TrackDriver Magazine 19 by TrackDriver Magazine

where every track driver turns

issue 19

£4.75

LaFerrari

On the rampage around Fiorano

n No bull – Mark Webber talks endurance racing n Learning how to brake really

hard n Car setup fundamentals – the importance of tyres

first words

Of rules and rule-makers

f we didn’t already know it, recent events have highlighted the essential role of a free press which is to keep politicians honest and regulators in check. It’s not exactly Westminster, obviously, but in the tiny world which is motorsport, we as a magazine have been free to cross swords with the MSA, the governing body, on more than one occasion, and it’s good to note that of late there are those within the authority who are willing to listen. It would be foolish for anyone to suggest that we don’t need regulations; well thought out and firmly but fairly applied, they both shape and maintain firm but fair competition. On the other hand, where rules and regulations are confusing and genuinely difficult to comply with, they serve nobody and compromise the sport. I’m happy to say I’ve done more motor racing than I expected this year and that has ensured that I’ve encountered a recent piece of MSA rulemaking; namely the revised definition of track limits. Now, there is absolutely no doubt that opening up the corner by using more of the area which is not strictly part of the track is quicker, but by how much rather depends. Circuit owners and operators have spent lots of effort and money trying to maintain the definition by devising ever fiercer deterrents – the Vallelunga saw-tooth kerb in its various dimensions, for example, and more recently the FIA sausage that the Formula One cars treat with disdain, but which can flip over an errant Caterham. Meanwhile, engineers of modern cars have spent similar amounts of time and sponsors’ money making their cars deterrent-proof. The ability of modern cars to ignore those definitions has certainly brought more of an official focus to the regulation, but as far as I was concerned, it was already absolutely clear; as long as some part of the car remained in contact with the track, then you were not liable to a penalty. The track is simply defined by a white painted line and anyone who has driven at Spa (or most of the European tracks) will picture the image of a Renault Clio in three positions relative to it; ‘OK’, ‘OK’ and ‘NOT OK’… You could in theory have half of one front tyre on the white line while the other three and a half were occupied with a glorious drift. The crucial point, though, was that it effectively gave you the width of the car to make a slight error, which being human, we will all be likely to do. This year though, the MSA has tightened the regulation with all the zeal of a backbencher out to make a reputation. As it is on the public road, the white line cannot now be breached. If a wheel strays over it, you will be automatically liable for a penalty.

Portrait: Oliver Brown. Background image: Jakob Ebrey

The problem is the same as that which applies to speed cameras. It makes no allowance for someone genuinely attempting to comply but who makes a very slight miscalculation. Much more significant, however, is that the FIA – the world governing body – apparently does not agree. There was a ludicrous episode in a recent driver’s briefing where the Clerk of the Course was obliged to tell us that the FIA championship races would be run to the ‘old’ set of rules, whereas those under MSA jurisdiction would run to the new ones. Fortunately he and most of his colleagues appear thus far to have taken a sensible view, which is that a driver will only be penalised if he or she is clearly doing it deliberately. That, though, don’t make it right… Worse still, that sensible view will not be available when someone makes a protest. When I complained about the manner in which the MSA applied the rules for medicals, and in particular the exercise ECG which those of us who have reached a certain age have to undergo, I was told that the MSA had no choice. It was the FIA’s insistence. So, either the FIA didn’t insist in this case, or the MSA was previously being economical with the information. It has also been suggested that the new ruling is the result of some tough lobbying by a circuit operator, but that don’t make it right either. If the MSA would care to get in touch and explain, we’ll be happy to give it the space. On more uplifting matters, we have a packed issue to follow the summer break. The second part of Nigel Rees’ fascinating discourse on car evolution and how the driver must cope begins on page 22, and ace driver coach Andrew Bentley’s second epistle on the art of braking – or to quote that great American engineer and driver Carroll Smith, “the last thing a driver learns to do really well,” is essential reading on page 56. There’s a cosy chat with Mark Webber about life after Formula One, and a bit from me on the latest and, according to its makers, greatest ever Ferrari road car. It’s about the drive, not the hype. Plus, of course, the regulars such as wisdom from Dave Walker. Our very own Stacy Vickers spent a day with his Old Rotary at Walker’s World and if Stacy can recover from the depressing reality it revealed and apply finger to keyboard, we’ll bring you the account. Finally, and since I have been cranking on a bit in this editorial, if you have a view on something, then do please get in touch. I have always been keen that a magazine that has intimate contact with its readers should be a forum for intelligent discussion. Over to you... • Mark Hales: Editor

REGULARS 03 first words

r Hales takes issue over new rules M that define track limits

EDITORIAL T: 01507 357140

E: editor@trackdriver.com

TrackDriver 96 Chesterfield Road Matlock Derbyshire DE4 3FS

06 NOTICEBOARD

TrackDriver tests the trackdays, McLaren launches new track cars, and Jaguar revives an old one

21 Clipping point

Stacy’s on the hunt to help a friend get into racing cheaply

ADVERTISING T: 01629 581250 E: ads@trackdriver.com SUBSCRIPTIONS E: subs@trackdriver.com

and

23 RAMBLINGS

The trawl through Dron’s racing career continues, in a Sunbeam

66 walker’s wisdom

Gazing into the future, Mr Walker sees drive-by-wire taking off in club racing

are registered Trademarks. All rights in the licensed material belong to TrackDriver and may not be reproduced, whether in whole or in part, without their prior written consent.

74 Team Cars

A revamped Alfa, a cooler Mazda, and a misbehaving MG

The Editors of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised herein.

84 gEAR GUIDE Editor Mark Hales Editorial design Ryan Baptiste Sub editor Brett Fraser Technical contributors Ray Collier, Dave Walker Track test contributor Jim Cameron Contributing Racer John Mawdsley Digital editors/app design Martin and Oliver Dickens Business Development manager Carl Owen Advertising sales manager Sandra Owen Marketing manager Tony Murray Contributing writers Andrew Bentley, Simon Carrier, Peter Dron, Linda Keen, Nigel Rees

Regular contributing photographers Owen Brown, Jakob Ebrey, Jeff Bloxham, John Colley, David Stallard www.davidstallardphotography.com, Andy Morgan, Paul Harmer, Ralph Lunt, Jenny South, Keith Lowes, John Laycock, Andy Glenister, www.frozenspeed.com

