as it was, the passenger compartment did its job and stayed intact. And because we have been running at the World Time Attack Challenge the past few years all our safety gear was to FIA spec, thankfully everything did its job as intended. I cannot stress enough to racers that scrimping on safety equipment is a false economy. Your life is worth too much to you and your family” With his car wiped out at both ends, Au-Yeung could do nothing other than load up and head home to Canada to regroup.

Glen Alcock Racing Embarks on first race season

Our Scottish race Editor Glenn Alcock has stepped up from promoting Scottish motorsport to being part of it. Back on April 9th he ran his first ever race event in the Scottish C1 Cup (for Citroen C1 cars). Along the way he had some interesting events including being on his roof. But he will tell the story in future issues.

Congrats to our friends! Through the years we have become friends with many racers and nothing is better than seeing them win races and championships. So everyone here at MotorWerks Magazine would like to congratulate them. • Stevan McAleer - 2019 IMSA Prototype Challenge Vice Champion, 2019 PWC Sprint-X East Champion • James Houghton - Gridlife Overall Champion • Rory Butcher - BTCC Independents Drivers Champion, Jack Sears Trophy Winner • Robin Liddell - Congrats on the wins in the first year back for Rebel Rock Racing. • Alain Lauzière - 2019 SPC Production Champion • Marc Miller - Trans-Am Champion • LAP Motorsports MINI Manufacturer’s Championship and 2019 TCA Team Championship. • LAP Motorsports Honda Congrats on the wins and great first year in TCR • Garry Dickson - Scottish Hillclimb Champion • Wallace Menzies - British Hillclimb Champion • Martin Barkey/Kyle Marcelli Blancpain Pro/Am Championship • Cole Powelson - COTA Superlap Battle Overall Champion. • Tyler McQuarrie/Jeff Westfall - IMSA Michelin Pilot Challenge GS class Motorsport News from MotorWerks Magazine

Bondar and Gidman Purchase Shannonville Motorsport Park Toronto, ON – Shannonville Motorsport Park, the Belleville-area multi-purpose venue that has hosts drag, motorcycle, kart and car racing has been sold. Late Friday afternoon, October 11, it was announced that John Bondar and Steve Gidman had agreed to purchase the track from long-time owner Jean Gauthier. Belleville, ON, based Bondar operates the Canadian Touring Car Championship, while Gidman is a former ‘80s club racer at S.M.P, who operates a technology business. The track has been for sale since 2014, and Bondar has been in negotiation to purchase the facility for much of that time. The deal was announced on the 43rd anniversary of the first event held at the venue back on Canadian Thanksgiving Day, 1976 – a motorcycle Regional event that completed the Canadian season at the barelyfinished six-turn Nelson International Raceway. Later, the renamed Shannonville Motorsport Park hosted races on a much-improved 15 turn “Long Track” configuration, and then switched to the perimeter “Pro” layout in 2005. Shannonville Motorsports Park (S.M.P.), is located just south of major Highway 401 and east of Belleville, ON, started as a Go-Kart track owned by Toronto-area motorcycle racing insiders Tom Faulds, Don Williams, Harry McCluney and John Nelson. By 1976, bike shop owner, former racer and team owner Nelson had taken over operations and lengthened the circuit, and although small, it was ready to attract a motivated group of Canadian motorcycle competitors. Soon Shannonville was 16

hosting more than a dozen motorcycle races a year, part of several different Regional series including the big tour of the 1970s, the Quebec-based Brimaco Championship. Car racer Jack Boxstrom bought the track in 1979, and kept Nelson involved as Track Manager. Soon Boxstrom presided over a major growth period in Canadian motorcycle competition, starting the sanctioning body RACE (initially Roadracing Association Canada East) with Colin Fraser at the completion of the 1980 National season. RACE and the ever-improving Shannonville became the central players in the exploding 1980s National road racing scene. Raymond David, a car racer and owner of auto and motorcycle (FAST) track schools, purchased the venue in late 1986 and doubled the length of the track, as well as building the signature front straight grandstands. Former top motorcycle competitor Alan Labrosse took over as Manager, with the everpopular Nelson still involved until his death in 2005. David’s business associate Jean Gauthier took control of S.M.P. in 1992, leading to the compression of the RACE tour and the eventual departure of Labrosse and Fraser. Gauthier owned the track longer than anyone else, until the sale recently to Gidman and Bondar. It is expected that Shannonville will host a round in the Mopar CSBK Championship in 2020, for the 40th Anniversary of a series that was helped in its infancy by the launch of the long-serving and bike-friendly Shannonville track as well as a visit from Bondar’s Canadian Touring Car Championship. Photo: By Brian Graham of our Editor Ian Rae running at Shannonville, 2015. GT SuperSeries.

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Milwaukee Racing have taken the covers off the alternate livery they will sport for the retrothemed Penrite Oil Sandown 500 this weekend. In the final livery reveal ahead of the historic event, the Tickford-run Mustang will field a new-look version of its usual white-and-red mix, plus a retro Milwaukee logo. Drivers and brothers Will and Alex Davison have enjoyed a solid PIRTEK Enduro Cup campaign to date, backing up 10th at Bathurst with two seventh-place finishes on the Gold Coast. “It’s a cool

little twist on the original livery, the red wheels really pop, and we’ve put an old school Milwaukee Tools logo on the doors to give it a little retro flair at the retro round. “I think it’ll look great on track, and I can’t wait to get to work this weekend.” 23Red Racing owner Phil Munday was delighted with how the livery came up. “We’re very excited for Sandown and can’t wait to see Will and Alex take to the track in this new-look Milwaukee Racing Mustang,” Munday said. “It’s something different, which we like quite a lot, and with the retro Milwaukee logo we give a little nod to the retro round that the fans love so much. Will has had a tremendous season, and he and Alex have been quick at the first two enduros. We know the car will look good on track, and it would look even better at the front of the field, so that’s where we aim to be on Sunday.”

Retro Racers, an Awesome Idea!

Penrite Racing will pay tribute to Supercars Hall of Famer Jim Richards at Sandown’s retro round. The #9 David Reynolds/Luke Youlden and #99 Anton De Pasquale/Will Brown Holdens will run the black and gold John Player Special livery with which Richards won two titles. Richards raced Frank Gardner-run factory BMWs with JPS backing from 1982-97, winning the ’85 and ’87 Australian Touring Car championships. The JPS colours are among the most famous in the history of world motorsport, having also been campaigned by the likes of Ayrton Senna and Mario Andretti in Formula 1. “For me they were great days and I’m quite excited

that the team are running the livery,” Richards said. “There are many good memories for me, especially the ’87 M3; we weren’t expected to win because our car was underpowered compared to our opposition, but when the tracks were tight, the car shone. “We went down to the very last meeting to see who would win the championship, so I have very special memories of that [M3] car in particular.” Reynolds, who is fifth in the championship after his and Youlden’s last-start Gold Coast podium, is pumped to be paying homage to the four-time ATCC series winner. “It’s really cool to run this livery, especially when you look back at those six years and the success Jim had over that time,” Reynolds said.“I’ve always said I should have been born in the retro era; everything was so cool then, so I love this round for that reason. “I love looking back at the cars from then and hearing all the stories; hopefully wearing Jim’s colours will be a good omen for us this weekend.”

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Motorsport News from MotorWerks Magazine

chassis, let’s do it. The one thing about living in Canada that people complain about is we are always travelling distances to event. We use that to good effect in the motorhome by making it a debrief session. There’s lots of time to talk and everyone gets to say their piece. One of the discussions turned to what material to build the chassis out of and our data guy Ian Rae had a lot of input on that. He had built his cage in his race Gonna be a Whole New World in 2020! MINI out of Docol R8 and he and his Earlier in the ‘On The Grid’ segment of the magazine fabricator Randy Jewell of RJ ProFab in Rochester, NY raved about it. That’s when things started to get we announced that Northern Speed had bought crazy! The talk diverted around to what else should the World’s most famous Time Attack Acura, that of we do. Joe from Stim Technologies was with us and Kitchener, ON’s James Houghton. Those of you who before you knew it we were leaving the motorhome follow Time Attack will have seen big changes on discussing what was more like a new build than a Houghton’s Type R at almost every event over the makeover.” last two years. The new owners of the car are no Joe laughed as he said, “Yeah, things got out of different than Houghton, they want to explore the hand very quickly and I got tasked with the job of boundaries of the rules and performance and to this designing the Type R as the ultimate Time Attack end the team decided it was time for a makeover! car almost from the ground up. As you can see from Nay! Makeover is the wrong word to describe the rendering the car is going to look quite a bit what is going on in the Unit 2 Fabrication shop. A different. Starting afresh instead of adding things on makeover is when you polish and shine and make live we have in the past allows us little upgrades. This is not a to integrate the chassis, body and little upgrade by any means. aero together from the get go. By Mitch Hemmen of Unit 2 told using the Docol tubing we have a us, “These cars have changed material that is perfect for giving by leaps and bounds over the us structural intregrity with a long past few years, especially the life. No point having to go thru all Unlimited class where the Type R this again a couple of years down the road.” runs. I told James and ‘E’ of Northern Speed I was Al Lowe of AED Metal Products and Supplies is not confident that the original build of the car was pleased to be part of the project, “These Time where it needed to be for the performance we are Attack cars are getting wilder and wilder all seeing today. Look at the lateral G’s these cars are the time.” he said. “The stresses on the chassis pulling with the huge aero they have sprouted. 2.8 considering the G forces is immense. I am glad the G’s lateral is really making the chassis work and I Northern Speed team saw the benefits to using high reckoned it was time for a chassis upgrade.” strength steel for their wicked application. I am sure James Houghton agreed, “One thing I will say about the benefits of the stiffer chassis will lead to lowered Mitch is that he would not put me in an unsafe car lap times. I wish them good luck in 2020” and if he reckons the time is right to upgrade the 20