Contributing photography/illustration Stacy Vickers, Carl Owen, Tony Murray, Ray Collier

he latest kit and gadgets that have T caught TrackDriver’s collective eye

94 TrackDay Diary

Have track car, will travel – let our diaries point out where to go

CONTENtS issue no 19 2014

FEATURES 24 car setup: tyres

Before you start even a rudimentary setup, you must understand tyres

34 La ferrari

Behind the wheel and behind the tech of Ferrari’s new superhybrid

46 REVERSE ENGINEERING Scan an old part, make a new one: it’s a bit more complex than that…

52 MARK WEBBER INTERVIEW How do F1 and sports cars compare? Here’s a bloke who knows

58 coaching corner

We’ve said before and will say it again – braking makes you quicker, if you do it properly

68 GINETTA MEDIA DAY

We’re introduced to the Ginetta G40 Club, a road-legal race car

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TrackDriver on Track

In the first of a new series, Carl Owen begins an exploration of the UK’s trackdays and test days

elcome to our new section where we share our on-track experiences at trackdays and test days. We’ll be looking at who was there, how the event was organised, and what the track and its facilities were like. For those of you who aren’t familiar with the format of a ‘test day’ (rather than a straight trackday), it’s open to drivers with a race licence; your car must be a race car and conform to MSA safety rules (roll-cage, fire extinguisher etc). You must also wear your fireproof race suit, helmet, gloves and shoes. The benefits are that there are no rules about overtaking – just etiquette – no driver’s briefing usually, lap timers are allowed, but passengers are not. And your car must pass a noise test.

Donington Park – 750 Motor Club

Our first outing this year was with the 750 Motor Club for its season-opening trackday at Donington Park. In typical British fashion it was a damp murky morning with outbreaks of rain and the roads approaching the circuit were super greasy – we even saw a car lock up approaching a roundabout, go straight over and end up in a ditch. Looked like it was going to be fun on the track… The organisation ran like clockwork: we signed on, applied signatures to the usual indemnity forms, etc, sat through a short drivers’ briefing that highlighted the safety features at the track, overtaking rules (only on the left, and by consent), and the flags used on the day, and then we were off to the track. We took the TrackDriver Audi TT to the 750MC event for a pre-season shakedown, and since this was under trackday rules I had also invited my brother-in-law to come along and have a go. Not exactly the conditions for your first time on track, but in for a penny… Donington is well known for being greasy after rain because of the thin film of jet fuel that gets deposited from airliners approaching the nearby airport, so it was a tentative few laps at the start. Even our Quattro TT

was a bit of a handful, especially when the turbo kicked in, but we managed to keep it on the black stuff (just). The day was well patronised with a full field split into three different sessions depending on your car type, which was a great help to keep the speed differentials in order, and the numbers down, for each session. Our group was mainly coupes and tin tops with everything from MR2s and Clios, to Porsches, etc. The other groups were BMW Compacts and Sports/Race Cars. The noise limit was 98dB drive-by, so our 86dB was well within it, even with our new Milltek race exhaust. I drove the first two sessions with Ian, my brother-in-law, as a passenger to help show him the lines in the wet as well as the ropes – things such as letting the faster cars past, and how to overtake safely etc. This is one of the benefits of a trackday; you can carry a passenger or even an instructor. Then came Ian’s turn and I rode shotgun: he did really well for his first go in a race car and in the wet – his lines were good and he drove very smoothly. As the session ended we pulled into the pit lane and there was definitely a smile ear to ear. Mission accomplished… If you haven’t driven before, Donington is one of the best tracks in the UK. It’s on the side of a hill so there is lots of height gained and lost – I particularly like the Craner Curves, a long, fast, downhill section with a ‘guts or glory’ lefthander in the middle. The facilities at Donington are good and include a great little café that makes a cracking English Breakfast as well as bacon sandwiches, etc. There are plenty of toilets dotted around the circuit but no real driver changing rooms. Some drivers had paid extra to use the pit garages, a sensible idea considering the weather. There is an automated on-site petrol station if you need fuel and don’t want to leave the campus. There’s also lots of room for parking and camper vans etc, plus the new Formula-e headquarters and a motor museum. The 750 Motor Club dates back to 1939 and is one of

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Both Donington and Bedford Autodrome events sported a great variety of cars on the days TrackDriver attended, from feisty Clios to snarling McLarens. It was wet at Donington (below, second from bottom) which made things interesting even in Carl’s four-wheel drive Audi TT. The weather was kinder at the Autodrome (all other pictures), and an open pit lane format worked well

the oldest and biggest motor clubs in the UK. It organises several race weekends across the UK for a huge range of cars at circuits such as Silverstone, Donington, Brands Hatch, Anglesey, Snetterton, Castle Combe, Rockingham, and Cadwell Park. For more information visit: www.750mc.co.uk.

Bedford Autodrome – Track & Tour Events

We enjoyed a sunnier experience at Bedford Autodrome with Track & Tour Events, better known for its international trips to the Nürburgring and other European tours. We arrived at the track and unloaded our car in the main car park before signing on at the office attached to the café and doing a quick roadside noise test (< 101dB or 87.5dB

“ Bedford Autodrome has a very laidback, friendly feeling, and makes an ideal track for a beginner on account of the large run-off areas: it was designed with trackdays in mind” drive-by). This was a general trackday with mainly road cars, most of which had driven to the track. Bedford Autodrome has a very laidback, friendly feeling, and makes an ideal track for a beginner on account of the large run-off areas. It’s also totally flat – it is a former air base – and the track, which can be set up in several different configurations, was designed with trackdays in mind. We were on the fantastic 3.8-mile GT Circuit, which is a lengthy and fast lap, especially down the back straight which is long enough to achieve some scary speeds. The main pit complex is separate from the primary car park and café area, so you need to take everything with you – any tools, food, drink etc. However, there is a coffee machine in the pit waiting room which also acts as a meeting place and shelter if the weather turns bad; there are also numerous pit garages that can be rented for the day. During the lunch break you can also wander back over to the café for food and drink. This day was operated as an open pit lane, which meant you could go on and off track as often as you liked, with no sessions. This worked out really well, as despite there being a good number of cars on the day, people were constantly coming on and off, which meant that it never felt overly busy. We were in the TrackDriver Audi TT again and really enjoyed this challenging track: there were an interesting selection of corners requiring a wide range of driving techniques, enough to keep us amused for the whole day. And we shared our day with a nice mix of cars, including Ariel Atoms, Lotus Elises, Caterhams, Porsches, Clios, BMWs, Mazda RX-8 and even a McLaren MP412C. For more information visit: www.ttevents.co.uk or www.bedfordautodrome.co.uk

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McLAREN UNLEASHES BRACE You can’t drive them on the road and only one of them as yet is eligible for any sort of race series, so are the McLaren P1 GTR and 650S Sprint the ultimate trackday weapons?