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n a e p o r Eu n o i t u l Evo

Phil Rötheli is really proud of the Mitsibushi Evo you see here. The car has really lived up to the Evolution name as he bought it back in 2014 and since then with a lot of hard work by the Rötheli Racing crew it has evolved into what you see here. In fact over the

last five years more than 4000 man hours of labor have been put into the car and it shows with the quality of work. He explained, “ We got the EVO from a guy who used it for Time Attack and completely messed it Motorsport News from MotorWerks Magazine

up. It had run back in 2007 in the 24h at the Nurburgring, so the basic build of the car was pretty good and we reckoned it would be the perfect basis for our Time Attack build. In 2015 we rebuilt the whole car in fourteen months and started racing it in different Time Attack Series across Europe. 2016 saw more of the same as we improved the car further with the emphasis on seriously updating the Aero. 2017 was a year we would rather forget when a broken fuel rail fitting caused a fire and the car nearly burned to the ground. We had to strip the car to a bare shell, dry ice blast it to get rid of the fire damage and repaint it. That continued into 2018 where we rebuilt the car from scratch and sorted out some of the issues we had with the car in the past. 2019 came around and we planned using it for test runs sorting the newly rebuilt out. The car is looking amazing as you can see from the photos.

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Car Specs Weight: 1,100kg/2420 lbs Power: 735PS/860Nm or 724 WHP Engine: 2.3 litre built by Götti Motoren GmbH in Saint Gallen, one of the oldest engine builders in Switzerland. The were established in 1927. Dry Sump System: Titan Motorsport Intake: Magnus Motorsports Turbo: Precision PT 6062 - Gen2 Intercooler: Rötheli Racing with Vibrant Perf Core ECU: Motec M400 Radiator: Rötheli Racing with Mishimoto core Fuel: E85 (85% Bioethanol) Fuel System: Fuel Injectors: Gearbox: Sequential 6-Speed KAPS LSD: LSD - 1.5 Way ATS Carbon Hybrid Front and a 1.5 Way Cusco rear Carbon Driveshaft Battery: Light Blox Electrics: Cartek PDM Dash: Motec C125 Wheels: Weds Sport 10.5” x 18” +12 ET Tire Size: 295/30/18 - 280/650/18 Uprights: SSB Designs Billet front, OEM rear Brakes front: Alcon 365x32mm Brakes rear - 4-Piston 300x28mm Brembo from a Porsche 996 Turbo Suspension: Intrax 4-Way Black Titan XL Subframes: Magnus Motorsports front and rear Car Width: about 200cm Rear Wing: MT-Carbon - ‘RR special’ 200cm wide Aerodynamics: Front splitter with large sideplates matching up to the wheel arches. Rear diffuser Carbon Fiber: Body parts by MSRacing Seat: Recaro PRO Racer SPA Fire System: OMP Platinum Collection

Custom made front control arms which are +20mm 26

You can see the attention to aero detail in this shot. The huge splitter end plates direct the air down the side of the car. By running half a

driverâ&#x20AC;&#x2122;s door the A-Panel venting behind the wheel is enlarged inward. You can also see how far back the floor venting goes. Motorsport News from MotorWerks Magazine

Notice the extended nose section which allows for extra space for cooling both the radiator and engine heat exchanger. Note how both are angled to give better air flow. You can also see the front splitter is not a Mega big size favored by some of the other Time Attack teams.

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Motorsport News from MotorWerks Magazine

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Above Left: Proud to be Swiss Above Right: Phil believes he has the hardest working crew in Time Attack racing. Left: The man himself, Phil Rötheli

The Rötheli Racing Crew Peter Rötheli - Tow vehicle driver and helping hand all the time. Cornelia Rötheli - my Mum who makes sure we are all fed. Alexandra Rötheli - My Wife who provides all the mental support I need. Michael Suter Fabian Lienert Mirco Luck Alex Butti Benj Bär Jannick Thalmann Michael Farcher Thanks guys I could not do it without you! Motorsport News from MotorWerks Magazine

HondaHouse.com Established 1977 Chatham, Ontario, Canada - Honda Cars, Trucks, Parts and Service

See us at Grand Bend Raceway Track Nights Follow The BEND “Track Nights” on Facebook 32

As Used By Gridlife Unlimited Champion CSCS UF Champion - - - James Houghton - - Many time CSCS SSF Champion - - - Chris Boersma - - Ultimate Track Challenge Production AWD Winner - - - John Freund - - IMSA Michelin Pilot Challenge, Daytona Winners - - - LAP Motorsport - - -

The Rötheli Racing team are going to be using wheel ‘spats’ (Radabdeckung in German) as seen in the lefthand photo. Used by Group C endurance racers of the ‘80s and early ‘90s, wheel spats were designed to do two main jobs. One was to reduce the amount of water and spray entering the wheel well and letting the tires spin easier. It also had the added benefit of allowing speeds around 200mph on the banking at Daytona and at Le Mans because of the better aero along the side of the racecar.

TC America MINI JCW Racing Team - - - LAP Motorsport - - -

Notice in the photo above that the team have a wheel/tire image placed on the spat helping with the looks when the car is parked. Motorsport News from MotorWerks Magazine

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Philâ&#x20AC;&#x2122;s office! Seated comfortably in his Recaro Pro Racer SPA seat the RRS carbon fiber steering wheel is perfectly positioned as does the Cartek Power Distribution Panel which combines a switch panel with a PDM. In front of the wheel is a Motec C125 datalogger dash with gear indicator mounted at the right-hand side. This photo was taken when paddle shifters were installed. Currently Phil is shifting with a stick but believes they are close to going back to paddle shifting.

Our Sponsors Timeattackapp MSRacing TCS Sektion beider Basel Vibrant Performance MT - Carbon Weds Wheels Europe Hanshin-Imports peelablepaint.ch GĂśtti Motoren GmbH East Racing Motorsport Pixel Panda Johler Design Love your neighbour Thanks to everyone that supports the team in our endeavours. For more info follow the team on Facebook at www.facebook.com/ RoetheliRacing/ or on Instagram at www.instagram.com/roetheli_ racing/ Motorsport News from MotorWerks Magazine

UNLIMITED CLASS Champ

We have not seen much of Cole Powelson and the Lyfe Motorsport Nissan GTR for a few years. In fact it was back in 2017 when the Utah based team headed cross country for the first Motovicity Distribution Speed Ring in Pontiac that we last saw them. It was not the type of trip that Cole wanted; a brake pressure sensor failed and that sent the GTR into the wall creating all sorts of damage. On 36

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their return to Salt Lake City the car was basically shoved into a corner of the shop while Powelson worked on his Sierra Cars project. Maybe it was wanting to be in at the start of something big but when the Super Lap Battle was announced for the Circuit Of The Americas the Lyfe GTR was pulled out of the corner and Coleâ&#x20AC;&#x2122;s team set to repairing it for Texas.

pion

As you would expect with a new event that was only announced at the PRI show in December for a February debut the field of Unlimited cars was a little light but the show James Houghton and Powelson was impressive indeed. Best of all the fans went wild when the duo staged a rolling drag race on the front straight not once but twice. Motorsport News from MotorWerks Magazine

QARTOUMY

LIMITED CLASS Champion Feras Qartoumy Dallas, Texas 2008 Chevrolet Corvette ZO6 7.7 LS7 468 with 660 WHP and 600 WTQ Normally runs with the Optima Search for the Ultimate Street Car series. 38

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When the Super Lap Battle USA was announced I was over the moon, it was one where I thought I could be competitive at. A new American event designed to be similar to the World Time Attack Challenge that runs every year in Australia. And it would be right here in my home State of Texas at the Circuit of the Americas no less. I got on

WINS AT COTA

n the Internet and check out some of the Time Attack cars that would be showing up and said â&#x20AC;&#x153;Oh hell noâ&#x20AC;? but I decided to give it go anyway. So, I signed up and got ready to be part of history, only I never knew how much. During the past season I dealt with nothing but brake problems and reduced power mode

issues, so I put all my focus on our short offseason towards fixing those issues and not worrying about adding more power or other upgrades. Since I run in Optima Search for the Ultimate Street Car series I have to follow very strict aero and tire rules so after registering for the Superlap Battle and checking out the opposition I knew I needed to add some aero Motorsport News from MotorWerks Magazine

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goodies and drop some weight in the car to even be somewhat competitive. Man, where do I began? The weekend started off great, we took to the track Saturday morning for the first time at the Circuit of The Americas in four years, it has not changed much other than being a bit bumpier. I ran two laps in session one and laid down a 2:24 which I felt was pretty good for an opening session. The car felt great and I was ready to start dropping time. In session two and on my first lap dropped almost four seconds to a 2:20.9. I was pumped when I felt I had left a bunch of time on the table, so I went for a second lap. I got good speed on to the back straight but approaching T12 I shifted from 4th to 5th and the car revs to the moon. I hear all kinda of noises I don’t want to hear so I immediately shut the car off and parked it. The safety crew comes around and they tell me I’m not leaking anything, so we tow it back in. As I’m being towed in I’m feeling pretty let down. I know what this car is capable of and didn’t want to leave this amazing track without giving it my all. We get

back to the pit garage and narrowed down the issue to either the trans or torque tube. Alex Vincent Peitz immediately starts calling and texting local shops to see if anyone has anything that can help us out. Amazingly Calvo Motorsports answers the call and opens up their shop for us. We get the car to Calvo and Adam Torres and I start taking the car apart. Once the drive line was out it was obvious that we killed the drive shaft and to our amazement Antonio’s got one at a buddy’s house, so we rush over and pull the old drive shaft out the torque tube and slap the new one in. So back to Calvo, reassemble the car, bleed the clutch and brakes and we are done by 10.30pm! We wake up early on day two and head back to the track. I run a 2:20.4 and drop another half a second, I am still in the lead, but Scott Dollahite is getting dangerously close. Session two ends being a slide fest as someone left oil on the track so no change of making any improvements there. I head out for session three and Scott jumps me, laying down a 2:20.1 while I’m stuck on that 2:20.4. It comes down to the last session of the day before Motorsport News from MotorWerks Magazine

the SL Battles. I go out knowing where I have to make improvements but am annoyed at myself when I blew a few corners but still managed to run a 2:19.6 and take the lead back but Scott is still crazy close when he ran a 2:19.8. After all the crazy things that went on over the weekend it all came down to the SL Battle. I really wasn’t going to run the battle since I really pushed the braking point on the back straight to the 150-mark trying to get another lap in and as I came into the pits I had a small fire coming from my brake rotor. It ended up just being some rubber I picked up off the track, so we quickly cooled the tires and headed into the Battles! For the Battles you go on track by yourself and get one flying lap. So, I kinda knew what I had to do in order to get the time I’ve been after all weekend, but I ruined turn one and came in too hot into the Esses and didn’t think I was on a good lap. Mid back straight I look over and see I’m running

1.5 seconds faster than my 2.19.6! I couldn’t believe it and was thinking my timing must be off, but I stay in it. I pushed the braking into T12 to the 200 mark and slightly overshoot the apex. As I’m finishing off the lap I see I lost half a second somewhere but am still one second faster, so I tell myself I’m not going to over shoot turn T20 and just brake early. I come across the finish line and see the time of a 2:18.5 and my number (72) go to the top of the board! I have never been so overwhelmed to see my race number before. To run my fastest time under pressure at one of the most iconic tracks in the world and see my race number in the number one spot on the tower was a feeling that I can’t describe. I was ecstatic to say the least knowing I had just won Super Lap Battle and everything we had gone thru getting the car fixed the night before was an amazing feeling of accomplishment. So that’s my story and I couldn’t have done it without the most incredible people in my life. For

one my amazing wife Julie Abuqartoumy for being by my side and supporting my hobby. My father Said Qartoumy for getting me addicted to racing at such a young age. Watching him race and being pit crew for his cars will always be memories engraved in my mind. I really want to thank the Ultimate Street Car Association and OPTIMA Batteries because without them. I wouldnâ&#x20AC;&#x2122;t have met amazing people like Peitz Performance Tunes, Alex and Adam. No way

in hell could I have gotten this victory without you two. Race Ready Motorsport for getting me wheels made in time. Gspeed and Penske for getting my shocks re-valved and back to me in two-weekâ&#x20AC;&#x2122;s time! Alcon brakes and Pro System for the amazing brakes! Horse Power Research for the giant 7.7-liter power! And Dusold Designs for all the downforce their diffuser makes! Also, thanks to everyone else that has helped me throughout my journey and getting my car to where it is today.

Above: Nailing the Esses Top Left: A hard working crew, thanks guys! Bottom Left: Back on track Below: Many lines into turn one

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Zachary Sober

From the moment I saw the event page on Facebook, I knew I had to attend Super Lap Battle at COTA. The timing could not have been any more perfect. After years of tearing up stock EJ257’s in local rallycross and autocross events, a friend decided to use me as a test subject for his new engine shop. Street class driver Ryan Payne with P2P Racing introduced himself to me over three years ago and stated that he was saving his pennies to start an engine machine shop and that he wanted me to be the first person he would build an engine for. He heard about me through our mutual friends who are COBB Pro Tuners and master mechanics at Kozmic Motorsports and now years later, the trio of us built our two STI’s to run laps reliably. My last motor suffered ringland failure at an autocross in November 2017 and after more than a year of saving, a lot of planning and extensive learning, I lowered the engine that Ryan built into my car on January 23, just in time to log some break-in miles and get on the dyno. A local Houston autocross was my only shakedown for the new engine where luckily everything went well. I scored some Michelins off of TireRack on closeout special, found the required tow hooks, and headed to COTA knowing this event would be big but at the same time not knowing exactly what to expect. Since the track is only three hours from Houston, I drove there knowing a recovery tow 44

wouldn’t set me back too far in the event something did go wrong. Friday afternoon, I arrived at the hotel to find a handful of competitors and organizers already at the bar talking. It was obvious this was already an established family that knew each other well, so my wife and I introduced ourselves and asked a few questions. Soon after, it was time for the gates to open at the track. We rolled in and unpacked, went to registration, grabbed our numbers and windshield banner and before too long, the car was teched and ready to race! As I walked through the garages and paddock area, the reality of this event started to sink in when I noticed just how many big names and famous car builds were in attendance. It was an emotional moment when I realized that I was garaged just a few feet away from some of the most insane builds that I have been following for years on social media. One of the best things about Super Lap Battle is that an enthusiast like me can have the opportunity to run a street car as quickly as we are comfortable with and then get out and watch the big boys play on the same track a few minutes later while hanging out with the crews that are maintaining those vehicles. I picked up a few tricks just watching and listening to the teams in the garage with us. During my first session, I was having issues with brake fade and inconsistency in the pedal almost immediately and I hadnt yet begun to push myself. We discovered a leaking caliper was to blame for the poor braking performance. The COBB garage was nearby, so I went and talked with them about the issues I was facing. Thankfully, they had spare set of calipers laying around and were happy to let me use them. I was able to change the calipers that night but a separate issue had come up in session three when the car threw a vehicle speed sensor failure code. This caused a christmas tree dash light display complete with CEL, ABS system failure, Traction Control was stuck on, and the DCCD and Si-Drive locked in some sort of safe mode where

Photo by Willful

Enthusiast Champion I couldn’t adjust anything. Worst of all, the brake balance shifted heavily toward the rear so I spent the second half of day one pitching the car sideways under braking. I tried cleaning the sensors, replacing them with sensors off of another car, swapping them around, but nothing worked. The code continued to come back once I was back on track. I ended up switching brake pads overnight to fix the brake balance and pulled the ABS fuse based on some advice. This allowed me to at least turn off traction control. Day two showed a lot of promise as I had more confidence in my bandaid of a braking fix, however I was unable to find much of a time gain since the COBB Access Port was showing I was running nearly 3.5 psi lower boost pressure than I had before the speed sensor failure issue. Despite the serious problem that was fixed into a minor headache, we didn’t miss any sessions

and we had one hell of a great time. The awards ceremony was pretty overwhelming since I’m used to walking up in front of a few people to grab a two dollar cone magnet and not trying to spray a bottle of champagne. I have to admit it was nice to have such an elaborate ceremony to match the sense of accomplishment after so many long nights leading up to this event. My wife had such a great time she actually asked me if we could travel to all the other races this year for GTA. Were still looking into what it would take to attend the remainder of this year’s events but we know they will be worth the time, money and effort for the exceptional experience. Thank you Super Lap Battle and COTA for putting on a safe and fun event for everyone!

Motorsport News from MotorWerks Magazine

The Project Import x Bobby Lane Racing Honda Accord is my personal car that Iâ&#x20AC;&#x2122;ve been tinkering with for well over a decade. Like most race cars it used to be a daily driven street modified car. In 2007, I came up on a great find, a J35a8 from a 2007 Acura TL type S with a 6 speed gear box, 46

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I purchased it, and stored it away for a couple of years with great intentions of fitting it to the Accord when the time was right. In the beginning of 2010, I took the Accord snowboarding, and put a hole in the oil pan coming down the mountain driving over a rock slide. As there was no turn out for at least a