ou know how it is – you wait years for a trackonly McLaren and then two come along at once… The P1 GTR and 650S Sprint are both road car derivatives that you can’t drive on the road, and yet neither are they cars designed specifically to be raced, although the 650S Sprint is eligible for the British GT Cup and a series in the USA. But largely unfettered by the constraints of having to prepare these cars to meet race regulations, McLaren has been able to go a little crazy with their spec, and has thus created what could be considered the most extreme trackday specials that you’re unlikely ever to be able to afford. The P1 GTR is being touted as a homage of sorts to the McLaren F1 GTR that was launched almost 20 years ago and enjoyed a very successful career in GT racing around the world. But whereas the F1 GTR was created for competition, the P1 GTR has a more grandiose brief – “to be the best driver’s car in the world on the track.” And as such McLaren Special Operations appears to have thrown the entire technical department at the project, creating a car too excessive for existing motorsport regulations. In that respect the Macca is similar in concept to the Ferrari FXX from 2005; Ferrari got around its ineligibility to race by devising a special ownership programme whereby the factory prepared your FXX on an ongoing basis and shipped it around various European circuits for ‘owners only’ sessions. McLaren has borrowed from that formula and adapted it: the McLaren P1 GTR driver programme will not only run and maintain your car, as well as transporting it to bespoke events, owners will also be given specialist driver training

that includes access to McLaren’s F1 simulator, plus physical and mental fitness instruction. When you hear about the P1 GTR’s spec you realise that the driver programme is no mere gimmick, rather an essential safety feature. The P1 road car is hardly a slouch, but in the GTR the power from its hybrid combination of twin-turbo 3.8-litre V8 and lightweight electric motor has been boosted to 986bhp (1000PS). The power output alone is enough to make you concentrate pretty darned hard around the track, but what moves the GTR into a completely different league to the road car is the amount of time McLaren has spent upgrading its aerodynamics – this car has Formula One-style DRS, for heaven’s sake… (As well as an ERS-style push-to-pass system.) Compared with the road car the GTR’s front track is a substantial 80mm wider, and it features a far more aggressive front splitter. The cooling ducts that flow into the leading edge of the broader

front wheelarches are reprofiled: retained from the road car are the ‘active’ aerodynamic flaps in the undertray ahead of the front wheels. Just aft of the front wheels is a blade that ‘cleans’ the air coming off the front tyres, while another aero blade funnels extra air into the high temperature radiators at the rear, as well as improving the aerodynamic performance of the rear floor.

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OF TRACK SPECIALS

650S Sprint The external mirrors are relocated to a more efficient position part-way up the A-pillar, while the cooling channels at the trailing edge of the doors are lengthened to improve their appetite for air. But it’s the rear end of the P1 that has undergone the greatest transformation. In place of the road car’s retractable rear wing is a massive twin-element fixed wing, mounted atop substantial (and rather elegant) carbonfibre pillars that emerge from down near the tail-lights and then curve up above the rear bodywork. The wing features an hydraulically operated Drag Reduction System – or DRS as we’re now fond of calling such things – that boosts acceleration and increases downforce. Most of the back end of the GTR is exposed hardware, and dominating the view is a whopping great carbonfibre venturi, that along with the rest of the underbody airflow management system works in cahoots with the rear wing to increase downforce and grip at the back of the car. Completing the vision of menace at the tail end of the GTR is a pair of cannon-sized Inconel/titanium exhaust pipes that protrude like expensive weaponry and are said to sound awesome. The GTR boasts other race car touches, too. Pirelli slicks developed specially for it. Centre-lock lightweight motorsport alloy wheels. And an onboard air-jack system. Even if you never got to race one of these things, it would be easy to pretend that you could. The P1 GTR pictured here is chassis no.1 and McLaren refers to it as a ‘design concept’. Meanwhile development work continues on the production cars, with first customer deliveries expected a little shy of a year from now.

cLaren hasn’t gone to quite such extremes in the conversion of the 650S road car into the 650S Sprint track machine, yet the changes are extensive. There are refinements to the car’s active aerodynamics setup to create more downforce, which as well as being a good thing generally enable you to get more out of the slicks and wets that Pirelli has developed specially for the Sprint. The aero enhancements also have positive effects on the car’s braking performance. Lessons learned from McLaren’s existing GT3 programme have contributed to the Sprint’s larger front mounted cooling radiators, and the nose also features a GT3-inspired bonnet with radiator exit ducts, together with front wing louvres to assist with airflow. The Sprint sits lower than its road-bound sibling and has recalibrated dampers, revised spring rates, and reprogrammed parameters for its ProActive Chassis Control (PCC) system: the boffins have also recalibrated the transmission for quicker full-throttle shifts, and made enhancements to the Brake Steer setup. Further evidence of the depth of engineering effort that has gone into the Sprint include the fact it has a fuel ‘bag’ tank borrowed from the 650S GT3, complete with quick-fill connector; it has an FIA-approved roll-cage; the carbonfibre driver’s seat is HANS-approved and comes with a six-point harness; there’s an integrated fire extinguisher system; and there’s an on-board air-jack system. The options list includes a more hardcore aero package, race-spec passenger seat, and a polycarbonate windscreen. While McLaren confesses that at present there are very limited race opportunities for the 650S Sprint – British GT Cup and an American series – it can foresee the creation of McLaren one-make championships in the style of the Ferrari Challenge and the Porsche Carrera Cup. Prices for the 650S Sprint start from £198,000 plus local taxes and duties.

MICHELIN THROWS DOWN A CHALLENGE

We all like to drive quickly, but how about consistently? Michelin has teamed up with RMA Trackdays to create the Michelin Pilot Sport Challenge, where entrants set themselves a reference time around a circuit, then try to match that time precisely over the course of 10 laps undertaken within a 20-minute session. Each lap completed has a theoretical 100 points attached to it – making 1000 in total – but for every 0.1sec either faster or slower than your reference time, you’re docked one point. To be eligible to enter, your car has to be fitted with a tyre from the Michelin Pilot Sport range (2, 3, Cup, Cup+, Super Sport and new Pilot Sport Cup 2), although it is possible to pre-order a set prior to the event and have Michelin fit them for free. You also need to register your intention to take part at http://pilotsportexperience.michelin.co.uk/gb/eng, whereupon you’re able to download a free Michelin app that acts as a performance data recorder and also gives you access to circuit guides and email communication with a Michelin-appointed coach who’s able to give one-on-one help for tackling the track you’re at. The three winners from each event get to stand astride the podium and are also entered into a European league table – at the end of the season the outright winner (with the fewest points deducted) becomes a Michelin Ambassador for the year, granting privileged access to various high-profile motorsport events during 2015, including Le Mans. As well as through the Michelin website, you can find further details at www.rmatrackdays. com. The next event in the Michelin Pilot Sport Challenge is at Silverstone, September 17.