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by K ords

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Ian Ra

Something Different

mile down, and saying the engine wasnâ&#x20AC;&#x2122;t happy by the time I arrived there was an understatement. It was when I got back into town I decided that I would swap the engine out and put in the J35a8 and transmission. I took the engine out of the container, and tore it down, sent the block out to

have it machined and reassembled with LA Sleeves, CP Pistons, and Carillo Rods. All of this was custom made because no one had ever built a J Series at that time. Thanks to CP/Carillo, and LA Sleeves for taking the leap on helping me with this project. Next up, I installed Supertech Valve springs, retainers and Motorsport News from MotorWerks Magazine

semi ported the head so the top half of the motor would work well with the updated bottom end. When 2011 began, Redline Time Attack season also began. The Project Import S2000 during that time wasn’t able to be completed in time for Round 1 of 2011 RTLA season. I had just finished the Accord’s swap and everyone and their moms told me it will never turn a fast lap because of how front end heavy it was. This motivated me to bring the Accord out, heck they worked well in Super Touring racing. The first-time attack event for the Honda Accord was at Willow Springs International Raceway. We were running what was basically a bone stock car, with off the shelf Tein SS suspension, and 5-year-old Bridgestone RE-11 tires in the 245/45/17 size to complete the package. We sent it, and it went 1:38 by the end of the weekend. This opened up our eyes for all of us., not just the doubters, we saw potential in a car that everyone doubted and this weekend proved otherwise. We spent the next few years just tuning the car with what we could afford, and with each year that went by, we went a little faster and faster. Fast forward to Super Lap Battle Finals in 2014, we

managed to clock a 1:55.2 at Buttonwillow Raceway Park CW13. The engine was still naturally aspirated, making about 260 wheel horse power on a Mustang Dyno. This was the last Super Lap Battle Finals event we ran with the car as budget was slim and as we were not able to campaign the car the way we wanted it was parked in a dark corner in the shop. In 2016, we decided to dust it off, and pull it out of the garage for the brand new Speedring event at Autoclub Speedway at Fontana. We changed the fluids, put on new brakes, tires and just sent it. Amazingly in spite of getting rid of the dust and the driver a best of 1:51 was good for 1st place in class and 500$ cash prize. Once again we decided to retire the car and focus more on raising the profile and expanding our Project Import business. Once Super Lap Battle USA COTA was announced, I knew it was important that I do whatever it took to get our cars there. I tasked myself to get the Accord running again so we could be a part of the show at an event that hopefully will grow into something like Ian Baker’s World Time Attack Challenge in Sydney, Australia. On to December 11, 2018 and the Super Lap

Battle announcement at the PRI Show and I decided to tear the Accord down completely. Everything was stripped out of the car, we primered the interior and painted it red. Every single wire that wasn’t needed was removed and we re-loomed only what was needed. The engine was torn down and we refreshened the bottom end. Tom at Portflow Design ported took care any headwork that was required and installed new valves. The suspension was not forgotten as new Hard-Race Arms were fitted in the rear along with JRZ suspension all round. These parts had been sitting around for a few years and finally I had the motivation to get them installed. Once the engine came back, I installed it back into the engine bay, and added a Rotrex C3891 that we’ve had sitting on the shelf for a while. A new multi-disk clutch kit from Clutch Masters and a HPD 1.5 way differential was also installed along with a new ST40 brake kit from Stoptech Racing, paired with Raybesto ST47 race pads. I replumbed the fuel system, with a 8 Gallon fuel cell, radium surge tank, fueled by MS109. The day before our cars were supposed to be transported to Texas. We discovered that the clutch wasn’t working correctly. We were suppose to dyno tune it that day. We had to modify the fulcrum, so that the throw-out bearing would work correctly. We got it on the dyno on the day of transport and made about 9.5lbs of boost and 400whp. And with all that we sent the car on its way to Austin TX. Saturday, day 1 at Super Lap Battle at COTA was quite entertaining depending on what way you looked at it. We snapped several serpentine belts during the day with the new Rotrex, entailing a run to the local parts store to stock up on as many belts as we could carry. Power steering issues also made for a busy day for our hard working crew. Reviewing data through the day we realized the belt was slipping, and we were only making about 4lbs of boost and around 320whp. On Saturday night, we addressed all the issues we had run into, and hoped to send it Sunday. In the first session Sunday

morning, our driver, Racing Ray Williams said the car felt amazing. On the second session, our camber bolt slipped, and Ray had to pull in, it was tightened back up and sent Ray back out. On the Third Session, Ray went out and wheeled the car as best as he could. After the 3rd lap, we all wondered where Ray went. The car had run out of fuel. Reviewing more data, we were able to get back some boost to about 7psi. Once Ray returned back into the garage, we checked the engine and noticed the belt starting to fall apart again. We put on a new belt, fueled the car up, checked the suspension and racer taped the car for the final super lap session. With one hot lap left on the table, Ray wheeled it the best he could considering it being under powered. He managed a 2:27.135 to end the weekend. We are happy with the results as it really was a shakedown weekend for us, and we hope to return well oiled, well prepared in 2020 ready to break into the sub 2:10s. It was a long trek for us considering how many issues we had to deal with but being part of the first Super Lap Battle at COTA was worth it. Jason Dienhart and myself had a vision when we created the event and the feedback we got put smiles on our faces. So with a full year to prepare for the 2020 event you can bet it is going to be something special and the Project Import x Bobby Lane Racing Honda Accord will be there with bells on!

Roll on 2020 Motorsport News from MotorWerks Magazine

Words and Images by Norman Nelson

Love it when a Product

Motorwerks Magazine publisher, Ian Rae, knew we were planning a long Mini Cooper road trip and asked if I would be willing to fit my 2004 R53 “Pooper” with Alloygator Rim Protectors for an MWM product test & evaluation. I had seen these on Ian’s BMW and was impressed so I said “sure”.

Fit, Form, and Function The Alloygator Rim Protection system is designed to protect your expensive alloy wheels. That is their primary function. Next they need to be stylish, attractive, easy to install, and durable. These were the aspects of what we set out to verify.

Installation So first you need to find a qualified installer. Alloygator provides a list of authorized shops around North America on their website and the wheels come with very detailed instructions and video links are available on their website as well. If you can not find a qualified installer in your area, seek out a good tire and wheel shop. With good “tire” knowledge and the right tools, installation is simple and very straight forward. I chose America’s Tires in Redding California. They have the knowledge, trained service techs, and tools 50

Works

& equipment to do the job. Installation was smooth.

Style & Appearance So, after installation, next on my list was Style and Appearance. I gave them an A+. They looked great. We got plenty of looks and positive comments just driving around town. Some of you may be familiar with my Jet Black 2004 R53 MINI with Fire Flames called Pooper (Named after the Porsche Cooper race car) We run 17” PIAA wheels with chrome outer rims, black spoked centers, and BIG Red Brembo brakes shinning through. The red Alloygator Rim Protectors enhanced the look and brought attention to my wheels, tires, and brakes.

Fit The fit was great. They sit just high enough to fend off curbs and debris but not too far as to appear “gaudy”. When installed correctly, they are uniform, secure, and “look” like they came with the car. In our case they blend perfectly with the flames on Pooper. They are stiff enough to maintain their form but take a brush with a curb, yet flexible enough to install. So, after establishing the first objectives of install,

style, and fit, it was time to give them a road test.

Road Trip! Our club Shasta Minis had planned and mapped out a route that would begin in Redding California, some 200+ miles North of San Francisco in the center of the Sacramento Valley. Redding sits at the base of Lake Shasta and Mt. Shasta. We departed from about 600 feet altitude north on Interstate 5 and then split off on Highway 97 through Klamath Falls Oregon and onto Bend, Oregon for our first night stopover. The next day, Bend to Spokane WA via the Columbia River Gorge, then Spokane WA to Kalispell, MT through Coeur s’ Alene Idaho, US 95 to US 2.

The drive varied from 85mph plus on the Interstate to 55mph on the 2-lane mountain twisties. That involved going through all sorts of elevation, temperature, and road surface changes. After two days in Kalispell MT exploring the Glacier National Park, we drove our longest single day leg of 503 miles to Jackson Hole WY. It was along this route that I encountered a piece of road debris. It appeared to be rubber with some embedded steel. Perhaps some tire tread from a Semi truck. It was about 6-8” longs and about 2” dia. I was fourth in line in our caravan. Driving about 65 mph. We were in close formation so I had little view of things directly ahead. The lead Mini hit the debris, kicked it up, it missed Mini #2, barely struct Mini #3, but it hit my Mini (#4) on the left rear wheel/tire. I heard

and felt a “clunk”. So, we pulled over in Virginia City MT for lunch and to examine the damage. The debris hit squarely on the Alloygator Rim Protector. It took a split/chunk out. But amazingly there was no damage to the wheel. Some of the sharp steel “shrapnel” even cut into the sidewall of the tire. We were miles from any services at all. No gas stations and certainly no tire shops. The sidewall had a limited slice but was not losing pressure. The Alloygator Rim Protector had partially pulled out of the bead but was not causing any issues. We continued to keep an eye on it until we could reach the next town. With no choice but to forge ahead, we resumed our journey to Jackson Hole WY, another 200 miles ahead. We drove Hwys 287, 26, 22 and had to climb to nearly 8900 feet to get over the Teton Pass. What a beautiful drive! We checked into the hotel and unpacked. Then I got a chance to really inspect the wheel, tire and rim protector. Everything was just the same as it was in Virginia City MT. I used a pair of wire cutter plyers to trim back the edges of the rim protector where they had broken and all was good. The next day we drove to the Grand Teton National Park and various scenic spots in the area. Then departed for Twin Falls Idaho, some 250 miles, via SR 26, Interstate 15, 86, & 84. We cruised at speed of 85 mph. Every time we stopped; I would check things out. After Twin Falls, we went to Winnemucca NV, another 287 miles, and home to Redding CA another 360 miles. That totaled 1100 route miles, plus excursions, since the mishap with the debris. Bottom line is the Alloygator Rim Protector survived. It performed it’s designed purpose to protect my wheels. Even after significant damage it held up to get us home safely. My hat’s off to Alloygator for providing such a great product. More info at www.alloygatorna.com Motorsport News from MotorWerks Magazine

Time Attack 101 The Fundamentals

So what exactly is Time Attack? Simply put it is a timed event where finishing quickest dictates the winner, not who crossed the finish line first. Is that hard to understand? Not really, you just have to lay down the quickest lap and that can’t be too hard. So is this statement the truth or is there more to Time Attack than people think? There is a little bit more to Time Attack than just driving quick. You have to use your brain a bit when it comes to getting to getting that quick lap. Using a simple equation a quick 52

lap = a clear lap. But it seems that many racers do not comprehend that fact. Recently I saw multiple cars closely following each other for lap after lap when I was at some local events here in Ontario. When I ask racers why they are running in packs like that I hear things like “The marshal sent us out with no gaps” I saw that, but to my knowledge once the marshal releases you, the driver is the one that dictates the speed of the car. And best of all some of those racers came in after the session and complained about the traffic.

Just like in Formula 1 racing it is totally up to the racer to make his own space, giving him the luxury of running quick laps unhindered. While it may seem cool to be chasing down your buddy that is just ahead, two things can happen, he can interfere with your lap and because he is watching you duck and dodge in the mirror or you can interfere with his lap. Neither is a good scenario especially when you are trying to send it and go to the top of the timesheets.

Now after taking to Christopher Kennealy of Burning Rubber Tire and Wheel I got some insight into their team tactics regarding running line astern. “Many of my customers in our team are new to the sport” he said before going on, “To that end we put one of our quicker drivers out front and the new guys follow the leader. That accelerates their learning curve and they learn the track quicker. I found the bigger problem was that they get Motorsport News from MotorWerks Magazine

obsessed with laptimes and that was affecting their concentration. So to combat that I pulled the laptimers out of their cars to make it easier for them to focus on thier driving and put the car where it should be on the track.â&#x20AC;? So in Christopherâ&#x20AC;&#x2122;s case I see where there is an advantage to running line astern but a driver on his own that is looking to lay down a serious number should always make space so he can do that without comprimising his run. My other pet peeve is the lack of people using point-byes. You know, that thing that is

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talked about in the drivers meeting but immediately forgotten about when you return to your pit. A properly executed point-bye can keep traffic flowing and give the space I was talking about in the columns above. It is not hard to do and when reciprocated you are the one who will benefit.

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So how do we make this better? I feel every series should have a Time Attack school for rookies or those who want to improve their skills. Gridlife and Global Time Attack did a great thing with the NATA initiative with SCCA and getting drivers properly licenced is a great step forward that the smaller sanctioning bodies should look at. Drivers should become more aware of the others in their class and understand how their opponents cars performance relates to their own car. There is no use pointing a racer by if his car does not have the grunt to get by on the straight. Then we come to safety, you know that thing that many racers ignore! Maybe I am a bit more sensitive to racing safety as I had a good friend killing while racing. But think about your family and how they would support themselves without your income. Sanctioning bodies tend to recommend certain safety gear in lower classes and insist on it in faster classes. That may seem perfectly adequate but ask yourself this; does fire care how fast you are going? Fire does not discriminate, if it has fuel, oxygen and ignition it is going to catch fire. A wise man once said that the smartest thing to do for your racing program every year is to buy one safety item not required by your sanctioning body. That way the cost is kept down and you are becoming safer and safer. There are not many sanctioning bodies that do not insist on the driver wearing a helmet during HPDE events, in fact most tracks insist on it. Here is my little bit of wisdom, WEAR A HELMET no matter what the track or series rules say and if you can get a pair of nomex gloves and boots wear them too. Wearing a helmet is a ‘no brainer’ if you ignore the pun. Protecting your brain is the most important thing in racing, there is not much you can do if it is turned to mush so don’t skimp on a good helmet, make sure it is to the latest spec and more importantly is a motorsport helmet not one designed for motorcyle use. 56

Use the list below as a look up chart, following these points will make your first Time Attack event a lot easier. • Read the rule book to make sure you know what class you are going to be running in before you attend the event. • Set up your driving position at home before heading to the track. To be fast, first you must be comfortable. • Remove floor mats and all loose objects from the car. • Ensure there are no uncovered battery terminals that can be shorted out. • Sign on in plenty of time and collect your door cards, windshield banner and sponsors decals. (It can take way longer to get setup in the morning than you would expect, so be early.) • Attend the Drivers Meeting and LISTEN closely to all the instructions. • Make sure your decals are attached before you go on track. (these are the people who support our sport so support them by running their decals) • Obey all marshals / corner workers commands and flags. • Don’t SEND it on the first lap in the first session, work your way up to a speed you are comfortable with. • Seat time is golden! The more seat time you have, the more comfortable you are in the car. • Last of all enjoy yourself! Remember motorsport can be dangerous, it is up to the competitor to make it safe for them and all the other competitors. If you are not sure about anything, ASK! Nobody will make fun of you, there are no silly questions!

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This summer I participated in a CSCS event at Grand Bend Motorplex. I hadn’t competed in CSCS for a couple years, but given how much local track knowledge I had I figured I would give it a shot. Earlier in the season we installed a Racepak IQ3 datalogger and were able to experiment with it and really understand what I could do to improve as a driver. My Honda Civic is not high horsepower, so understanding how much speed I carry is very important. I find the

IQ3 is like having my friend in the passenger seat telling me how to go faster. We were able to win the unlimited FWD class for the weekend, and really impressed other drivers on what we could do with just 221whp. I am so grateful to Ian Rae for his datalogger support and look forward to working with him in 2020. We will never be a big fast race team, but the data tells us we could be and it is encouraging to continue the learning curve.

Christopher Kennealy of Burning Rubber Tire and Speed was a busy guy at GBM overseeing ten racers as well as racing himself. He told us, “Grand Bend is always one of my favorite events. A mile from the beach, we go racing and then get to swim in awesome, fresh clean Ontario Great Lakes water. Its combination of technical tight

turns and fast sweepers make for great racing, and the quality of the track is always top notch. We ran ten cars there this year, and took home several podium finishes despite some mechanical adversities and the +35 degree weather. We definitely look forward to running it again next year.”

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Brad Angevaare (below)was another who enjoyed Grand Bend. “I thought the event was awesome! I had never been to Grand Bend before and it was great to run multiple track layouts. It was a nice change from previous years and I hope it’s included in the schedule again.”

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Nick Martile (above) used his knowledge of Grand Bend to good effect. “I used the GBM Track Nights to help dial in the car for the CSCS event. I ran my personal best at CSCS so it’s likely the reason why I was as competitive for my first event on that specific track.”

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John Elliot has a lifetime of competition behind him having been the first Canadian to win a Stock Class at an NHRA National Meet when he won A Stock Automatic at the 1968 Winter Nationals in Pomona, California. He was also the first Canadian to win a 68

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Stock Divisional Title by winning the 1968 NHRA 3 Stock Title and he, his father Sandy and the rest of the Border Bandits team are members of the Canadian Drag Racing Hall of Fame. John left drag racing and put his heart and soul into the family business, the Honda House in Chatham, ON. Still with a competitive urge John took advantage of Grand Bend Motorplex’s decision

to put in a road course and John is one of their biggest promoters of their ‘Track Nights at the Bend’. There are not many nights he misses, it is his stress reliever as he puts it. Never having competed in a Time Attack event he decided that the CSCS event would be a must do event. “If nothing else I wanted to support the track, and I was pleased to see a few of our regulars do the same. Our Honda House / Motorwerks Magazine Spec Civic was a tad slow with only 158 hp but I had fun.” For more on the Spec Civic watch for the next issue! Motorsport News from MotorWerks Magazine

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A Platinum Weekend at Mid Ohio Wow, what a weekend! I expected a better event than we had at COTA for the Superlap Battle USA but the first #Gridlife Track Battle of 2019 was simply something else. The transmission issues we suffered at COTA were a continuation of bad things that have been going on for a few years and we talked long and hard during the trip home from Texas about a solution and a way to make them stop. There were a couple of solutions and we eventually decided to go with the Quaife Engineering option that required less additional changes when installing the unit. We sent the Quaife to our transmission specialist, Team Rip Engineering where they integrated our final drive LSD and other little bits and pieces. We installed the transmission on Thursday night and ran it through the gears on the hoist and everything worked as intended. Hopefully that is the end to our transmission woes. In parallel to the transmission upgrade we have been working with Spage Sport and STIM Technologies on an upgraded aero package we decided was needed after COTA. Close analysis of the data from our Racepak IQ3 datalogger confirmed the change we had made to the front splitter at the event showed we could still improve on the aero package, so Alex at Spage Sport came up with a radical design that STIM Tech replicated in the computer and CFD tested. The completed design will be turned into carbon art by Spage Sport. We had step one of the project installed at Mid-O, the new front fenders sort of stuck out like a sore thumb as they were not wrapped yet, but we were pleased with the results. With any luck the rest of the package will be ready and installed before we head to Michelin Raceway at Road Atlanta for the Global Time Attack event. So back to Mid-O. Unlike last year the weather was expected to be dry for Saturday and until 2 pm on Sunday. The temperatures were in the high 72

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teens and low 20s Celsius, which was nice after the Canadian winter we have had. Mid-Ohio was just opened for the season and there was very little rubber laid down. The traction control was working overtime in the first session due to the conditions but gave a good indication that the improvements we made since COTA were working. Session two proved that, when I ran a 1:25.473 to better the two year old Unlimited FWD track record that was set on #Gridelifeâ&#x20AC;&#x2122;s first visit to the Ohio track. The rest of the day was spent diagnosing an engine misfire that sounded like the traction control coming in but was in fact a wiring issue with one of the injectors. Thanks to Chris Law of Haltech and my crew-chief Eric Lavigne we got that squared away before the end of the day. Sunday did not bring the weather that was forecast and an overcast start to the day meant low track temperatures. It took another lap to warm the tires to optimal temperature but everything came together when it was time to send it and the K-Tuned Type R responded as we had hoped. The Quaife transmission is simply out of this world, not having to think about damaging the transmission allowed me to concentrate on driving

more. And the result showed up in the timesheet. It was a 1:23.882 which not only was a new FWD record but now stood as the Overall Time Attack record for Mid-Ohio. And to make things better our last session resulted in another new record when I managed to clip off another four tenths of a second with a 1:23.412. I have to admit that the weekend turned out way better than expected. We had a few little issues to contend with but compared to COTA and the Superlap Battle the weekend was a breeze. Hopefully that will continue and allow us to focus all our attention on going faster and setting more records going forward.