CARLIN ACADEMY OPENS AT PEMBREY Welsh circuit Pembrey is now the home of the Carlin Academy, which aims to bring youngsters on from kart racing through into single-seat race cars. The academy will embrace all aspects of what it entails to be a modern racing driver, including fitness, media training, classroom theory and, of course, plenty of lappery, too. The Carlin crew has enjoyed lots of success in various single-seater championships over the past few years, and seven former Carlin drivers have made it into F1.

TITBITS • TITBITS • TITBITS • TITBITS • TITBITS TITBITS •

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Three-times Le Mans victor and 2013 World Endurance Championship winner, Allan McNish, has picked up the 2014 British Racing Drivers’ Club Gold Star, awarded ‘in exceptional circumstances in recognition of a significant achievement in motorsport, in this instance winning the WEC’. McNish was presented the Gold Star by Derek Warwick, the last Brit to win the world sportscar title. Leicestershire-based Bilstein UK is offering a bespoke damper overhaul and upgrade service, with rebuilds starting from £85 + VAT per unit. Dampers can be rebuilt to modern standards, and you can specify your own custom damper settings for track work, for example. Get in touch with the Bilstein crew via 0116 289 8345. While Nissan wasn’t up for mounting a challenge to the Audis, Toyotas and Porsches at this year’s Le Mans 24 Hours, its dart-like ZEOD (Zero Emissions On Demand) RC did post the highest ever electric only speed yet seen at Le Mans – 300km/h, or 186mph. The speed was set by Satoshi Motoyama on the Mulsanne Straight during qualifying. Veteran American drag racer, Don Garlits, will be inducted into the British Drag Racing Hall of Fame at a gala evening this November, as part of the sport’s 50th anniversary of the British International Drag Festival. Porsche South Africa has saved the Kyalami circuit from being bulldozed to create housing development. The track was sold at auction and Porsche SA’s winning bid was $19.5m (£11.5m approx.). At the time of writing Porsche had yet to announce what it would do with its new chunk of real estate, but rumours abound that it could be brought back up to FIA race standards, as well as serving as home for another of Porsche’s regional Driving Experience Centres. A 1962 Ferrari 250 GTO recently became the most expensive car to be sold at auction when the hammer thudded down at $38,115,000 (£23m approx.) during the Bonham auction at Monterey. It originally belonged to Jo Schlesser, but since 1965 was owned by Fabrizio Violati.

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DUNLOP GOES CRYSTAL BALL GAZING

As part of its celebrations of 125 years of the pneumatic tyre – invented by vet, John Boyd Dunlop – Dunlop Motorsport is encouraging us all to think about what the racing scene might be like 125 years from now. The tyre maker has already published a report as part of the Dunlop Future Race Car Challenge, in which experts speculate (amongst many other things) that the tyre of the future could feature ‘intelligent’ tread design, shapechanging materials such as polymer gels that alter shape and size to suit the track, race and even weather conditions, and an ability to communicate with the driver and engineers. Details of these musings, together with other aspects of motorsport in the future, can be uncovered by visiting www.dunlopfutureracecarchallenge.com, where you’ll be redirected to a Facebook page upon which you can record your own thoughts on the matter.

Caterham’s been selling cars in the States since the start of the year and has been encouraged enough by the results to introduce two new models. The Seven 480 and Seven 360 are both powered by a 2.0-litre Ford Duratec engine, the former producing 237bhp, the latter 180bhp

BBR POWER HIKE FOR 2.0-LITRE MX-5

Brackley-based BBR GTi has released a number of upgrade kits for the Mazda MX-5 over the last few years: the latest is a 201bhp conversion for 2.0-litre cars produced since 2005. And while older readers might associate BBR with turbocharged tuning, this kit is naturally aspirated. Called the ‘Super 200’ upgrade, it’s a neat blend of old school and modern tuning methods. Of course there’s the obligatory high-flow air filter, but there are also high performance cams for both the inlet and exhaust sides of the engine, plus a fourinto-one exhaust manifold and larger diameter rear pipe. Tying the package together is a re-mapped ECU, with the final result being that the Mazda motor now produces 201bhp at a screaming 7450rpm (43bhp more than standard), and 166lb ft of torque at 4000rpm. Get the Super 200 kit fitted at BBR HQ (which can be done while you wait) and it will cost you £2195, but if you’re up for some DIY the price falls to £1695. BBR also has uprated suspension and brakes packages for the MX-5: with low secondhand prices these days for some of the earlier cars, you could avail yourself of a very handy trackday machine for comparatively little money.

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LE MANS 24 HOURS 2014

WINNING TEAMS CHOOSE DUNLOP TYRES The Le Mans 24 Hours race provides some of racing’s most challenging conditions. In 2014 Dunlop teams filled all three podium places in the only class in which tyre brands compete head to head*.

JOTA SPORT #38 TYRES: DUNLOP

2014 LE MANS 24 HOURS (LMP2 CLASS) 1: JOTA SPORT - ZYTEK NISSAN (#38 DOLAN / TINCKNELL / TURVEY) 2: THIRIET BY TDS RACING - LIGIER NISSAN (#46 THIRIET / BADEY / GOMMENDY) 3: SIGNATECH ALPINE - ALPINE NISSAN (#36 CHATIN / PANCIATICI / WEBB)

THIRIET BY TDS RACING #46 TYRES: DUNLOP

SIGNATECH ALPINE #36 TYRES: DUNLOP

www.dunlop.eu Follow us...

/Dunlop

@DunlopMSport

* THE FIA WORLD ENDURANCE CHAMPIONSHIP LMP2 PROTOTYPE CATEGORY, INCORPORATING THE FIA ENDURANCE TROPHIES FOR DRIVERS AND TEAMS.