Global Time Attack – Road Atlanta One year after debuting our turbo program at the Global Time Attack / Formula Drift Road Atlanta my hard working team and I returned to the Michelin Raceway at Road Atlanta with a visibly different race car. In fact the car has changed in many ways since its 2019 debut at the SuperLap Battle at the Circuit Of The Americas in February.

COTA had taught us a lot, we found out we were needing more aero and that our current transmission program was not up to the job especially with our new found power from the latest Garrett turbocharger. Luckily Spage Sport and Stem-Tech are in our backyard and there is nobody better to put together an aero package. We talked in an earlier Blog about Alex from Spage Sport and Joe from Stim-Tech working together to come up with that aero solution and boy did they deliver. The new fender design was used at #Gridlife Mid-Ohio and the new splitter was ready and fitted for a test at Canadian Tire Motorsport Park the week prior to the Atlanta trip. I just can’t thank those guys enough for all their hard work. On the transmission front, James elected to go with a Quaife sequential box and he ran that at #Gridlife as well. We did not have the time to fully sort it before Mid-Ohio, but a trip to Jeff Evans at Evans Tuning to tune to the new Garrett turbocharger allowed us to sort out the flat shift properly. The Quaife has performed admirably and it is nice not to have any more transmission issues. We needed more tire under the front of the K-Tuned supported Acura Type R so I got together with wheel supplier, Konig USA and they came up with a size and offset that would work. So on the Friday morning the crew were bolting on a new set of 18x11 Konig Hypergram wheels. I was really happy how Konig managed to get the 11s out to us in time, these wheels would be perfectly at home on a road car as well as a track car. While we were doing the wheel change we swapped out our Stoptech rotors and fitted new G-LOC pads ensuring we were ready to be quick from the get go. The first session on Friday morning was proof that the changes had made the difference we team wanted. On the second lap the K-Tuned Acura recorded a 1.21.000 that would stand for the rest of the weekend. That was so impressive, the car just feels so good, I don’t think I have ever felt more at one with the car in all my time driving it. It is a pity Motorsport News from MotorWerks Magazine

that niggly little issues through the weekend did not allow us to go quicker, the car sure has it in it! The first session on Saturday was looking good as I had never been through the Esses as quick before but an engine issue ended the day. We get to take away the knowledge we are going the right way with the car development, Stim-Tech, Spage Sport, Unit 2 Fabrication and Lavigne Motorsport are doing an amazing job of keeping the K-Tuned Acura at the forefront of North American Time Attack. I cannot thank them and all our supporters enough! Northern Speed Time Attack - Toronto Motorsport Park We attended our first Northern Speed Time Attack event in July. The Northern Speed series is in their second year and runs at local tracks in Ontario in the GTA. I was really looking forward to the NSTA event. It was a great chance to showcase our K-Tuned Integra to new fans and test a few new tweaks we have developed over the past month. The series tends to feature Supercars in their Unlimited class so it will be cool to run against factory hot rods costing a lot more than the Integra. And with a couple of them being driven by Chinese pro drivers we look forward to the challenge. Unit 2’s Mitchell Hemmen and I arrived at TMP with little sleep, we had been working 25 hours plus straight making modifications that will benefit the team when we head to New Jersey Motorsport Park in a couple of weeks time. Hemmen commented, “This NSTA event is perfectly timed for us to test the upgrades we have made before heading to Jersey. It is really cool for us to run against Supercars, something we don’t get to do too much, I think this will be a fun event.” Our team’s Racepak Data guru, Ian Rae of HeadsUpRacer.com confirmed all systems were operated as intended after I ran my first session resulting in a 1:09.97 lap which is only three tenths 74

shy of my personal best. Rae stated, We are pretty happy with running that number straight off the trailer. James is running old tires and low boost so that number is pretty stout especially with the track temperatures being as high as they are.” Pleased with his qualifying efforts, I waiting until the Shootout before going out again. Now in the hottest part of the day the team did not expect much of an improvement but I chopping another three tenths of the day’s previous best. I am pleased we came to the NSTA event, we got good data and learned a few things that will help us in Jersey. We got to show their fans what a state of the art Unlimited car looks and runs like. The fans seemed to love the car. When you add in the $1500 and race fuel we won for the running the fastest time of the day, it made for a successful day.

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RACE SAFE STAY YOUNG The Northern Speed Expo rounds out the 2019 Show Schedule Fledgling Time Attack Series, Northern Speed is pleased to announce their inagural end of year Motorsports Expo. The Show will be held in The International Centre Hall #3 on Saturday 7th December: 2PM - 7PM Sunday 8th December: 10 AM - 6PM After years of unparalleled success in Time Attack racing in Ontario, Northern Speed now is hosting a must-attend event for Canada’s performance and motorsports enthusiasts. It’s more than a car show; there’s really nothing else like it in the country. No matter what you love - from a streetlegal production car to a fully modified Time Attack monster and even some one of a kind luxury Europeans - the Northern Speed EXPO will have what is needed to get motorsport enthusiasts through the cold Canadian winter. THE STARS COME OUT The show will see some of the biggest names in the industry attend and interact with the fans. Notable 76

attendees will include James Houghton (Fastest FWD car in the WORLD) and Riley Sexsmith (Formula Drift racer) will grace the stage as well as technical gurus like Dov Anroff, Nathan Samuels, Mitchell Hemmen and Jackie Ding. And best of all the Time Attack Queen Savanna Little will MC’ing the event and keeping everyone on their toes.

***A Track Ready 370Z will be given away in a raffle*** The 1st ever Northern Speed EXPO promises to be the best performance car show in Canada. Exclusive Time Attack build demonstrations with great tips from industry insiders. And your chance to purchase

must-have discounted gear with great vendors. Admission is $20. If you’re a serious car guy, this is the place to be.

Want to WIN a Track Ready Car?

Yeah that’s right! As we’re gearing up to celebrate the first show we’d like to share the excitement. During the show, we’ll be holding a draw for a $55,000 Track Ready Nissan 370Z for anyone attending the EXPO with a valid entry ticket. That’s right come to the Show, buy a $20 ticket for entry

and it doubles as your raffle ticket for the 370Z and the other great prizes we have on offer. To win you have to be present at the draw on the Sunday afternoon. The winner gets the key and ownership to go. You can also get your ticket money back at other Northern Speed events coming up in 2020. Six exciting Time Attack and High-Performance Driving events are on the Northern Speed calendar for 2020 at different tracks in Ontario. Your ticket can be used as a $20 discount on next year’s event. Just bring the Expo ticket to any Northern Speed event and get your money back. About Northern Speed Time Attack Series Stay updated on our Facebook pages and group at www.facebook.com/canorthernspeed/ ,www. facebook.com/groups/302412873998329/ and on Instagram www.instagram.com/canorthernspeed/ pages.

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c i r t n e c o r u E A ridlife FCP Euro excites at G

One of the exciting aspects of Gridlife Midwest is the huge manufacturers Midway showcasing all sorts of everything for racers and fans alike. New to the Midway this year was Milford, CT based mail order parts company FCP Euro. Many have not heard of the company but with their market share growing they decided that the #Gridlife series would be a perfect partner to get their name out there in areas like the Midwest 78

where there are States prime for growth. Marketing Director Michael Hurczyn told us, “I liked the way #Gridlife created activations for their partners, they think the same way as we do. We talked a bunch and the result is we came on board as a class sponsor but more importantly we agreed to have a presence on the Midway at a few events and that is why we are here at Gingerman Raceway.”

c Focus

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The fact that FCP Euro is on the Midway was exciting but as far as I am concerned the bigger news is they had brought along their two LIQUI MOLY supported VW Golf TCR cars, not only to put on display but to run in the first ever Touge Battle for TCR cars. Hurczyn is one of the drivers as is fellow FCP employee Nate Vincent. The rumor

going about is these two will face off to decide who will challenge LAP Motorsports Tom Oâ&#x20AC;&#x2122;Gorman in the LA Honda World Civic TCR. During a discussion with the VW drivers they both noted Time Attack and a Touge Battle is completely foreign to them but they would give it their best. With Oâ&#x20AC;&#x2122;Gorman being a Motorsport News from MotorWerks Magazine

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#Gridlife regular they may face an upward battle. In addition to the TCR cars FCP Euro - Motorsports have brought out a pleathora of cars to give fan rides around Gingerman and on seeing passengers seats in the TCR Golfs I made it known I was certainly game for a ride. And what a ride it was. I climbed aboard the #71 Golf with Hurczyn in screaming hot conditions. Surprisingly there was plenty of room even with the passenger seat fitted. You had to be careful not

to plant your feet on the electrics mounted in the footwell. One thing the Golf did not have was any means of closing the passengers door from the inside. A delayed start to the session had us flapping the doors trying to get some air into the car but I was worried about being able to close the door when we finally got the ok to go on circuit. There was no way I wanted to get pulled in after a lap to close the door. I was looking to get the full TCR experience

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and Michael and Nate gave it to me. Running nose to tail the two Golfs did a great job of putting on a show and with Michael giving me the added bonus of showcasing FWD recovery mode on the last corner before the straight. I have to admit I thought you were going to loop it Michael, and that recovery was masterful. My thanks goes out to everyone at

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Oâ&#x20AC;&#x2122; Gorman and Professional Awesome to the fore at Gingerman Motorsport News from MotorWerks Magazine

The one thing on everyones mind heading to Gingerman Raceway and Gridlife Midwest was the weather. In 2018 it had rained cats and dogs but it was still an huge success. The weatherman had predicted some inclement weather for this years edition but that was hardly likely to bother the racers or the fans going on previous history. To my mind Gridlife has some of the best fans out there. The combination if music and motorsport brings in a crowd that loves both and best of all they are not put off by a bad weather forecast which is great for the promoter. Gridlife 2019 would have a different look from 2018 on the Motorsport side. Winners would come from a traditional Time Attack format instead of last years Track Battles and for the first time ever the fans would see wheel to wheel racing in the form of the Grid Life Touring Cup. Longtime Gridlife supporters the Professional Awesome team out of Indiana once again had Pro racer Tom O’ Gorman behind the wheel of their EVO. O’ Gorman had been having a stellar year racing in the IMSA Michelin Pilot CHallenge for our friends at LAP Motorsports. Piloting a TCR Honda Civic with Shelby Blackstock the duo had won the first two events of the season and were leading the championship for many events. So with the season

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well into its swing how would ‘Tomo’ handle jumping back and fore between the 300 whp Honda and Pro Awesome’s beast of an EVO? It turned out that he handled it very well taking the Unlimited class with a 1:24.485 ahead of William Au-Yeung in his Vibrant Civic on a 1:25.077 and James Houghton in the K-Tuned Integra with a 1:27.249. That was the good part of the weekend for Pro Awesome as later on some tell-tale smoke at the end of the straight indicated some serious engine damage.

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Will Au-Yeung returned to Gridlife Midwest after a dominant 2018 event. With the likes of Tom O’Gorman, James Houghton and Sasha Anis on the property taking a repeat win was going to be hard work. By the end of the weekend Will had given it his all and placed second behind Tom O’Gorman in the Performance Awesome Evo.

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Jeremy Swenson ran a 1:32.493 but an engine issue limited Swensonâ&#x20AC;&#x2122;s running to two laps per session. But he still took the win.

Luke McGrew chased Swenson hard but fell just under 2/10ths shy of taking the class win.

Mike Puglisi gave it his all at a track he knows well but third in class was the best he could do for the weekend.

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Gridelife goes

with GridLife Tourin

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W2W

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New for 2019 is the Grid Life Touring Cup. A W2W series that really was a pet project for Gridlife’s Adam Jabaay. We took some thing the other week to talk to Adam and get some insight on how the series came about and his thoughts on how it is being recieved by the racers. He told us, “Chris Stewart and myself come from an HPDE background (hosting HPDE events since 2004) and we transitioned into W2W racing as a hobby before we started Gridlife. We were doing 24hrs of Lemons events, and I moved towards SCCA Club Racing in ITA and the STL classes. I served for a couple of years on the SCCA Super Touring rules committee, and in 2015 started working towards hosting Club Racing W2W at Gridlife. The initial thought was for three classes, but then the “ one

class is better” ideas started coming in. One single class was chosen because as a spectator, it’s much more interesting to know everyone is in the mix and whoever is leading really is the leader.” He explained how the car rules were developed, “We honed in on a certain level of car/ pace we wanted, and back engineered the rules to be more “open” to tuner mods/engine swap than traditional W2W racing with other organizations, and more in keeping with the Gridlife mindset. Our main goal is to provide a fun place to race with minimal contact, quality racing, and to showcase Club Racing to a new generation of enthusiasts, those who follow us at festivals and on-line. We wanted clean tight racing, and we’ve currently got it. We want good content for live stream and social media, and we’ve

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got it, so the current goal is to level the playing field in a couple small ways, and simply produce really fun races; amazing races, and build the sport long term, for everyone in this industry. And maybe get in a few races in myself.”

One of my questions was, “How do you think that GLTC is going to affect traditional Time Attack within Gridlife? I have seen staunch TA racers talking about moving to the W2W side next year?” Adam went on, “A couple years ago we saw “burnout” expressed from many heavily invested/ motivated TA drivers.... Another motivation for GLTC rules was open rules on engine swaps, etc, as long as things fit inside the power to weight ruling . Cheap power plus light cars should be the preferred option, and it’ll be my personal choice. For TA drivers who have effectively “burned too hot” for too many years, we’d love to have a cheaper, potentially more affordable place to play in the same ecosystem, without the constant development that higher levels of TA obviously demand, but with the potential of fun engineering exercises that

TA builders and drivers have come to love. For TA drivers who have never competed in W2W, we plan to have a competition school at nearly every GLTC event during the weekend, at no additional cost to the racer. We plan to include classroom, coaching, and evaluation in real time, something you do not get anywhere else. In fact during the Midwest event we had noted driving coach Anthony Magagnoli of Drive Faster Now on hand reviewing data and giving free advice in 15 minute sessions. For those looking for more he was available for paid advanced sessions. In the two race weekends we’ve had so far, ten drivers have graduated through our program that is led by a nationally recognized competition school organizer, Scott Giles, and have had zero incidents from those drivers when they finally hit the track for a Touring Cup race.” One thing Adam was adamant about was,

“Time Attack will always be at the heart of Gridlife, but there is nothing to stop our heart from growing.”

Another point I brought up was, “One of the reasons I like TA versus W2W is not having to thrash because some moron piled into you, bodywork/ chassis repairs can be a pain in the butt. Are you going to be harder on those involved in W2W incidents than the traditional W2W series?” This was another point Adam had very strong views on, “ Safety, good driving and no incidents is very much the main focus of every DAILY meeting with all drivers in GLTC I’ve had so far. Agreed bodywork sucks. We don’t want that. We want to show a new audience the BEST of W2W Club Racing that is possible. Zero contact is acceptable..... We’ll judge incidents of contact pretty harshly for both/

all parties involved , so don’t make me. Let’s bring these cars back in as good if shape as they are now” or some semblance of that! And I say it about seven times!! So far in all individual races we’ve had zero reports of anything except a tire smudge, and all have been live streamed to the world and we were pretty proud that it showed no real contact. Establishing a culture of the cleanest and happiest racing is at the root of my goal list with Gridlife GLTC, having been in a car-totalling/ pain inducing crash through no fault of my own in another race series a few years ago. I know the pain, financially and physically, and mentally, that a crash can induce. I want to use positive motivation and constant encouragement to build this series into the cleanest in the world. Issues will happen, undoubtedly, but logic and long term goals will steer the actions following them. Bodywork is never fun!” Jabaay finished off by saying “GLTC is the culmination of a long term dream of mine..... I RAMMED it into the Gridlife ecosystem, it took a while, and we’re all really excited about it. The two excellent events we have had this year proves we are on the right track.”

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Gridelife Midwest was Charlie Enssilin’s first wheel to wheel race. He has been competing in Time Attack for many years and, his car was not ready to hit the track and the racing bug was still biting strong. His answer was to go GLTC racing. “I wanted a Honda Fit” he said. “But it had to be a good one with a pedigree and there was none better than the one that brought Tom O’Gorman to national prominance.A few friends and I bought the car and left is as is other than adding our Hard Times logos. And it has been a blast! We have had a great time with the car and the GLTC is a great series for us and of course with the car in this spec there are many other places for us to race too.”

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Seen At Gridlife

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2019 MIDWEST

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2019 MIDWEST

Above: Do what you are told!

Above: Cody Loveland

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Below: Jackie Ding

Gridlife Crew - Great people!

Crowds strolling the pits

Above: Do what you are told! Below: FCP Euro

Above: Mitch Hemmen Below:

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#GRIDLIFE 2020 Schedule www.grid.life Motorsport News from MotorWerks Magazine

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Time Attack racing in Ontario has long been the domain of two series, the Ontario Time Attack series and Canadian Sport Compact Series. In 2018 a new series came on the scene, the Northern Speed Time Attack series. In 2019 its profile raised with more events and in 2020 it is going to expand further. Primarily focused on an Asian clientele the NSTA features fast road cars and supercars more than modified Time Attack cars. That changed in the second NSTA event of the year when James Houghton was invited to one of their events with his K-Tuned supported Acura Type R. You can read more about Houghton’s adventure in a separate article but the fans were intrigued to see the modified Type R especially when it ran a high 1.09 laptime which was only 2/10ths away from Houghton’s best ever at Toronto Motorsports Park. Good crowds attend the events and the series owners are looking forward to giving Time Attack racers another place to play in Southern Ontario. Duke Lui one of the owners expanded on that by saying, “We are not trying to put any series out of business, we have a goal of making the sport of Time Attack racing higher profile in the area and showing the World how good our Canadian racers are. Our aim is to introduce our racers to full out Time Attack with dedicated cars, maybe some will go that route in the future, it can only be good for the sport.”