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TRACK-INSPIRED BENTLEY SPECIAL

Claimed to be the company’s fastest accelerating road car to date – 0-60mph in 3.6sec – the limited edition Bentley Continental GT3-R takes its inspiration from the GT3 racer: but while there’s no limit on the number of race cars Bentley is prepared to produce, just 300 examples of the GT3-R will be made for worldwide consumption. And it’s no mere ‘cosmetics only’ special – Bentley has devoted considerable engineering hours to enhancing the Continental’s dynamic package. For starters the car is 100kg lighter than the GT V8 on which it’s based, in part thanks the removal of the rear seats, but also because of detail touches such as a titanium exhaust system that slices 7kg from the kerb weight. Under-bonnet electronic tweakery has lifted the peak power output of the Continental’s 4.0-litre twin-turbo V8 to 572bhp and pumped up the torque to 516lb ft. The computer programmers have been hard at work with the shift strategies of the eight-speed ZF automatic transmission, too, creating a more pronounced difference between the gearbox’s regular and Sport modes, while also having to accommodate the effects of a shorter final drive ratio. Carbon silicon carbide (CSiC) discs are standard and measure a whopping 420mm diameter on the front, 356mm on the back. There may now be sports seats in the front and no seats in the rear,

but the GT3-R retains all the interior opulence for which Bentleys are renowned. Externally there are a new front splitter and a rear wing in carbonfibre, an exclusive design of 21-in alloy wheel, and a handful of glossy black trim parts to complement the Glacier White bodywork, the only colour the car is available in. Bentley is being peculiarly tight-lipped about how many GT3-Rs from the 300-strong global production run are being allocated for the UK market, but with 99 of them earmarked for the US, it won’t be many…

Hatch on the back burner… Back at the Geneva motor show in March, Vauxhall debuted the Astra VXR Extreme. It was based on the Astra Cup racer, had Brembos and Recaros and a rollcage, was 100kg lighter than a VXR road car and had 300bhp. Looked kinda mad, too. It’s not been heard of since, and may not ever be again. It would be an expensive machine to actually make and sales would be unlikely to cover the investment. Despite the halo effect it could create for VXR brand and Astra models in general, Vauxhall’s money men seem unimpressed.

TBWA\PARIS

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ALEXANDRE SCHONT Coach and MICHELIN expert ADAM FIRTH MICHELIN Pilot Sport Challenge in Spa-Francorchamps, 951 points and a reference time of 03:26:70

PORSCHE 911 GT2 462 HP at 6,250 rpm

MICHELIN Pilot Sport Cup 2 Over 50% more laps and faster* due to technologies from endurance racing

PERFORMING BEYOND YOUR LIMITS IS THE ONLY VICTORY THAT COUNTS. Adam Firth, 41, set a personal best in his Porsche GT2 at the MICHELIN Pilot Sport Challenge in Spa-Francorchamps.

FOR MORE INFORMATION ON THE MICHELIN PILOT SPORT CHALLENGE GO TO : PILOTSPORTEXPERIENCE.MICHELIN.CO.UK

they’ve got the advantage of having their own MICHELIN coach to provide technical support. Secondly, their cars are fitted with MICHELIN Pilot Sport tyres such as the MICHELIN Pilot Sport Cup 2 – which can help achieve up to 50% more laps of the track, ecoming a better driver isn’t about what you can achieve in just one lap faster and with greater consistency*. That’s of the race track – it’s about being able to because MICHELIN Total Performance delivers replicate the performance over several laps. more all round performance in one tyre. Michelin understands this very well – and that’s why they’re offering drivers all the benefits of their expertise, lap after lap. Thanks to Michelin, competitors in the MICHELIN Pilot Sport Challenge have two MICHELIN Pilot Sport Cup 2 - approved for formidable weapons to call upon. Firstly, the road, designed for the race track.

*Compared to its predecessor, Michelin Pilot Sport Cup+. Internal tests 2013.

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THE LIGHTWEIGHT LIVES!

ULTIMATE TOW CAR? If it’s time for a tow vehicle upgrade, here’s one to consider – the new Range Rover Sport SVR, complete with supercharged 5.0-litre V8 motor knocking out 542bhp, 502lb ft of torque: the SVR is claimed to lap the Nürburgring in 8min 14sec. Developed by Land Rover’s Special Vehicle Operations division, the SVR tops out at 162mph and nips from standstill to 60mph in 4.5sec (minus the trailer, of course). Customers can place orders from October this year, provided they have access to the £93,450 that it costs, plus a little extra for the tow-bar…

Meet the brand new Jaguar E-type Lightweight, hand-built by Jaguar craftsmen at the company’s traditional home of Brown’s Lane. It’s a recreation and it’s also very much a continuation model – just six will be produced, each bearing a chassis number allocated in 1963 for an intended batch of 18 ‘Special GT E-types’, of which only 12 were made at the time. The Lightweight is the first recreation from Jaguar Heritage, a division of Jaguar Land Rover Special Operations. The car is based on the original chassis no.12, which means it benefits from strengthening in key areas of the shell, necessary after the on-track experiences of some of the earlier cars. And in the spirit of a continuation model, the new Lightweight is built to meet FIA homologation regulations for Historics motorsport. An utterly glorious looking machine, the ‘modern’ lightweight is an exact replica of the original, even if some of the design processed used in recreating it employed the services of microchips. Construction methods, though, were all traditional. Did someone just ask about cost? Then clearly you can’t afford one…

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The Choice of Champions Seats | Harnesses | Tow Loops | Window Nets | Brakelines

Tel: +44 (0)1424 854499 email: sales@corbeau-seats.com www.corbeau-seats.com 100% British Manufactured

17 Wainwright Close, Churchfields Ind Est, St. Leonards-on-Sea, East Sussex, TN38 9PP

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HATCH WAR GETS HEATED Supercars may be veering off down the hybrid path, but hot hatchbacks continue to steer a more traditional line that includes front-wheel drive and plenty of power. And these days, with turbocharged assistance those power outputs are hovering near and beyond the 300bhp mark. Power’s not everything, of course, and Renault has recently combined the Renaultsport Mégane Trophy R’s 271bhp with a fine handling chassis to produce a Nürburgring lap of 7:54.36 – a new record for a front-wheel drive ‘production’ car. The 275 Trophy R was a stripped-out special developed for the job, shorn of 100kg compared with a standard Renaultsport Mégane (no rear seats, lightweight battery, carbonfibre seats), and benefiting from a limited-slip differential, Ohlins adjustable dampers and Michelin Pilot Sport Cup 2 trackday tyres. A limited edition Renaultsport Mégane Trophy with much of that spec is on the way this autumn. The previous record holder, the Seat Leon Cupra 280, which set a time of 7:58.40 – the first sub-eight minute time for a front-drive production car – was perhaps a little bit more like a standard production car than the Mégane, although it, too, was running Pilot Sport Cup 2 rubber, as part of an optional ‘Performance Pack’ that also includes a Brembo brake setup. Seat’s not planning a rematch, but as a spokesman suggests, “never say never…” All the same, a pause in hostilities seems a sensible move with the spectre of Honda gearing up for its own attempt on the ’Ring record. Its new Civic Type R is putting in the development hours at the German track, has slightly more power than either the Leon or Mégane from its turbocharged 2.0-litre VTEC engine, and enjoys driver input from BTCC champions and World Touring Car wheelmen. Soichiro Honda, the company’s late founder, always understood the marketing significance of such ‘statement’ events, (he knew Honda motorbikes would have to win the Isle of Man TT to gain acceptance in Europe: they did, and they did…), and that spirit lives on – Honda will really be gunning to wrest the record away from Renault. For anyone who fancies running a hot hatch as their future trackday weapon, all this intense rivalry can only be a good thing.