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p p o t S No

! n o t h g u t n o e v E H d e g Spe

piAnt His First Northern

Photos and Words by Ian Rae Motorsport News from MotorWerks Magazine

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As you can see from the photos on this page names like McLaren, Porsche and Mercedes get track duty at NSTA events. They also run a HPDE event in parallel and those are the drivers that you see without helmets. The track rules allow it as the management believes that helmets can de a hindrance to those not used to wearing them. 2020 will see a concerted effort to encourage all those on track to wear a helmet.

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Seen At NSTA

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A Ghost in the Machine How many of you have had weird things go wrong with your car? How many have fixed it only for the component to fail again almost right away. By all accounts the MINI Cooper in-tank fuel pump is one of those devices that gets a devil in the machine as many Internet MINI owners report. Some have had to install multiple replacement before having one with no issues. Hopefully this article can help if you become one.

I had the pump in our project car Cooper RSR stop working and after going through the usual debug of checking the fuse, and I found it to be blown. I replaced the fuse which did not blow again and it was on to checking the relay which worked ok. Checking for power at the pump showed it was receiving 12 volts and it was concluded that the pump had failed. No big deal you may say, and at this point I was advised change the fuel filter at the same time as installing the new pump. A factory pump here in Canada is expensive but Jan Brueggemann of Revolution Motor Works came to the rescue with his knowledge of OEM suppliers and 118 ÂŠ MotorWerks Magazine - The Ultimate Reading Experience!

a part number from the actual supplier made for a far more affordable purchase. So I pulled off the two inspection covers that are normally covered by the rear seat and with a bit of fiddling around I managed to replace both the pump and the filter. Turn the key and shazam our W11 fired up with just a little extra turning over as it primed the system. In a normal case like this the job was done and dusted, but not in this case. Imagine my surprise when trying to fire it up a few days later and the car would not start. I now knew for sure that the pump was not supplying any fuel as I had previously removed the Schreader valve from the end of the fuel rail and replaced it with a Racepak pressure transducer to monitor the fuel pressure in our Racepak G2X Pro datalogger. In the meantime I had learned that the MINI DME was programmed to run the pump to pressurize the system and then stop until the starter is pressing and fuel is required to run the engine.

So we had no fuel pressure but we did confirm the pump was seeing power at its connectors. What had gone wrong? There was nothing else for it but to pull the new pump out and check it out. Once out the pump wiring was check and seemed to be okay, no shorts or crazy resistance numbers. So what could the problem be? The only thing for it was to delve further into the problem. That meant pulling the unit apart so I

could see the pump motor itself. Everything looked ok so I decided to hook power to it and see what it did. You can see a small section of the rotor inside the motor and when power was applied it did not rotate. A little pry by a screwdriver and the pump rotated up to speed. What the heck was that all about? I had cleaned out the tank when I replaced the pump and filter so was it a piece of dirt? Now I had it running I did not want to run the pump without fuel as it is not good for them, so I half-filled a bucket with clean fuel and ran the pump for half an hour. Then I let it sit for another half an hour before repeating the process. My thoughts were to run the pump and hope that a runningin process would stop the rotor sticking problem from repeating itself. And so far it has not. Now is this the same problem other people have when replacing faulty fuel pumps, I can’t tell you for sure, but we cured the problem on Cooper RSR and if that can help anyone, I am glad we were able to help.

Got Aero? Those of you familiar with Time Attack will know that aerodynamics seems to be more important in this genre of motorsport than many others? You have all seen the be-winged monsters at the World Time Attack, Cole Powelson’s impressive GTR and James Houghton’s Acura Type R that seems to grow a larger wing or spoiler every time it comes out. So what about Cooper RSR? Does it need aero? Many will say no as it will only cause drag and slow the car down but one thing I have learnt from being the data guy on the Northern Speed Acura is that while top speed may drop the lateral g-forces will rise and that can do more for a lap time reduction than being faster down the

straight. I bump into Mike Lewin of Professional Awesome all the time at the racetrack, we talk a lot on Facebook and Mike has agreed to work with us on developing the aero on CooperRSR.

So how do we go about this? I sent Mike some photos showing the view from above. You pretty well can see all the space available for a diffuser as I cut the trunk (or boot) floor out, see in photo below. The black sheet you see below is Coroplast, that plastic sheet you can get from art stores and the like. I got mine from a Rona store that is owned by Lowes here in Canada. I chose Coroplast because I wanted to make a template first before making the finished article. You can see in the photo above that the rear suspension of the MINI will come together with the diffuser as it arcs thru it’s movement.

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The huge benefit to using Coroplast for the template is that you can cut or add material at will. Talking to Mike there was two ways we could do this, one was to have a flat roof on the diffuser, the second was to curve it up. We chose the first way as the diffuser was going to be reasonably short at only 40”. Once the template is fitted and we see how everything interacts we will re-evaluate things. I wanted to make the finished diffuser as smooth as possible and easy to change the strakes out if neccesary. To that end the strakes are designed that raised sections slot through slots cut in the Coroplast. Now this is going to be a bit harder to do in aluminum or composite but I like the clean finish it leaves in the diffuser tunnels.

glue. When the template is mounted in the car and everthing is finalized with the diffuser we will create the actual mounts that will support it, trying to make it as easy an install as possible.

‘Next issue we fit the diffuser and cut and fit the bumper. Then is is time to look at the front of the car’

You can see the four inner strakes above. You notice the slope at the rear end of the strake, this is to help load the car into the trailer. Strakes that run straight down at the rear could hit the ground as the car drives up the trailer ramp and you don’t want to remove your diffuser every time the car is loaded, do you? They will be installed in the roof of the diffuser so that the rear curves outward (see photo, bottom right) This was something Mike agreed would help if I could do it. In the top right photo you can see the strakes are held in place with short sections of quarter round ans Gorilla 120 © MotorWerks Magazine - The Ultimate Reading Experience!

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Keep up with all sorts of motorsport by joining one of our Fan Groups. Both Fans and Racers alike frequent these groups and they are rapidly becoming a great resource if you are building a car

or needing some advice. Tell your friends about it and invite them to join us.

Time Attack Fans www.facebook.com/groups/TimeAttackFans/

Competition MINI Fans www.facebook.com/groups/CompMINIFans/

Competition BMW Fans www.facebook.com/groups/CompBMWFans/

Autocross Fans www.facebook.com/groups/AutocrossFans/

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Scottish Hillclimb/Sprint Fans www.facebook.com/groups/ScottishHillclimbFans

Canadian Touring Car Fans www.facebook.com/groups/CTCC.Fans/

Michelin Pilot Challenge Fans www.facebook.com/groups/CTSCFans/

TVS 900 MINI Owners www.facebook.com/groups/TVS900.MINI.Owners/

Ingliston Circuit Fans www.facebook.com/groups/InglistonFans/

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FEATUREDPhotograph Amanda Dienhart

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her

EXIF Body: Canon EOS 5D MkIV Lens: Canon 70-200mm F2.8

Exposure: 1/800th sec Aperture: F2.8

Focal Length: 200mm

ISO: 500 Motorsport News from MotorWerks Magazine

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Amanda Dienhart is a commercial photographer based in Los Angeles, California with clients in television, theme parks, fashion and beauty. She specializes in beauty campaigns, her Time Attack photography is a hobby which is apt considering her husband is Global Time Attack and Super Lap Battle USA principal Jason Dienhart. SLB and GTA appreciate her unique perspective and how she captures the blood, sweat, tears, and jeers that take place off the track. Web: http://snaps.pro IG: https://www.instagram. com/snapsstudio/

I chose Amanda’s photos from the Super Lap Battle because they were so different from what we normally feature. She picked moments in time to record the event. Her great eye for composition made for great photos most people would not even see as being worth taking. Ian Rae, Editor Photo at the right, James Houghton’s Acura Type R. The team are hard at work and the hood sits on its own out of the way. A great use of depth of field to focus on the hood. EXIF Body: Canon EOS 5D MkIII Lens: Canon 14mm F2.8 Focal Length: 190mm Exposure: 1/320th sec Apature: F2.8 ISO: 2500

As you hang out with Time Attack racers the one thing you will find is that it tends to be one great big family. The photos above are great examples of Amanda capturing this, a couple taking time out for a little cuddle or Tony Szirka have a laugh with some racers.

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EXIF Body: Canon EOS 5D MkIII Lens: Canon 14mm F2.8 Focal Length: 14mm

Exposure: 1/200th sec Aperture: F7.1 ISO: 250

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This is a great use of space! The eye is totally drawn to the car even with the huge amount of space surrounding it. An image like this could be used for many things especially marketing purposes.

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COMING NEXT ISSUE A Fireball of a Mini CSCS Max Attack and Much, Much More!

MotorWerks Magazine - Volume 9 Issue 1

Articles inside

Gridlife Goes W2W

FEATUREDPhotographer Amanda Dienhart

A Eurocentric Focus

Back to the Beach!

QARTOUMY WINS AT COTA

European Evolution