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• Track Days • Tuition • Testing • Sprints • Club Weekends

For TRACKDAY dates see CALENDAR page at www.blytonpark.co.uk Contact Email: richard@blytonpark.co.uk Tel: 01427 628 922 Mobile: 07967 442 352 19

clipping STACYpoint SAYS

Cheap racing – can it really be done?

was recently asked by a racing helper, keen to get into motorsport in his own right, which series he should consider. Let’s call him Toby, because that’s his name. Like many twentysomethings, young Toby has a limited budget, limited facilities and unlimited enthusiasm. So where should he go? The budget series were the obvious choices, so I talked through them. The Production BMW series is probably now rueing its decision not to migrate to the Compact Cup cars when it had the chance, leaving itself saddled with the climbing parts prices of the elderly E30 BMW. The 2CVs would be cheap, but you’d probably be better off going a little further along that particular rung of the ladder and signing up for lawn mower racing. Then there’s the Hyundai S Coupe Cup cars, but you would be advised to S’coupe those up and throw them away. The clear and obvious winner in the budget saloon car stakes is the BMW Compact Cup series, which delivers you more bang for buck than anything else I could think of. For a few hundred quid there’s a donor car on the internet, a standard kit that you can install yourself, and you’re left with a car on the trailer that looks far more of a car than it actually costs. Drive well and you can take that tired old 120,000-miler to the front, too. Open and shut case then? Not quite. Part of Toby’s issue is that despite his qualification in motorsport and engineering, he doesn’t yet earn the six-figure sum that would allow him to buy a house in the UK at the moment. Consequently his garage facilities are limited, and while his great friend, yours truly, would happily donate the use of the Technology Centre occasionally, the garage is rather full of my own pastime. Nor does he have a tow car, a trailer, or somewhere to store a trailer. The issue is that the cost of entry for racing nowadays is probably higher than most of us give credit for. Aside the safety equipment, the suits, the helmets, roll-cages, extinguishers and the rest, is the support equipment – the tow car, the trailer, the insurance, the burgeoning toolboxes. That’s quite a hit to take before you’ve even entered a race, and when you’re trying to work out how to get on the housing ladder without a 12x multiple mortgage, what you need to own to simply roll a car out, is a house deposit in itself. In increasing desperation I talked about the CSCC Future Classics and the MSV Trackday Trophy crews, who offer longer races for two drivers, thus allowing people to halve the cost of racing; or more if your partner

Portrait: Oliver Brown. Background image: Jakob Ebrey

in crime has the necessary trailer and tow car. I also talked about the option of car rental and it is possible to find drives in respectable cars for a few hundred quid. To Toby, though, that’s dead money. He wants to touch his car, feel it, spanner it. He’s not an ‘arrive ‘n’ drive’ sort of guy. “I have the solution,” I exclaimed, “Toyo Tires Road Saloons is the one you want. Road tyres, rules that require you to drive to – and hopefully from – the circuit, so budget entry and clever engineering the order of the day. No need to have a trailer, a tow car or the rest either.” There was only one problem, the Road Saloons series once boasted capacity grids, but it died more than 10 years ago and never recovered. The trouble is, I can’t think of a good reason why it did, or indeed a good reason why no-one has brought it back. Can you? • STACY VICKERS

2014 Calendar The CSCC Gold Arts Magnificent Sevens Series for all Lotus Seven type cars is a great success story. CSCC are splitting the field into two separate races: Group 1 for Sevens up to 185bhp and Group 2 for those Sevens above 185bhp + bike engined cars, with a total of 8 classes. Close, competitive racing with strict driving standards. Gold Arts Magnificent Sevens is a series of individual races making it easy for competitors to enter single races around other championship commitments.

April 13th Snetterton (300)

May 10th Silverstone

June 1st Brands Hatch

June 27th-29th Spa Francorchamps

July 12th Castle Combe

August 2nd Anglesey (Coastal)

August 31st Donington Park

September 20th Oulton Park

October 19th Snetterton (200)

UK rounds priced from just £295 for 30 minutes qualifying and 40 minutes of racing with a pit stop, for one or two drivers.

www.classicsportscarclub.co.uk info@classicsportscarclub.co.uk 0844 8843260 Classic Sports Car Club

ramblings STACY SAYS

Deceptive signs of improvement

aving finished sixth from fourth on the grid in my first circuit race – when I should have been second – I took part in three or four other such Shellsport events at Brands Hatch over the next few years. I never finished higher than fourth but never lower than sixth. In one event, I found myself second after qualifying. This was another invitation race for journalists and, once again, that man Terry Grimwood, who had banged panels with me in that earliest encounter, was on pole. John Webb, the circuit manager, had forgiven him for the damage he had done in spinning across his hallowed Clearways grass. By now, Brands and Shellsport had auctioned off its Escort Mexico fleet. The replacement, the Talbot Sunbeam ti, a boxy, warmed-over Avenger, was a model that passed from gestation to death throes in almost record time. Talbot was now PSA’s problem, the French corporation having acquired the tattered remains of the Rootes Group that Chrysler had failed to revivify. I think the Sunbeam was already out of production. It handled little better than the Escort (the faster road-going Lotus version was seriously hairy-scary), but the crucial thing, as always in these one-make races, was that everyone was driving the same junk, theoretically, at least… I discovered after one Shellsport race that Mark Thatcher had been allowed to choose his car, in consultation with Shellsport’s helpful chief mechanic, and had also been supplied with a nicely buffed set of tyres, which made a crucial difference to exit speeds from the bends. He won easily. Well, some are more equal than others. I was encouraged that I was within a few tenths of Terry’s time after qualifying. I said to myself, as one does, “I’m going to get him.” At the start of the warm-up lap, I did a practice start. I immediately realised that I had given it too many revs, spinning up the rear wheels more than was ideal. Whether the subsequent embarrassment occurred because that trial effort was in the pitlane and the surface on the actual track was grippier is unclear. My idea to use fewer revs was almost certainly sound but I went too far in the opposite direction. Far too far… I almost stalled and found myself absolutely last, of about 20, into Paddock. Fortunately I had had a chat with James Weaver before the

race. It is always useful to seek advice from someone who knows how to do something when you do not. I had met him when we drove to Monaco together in the origami Lagonda owned by his enthusiastic sponsor, insurance broker Tim Clowes. On that occasion, James had been due to compete in the Formula Three race in the Principality, which he might have won, despite the shoestring budget of team owner Eddie Jordan (whatever happened to him?). In those days, a good performance in that event was often a stepping-stone to a grand prix drive. Disastrously, James arrived too late to sign on, and the officials refused to accommodate him. This probably scuppered his chances of a Formula One career, though he was highly successful in sports cars. James knew Brands thoroughly and he gave me one particularly useful tip: “A lot of inexperienced drivers go wide into Kidney to get the ideal line through Clearways and onto the Top Straight. When you are following, keep straight ahead and go for the apex of Clearways and brake hard. “It doesn’t matter that this is a slower way around there, because matey will then be on your left, on the wrong side of the camber. If he tries to stay on the power he’ll just fly off onto the grass and probably into the barrier.” He was quite right and that worked really well. With the red mist, I also passed people nearly everywhere else. With two laps to go, I was up to fourth and gaining on Autocar’s Formula 1 correspondent Peter Windsor, who later played a starring role in the hilarious comedy series US F1, but alas time ran out, so I missed the podium. Not that there was one… Nevertheless, I felt that I had made a big step forward. All I needed was for some saloon racing team to offer me a drive. But those things do not just happen: you have to hustle for the opportunities. I had the advantage of working on a motoring magazine; perhaps I just lacked the ambition. To succeed in motorsport you must make everything else subsidiary to it. Your day job, your private life, all your free time, everything must be devoted to getting the drive and then succeeding on track. It takes enormous energy to get all that together. I had at least cracked the first rule of motor racing: do it at someone else’s expense • PETER DRON

car setup

THE BASIC PRINCIPLES OF RACE CAR DYNAMICS

TYRES AND THE RUDIMENTS OF HANDLING Car setup is something many people see as a black art. In the second of his series, dynamics guru Nigel Rees explains how this is categorically not the case... Jakob Ebrey Photography

car setup

he physics and engineering principles which govern race car handling and roadholding are individually simple and straightforward, thanks to Isaac Newton’s centuries old – but enduring – theories. While extremely complex as a whole, most aspects of race car behaviour can be predicted with reasonable accuracy using basic theoretical physics and engineering. There are, however, two areas where theory cannot yet provide totally accurate performance predictions: T yres – Immensely complex subject and despite the use of FEA (finite element analysis) and high-speed computing, we do not yet have a full theoretical understanding of tyre behaviour, relying heavily on rig testing and track testing for performance data. Recent experience in F1 clearly demonstrates that we don’t have all the answers. Turbulent Vortex Airflow. – Even the most advanced CFD (computational fluid dynamics) doesn’t handle turbulent vortices well – yet such flow conditions occur in several critical areas on racing cars. F1 teams spend thousands of hours in sophisticated 60th scale wind tunnels and running CFD on high-speed computers, yet pre-season testing often results in statements such as “on track performance did not correlate well with wind tunnel predictions.” So while vehicle dynamics is a science and definitely not a black art, the science related to tyres and some aspects of aerodynamics is not yet perfect.

Dancing on black sticky tiptoes

However powerful and sophisticated, every race car delivers its performance through four tiny, rotating tyre contact patches interacting with the road surface. Any explanation of race car behaviour must start with a basic understanding of tyre behaviour. The Laws of Friction state that F = μ x N, where F is the frictional force, μ (spelt out as mu and pronounced mew) is the Coefficient of Friction, while N is, in our case, the vertical load on the tyre contact patch, which includes a proportion of the car’s weight and a proportion of any aerodynamic downforce the car generates. Your physics teacher may have told you that μ cannot exceed 1. He or she would be surprised to learn that μ for your trackday tyres is near 1.2, current F1 tyres 1.6 to 1.7, and 1980s F1 qualifying tyres an astonishing 2.2. What this means is that a current F1 car can corner at 1.7g in very slow corners, where it generates little aerodynamic downforce, while in very fast corners where aerodynamic downforce can be more than twice the car’s weight, the car can corner at over 4.5g. Your humble trackday car can corner at more than 1.2g. If tyres precisely obeyed the laws of friction (F=μ x N), then we would get a linear increase in cornering force with vertical load – as shown by the white line in Figure 1 (opposite, top). However, tyres do not quite obey the friction laws, but lose efficiency slightly as vertical load increases. So while cornering force increases with vertical load, it falls slightly below the ‘perfect’ straight line, as shown by the yellow line in the Figure 1 graph.

car setup

Figure 1

(up to 30%) with positive camber. It is interesting to note that many cars in the 1920s and ’30s were designed with 4 to 5-degrees positive camber at the front wheels in an attempt to induce a stable understeer condition.

Slip Angles

In order to generate a cornering force, the tyre must run at a slip angle θ (theta) – as illustrated in the diagram below. Figure 3

Later, we will see that this loss of efficiency with increasing vertical load allows us to use anti-roll bars to adjust handling balance in the mid-corner phase.

The Effect of Camber: knock knee’d is good

Camber – the angle at which the tyre is tilted away from the vertical – has a significant effect on the cornering force the tyre can generate. In general, negative camber (when the top of the tyre is tilted in towards the centre of the car – knock-kneed) increases cornering force; positive camber (bow-legged) reduces cornering force. The graph below illustrates the significance of this effect. Figure 2

Cornering force reduces by 17 % from a peak at -4-degrees (negative) to the minimum at +4-degrees camber. This graph is for a radial slick F3 tyre. Some other tyre designs display more extreme deterioration

A typical crossply construction tyre will generate maximum cornering force at 7-9-degrees slip angle – and any slip angle above 8-9-degrees is a sliding condition, or breakaway. Modern radial construction tyres generate maximum cornering force at much smaller slip angles in the 4.5 to 6-degrees range – and generally give a sharper breakaway characteristic at slip angles above this. This is why we no longer see the classic four-wheel drift of the 1950s and early ’60s, except in Historic racing. It is worth noting that the higher the vertical load on the tyre, the larger the slip angle needed to generate maximum cornering force. This fact also helps us to utilise anti-roll bars to influence handling balance. When cornering, the tyre generates a drag or resistance force equal to the sine of the slip angle, multiplied by the cornering force. An F1 car cornering at 150mph consumes more than 140bhp in overcoming tyre drag. Because of the smaller slip angle, a radial tyre generates much less resistance when cornering. The circumferential belt used in a radial construction also gives a stiffer, dimensionally stable tread allowing the use of softer compounds in a given application, increasing grip/cornering force.

Jakob Ebrey Photography

car setup

When driving on the road, we are normally driving well below the limit of adhesion, so slip angles are very low – and we apply the steering lock necessary to turn the car through the radius of the corner we are negotiating. When racing ‘on the limit’, the situation is quite different. If we take a fairly slow corner as an example, Luffield at Silverstone has a radius of 59 metres. A typical car of 2.5-metre wheelbase would need a steering angle of 2-degrees to negotiate it, assuming no slip angle. Assuming an 11:1 steering ratio (typical single-seater), this would mean only 26-degrees at the steering wheel. If we now add a 6-degrees slip angle (radial tyre), the steering angle needed is 8.4-degrees, which is 92.4-degrees at the steering wheel. The steering input needed is dominated by the slip angle – which is why we see the F1 driver’s hand move to the top of the wheel (giving 90-degrees at the steering wheel) in most corners, except the very tightest hairpins. In a racing car, we are really using the steering wheel to apply the cornering force, rather than steering in the conventional sense.

You can’t have it all ways – The Traction Circle

So far, we have only discussed the cornering force generated by the tyre, but the tyre must also generate the forces needed to brake and accelerate the car. The tyre can deliver approximately the same force in any direction, but as shown in the Traction Circle diagram below, if we wish to use some force for braking or acceleration, then less force is available for cornering. Figure 4

Let us take the case of a rear-wheel drive car cornering on the limit of adhesion, with neutral handling balance, but little or no power applied (apex condition, typically). If we now apply power, the rear wheels will break traction, causing oversteer. This can be corrected by increasing the radius of the turn – ie, by applying opposite lock. The reverse is true of a frontwheel drive car, where applying power in the same circumstances causes understeer. The foregoing leads to interesting possibilities regarding parabolic or ‘tri-node’ lines and trail braking, which we will explore in a later article.

Self-Aligning Torque – and ‘Feel’

When we turn the wheel at an angle to the car’s direction of travel, the tyre generates a twisting force that tries to turn the wheel back to the straight-ahead position. This is known as ‘Self-Aligning Torque’ and it helps to keep the car stable in a straight line. Now, a racing driver uses several sensory inputs to sense the car’s limit of adhesion when cornering – his inner ear to sense lateral acceleration, vision, his gluteal, back and shoulder muscles (‘seat of the pants’), and the force at the rim of the steering wheel, sensed through his hands and arms. As cornering force increases, the driver expects the force at the steering wheel to increase until the limit of adhesion of the front tyres is reached, at which point the steering force should decrease, informing the driver that the limit of adhesion of the front tyres has been reached. Unfortunately, with most tyres the Self-Aligning Torque peaks at a lower slip angle than the slip angle at which peak cornering force is achieved. Simply put, the steering force tells the driver that the limit has been reached long before it actually has. We therefore use the steering pivot Castor Angle to increase the selfcentring force. There will be an optimum Castor Angle to enable steering force to peak at the same slip angle as peak cornering force – the engineer must try to

car setup

calculate this. Too little castor will give the driver the ‘limit reached’ message too early: too much castor and heavy steering will mask the ‘limit reached’ message. We recently analysed two cars that illustrate the importance of this issue. First was a Group C Le Mans car from 1991, with huge radial slicks and massive aerodynamic downforce. The car was running only 1-degree of castor, so the steering ‘went light’ long before the limit was reached. The adjustable power steering had been set very low, but still the driver complained that he could not ‘feel the limit’. The solution was to run more castor and a little more power steering, giving acceptable steering weight and a clear lightening as the limit was reached. The second was a current and very advanced 500bhp GT3 race car. The car was homologated with very strong power steering (not adjustable), making the steering much too light, with very little ‘feel’. The (very good) Michelin slicks delivered peak Self-Aligning Torque at 3-degrees slip angle, but peak cornering force at 5.5 to 6-degrees. In order to impart reasonable steering weight and a modicum of ‘feel’, the car is run with huge castor – over 9-degrees. This largely masks the limit of adhesion – and the huge castor causes other handling issues. We achieved a ‘work-around’ solution but it was not ideal. The long-term solution is an homologation change to allow adjustable power steering, which would allow the appropriate castor setting

The Spring in the Tyre

In addition to its other functions, the tyre acts as a spring that functions in partnership with the actual springs and anti-roll bars. Any analysis of a car’s behaviour must take into account the spring rate of the tyre. Not all tyre manufacturers provide spring rate data, so we (GSD Racedyn) have written software to predict spring rates for any tyre, at any pressure. The tyre spring rate varies with pressure and tyre size, from 500lb ft per inch (88kN/m) to in excess of 2500lb ft per inch (440kN/m). The ‘spring in the tyre’ is only slightly damped, but it is astonishingly efficient at absorbing road irregularity frequencies over 40 Hertz. What this means is that the tyre isolates the vehicle occupant(s) from small road irregularities such as tarmac seams, and even Belgian pavé. Current Formula 1, GP2 and F3 cars have extremely stiff front suspension which barely moves, to manage the very small (<25 mm) front ride height needed to optimise underbody aerodynamics. In this case, the tyre performs the majority of the spring/suspension function.

Some like it hot…

Modern race tyres derive their adhesion – and hence cornering force – from both mechanical (or frictional) grip and chemical grip. Modern tread compounds are complex polymers, not pure rubber. Mechanical or frictional grip is created by the compound deforming into the track surface indentations and the shear strength of the compound. Softer compounds deform into the surface more effectively, but may have insufficient shear strength at high lateral loads. Chemical grip is generated by loose polymer chain bonds between the tyre compound and track – or more likely between the tyre compound and previously laid rubber (a ‘rubbered-in’ track). This effect is very similar to the ‘peelable’ adhesive used on Post-It notes. Both these effects are dependent on tyre temperature – as is tyre pressure and hence spring rate. Tyre temperature management is therefore a very important element in setup.

car setup

Jakob Ebrey Photography

Bend it like Beckham

Having explored the basics of tyre behaviour, we will now look at the dynamics of a rear-wheel drive car cornering with and without the application of power. In order to optimise the performance of a car in terms of lap time, we need to: • Maximise the ability to accelerate (generate ‘g’) in three directions, cornering, braking and acceleration under power. • Ensure stability under the three conditions above. • Ensure that the car is controllable – and that it provides the driver with the ‘feel’ and feedback necessary to control it on the limit. I think it is reasonable to assume that readers understand the terms understeer and oversteer, but the images below and to the right may be useful. Figure 5

Understeer is a fundamentally stable condition, but control is limited. If the driver makes no correction, the car will run wide. More steering lock has little or no effect and all the driver can do is reduce power to tighten his line.

Figure 6

Oversteer is an unstable condition – if the driver takes no action, the car will spin or crash. Corrective oppositelock is required to increase the turn radius. Again, the driver is likely to run wide of his desired line. It’s important to note that a car will not exhibit the same balance characteristics in all types or phases of a corner. The driver who tells his engineer, “It has terminal understeer” is not giving useful information. The driver who says, “It turns in well, understeers at the apex and oversteers under power at corner exit in 2nd and 3rd gear corners, neutral with full throttle in 4th gear corners,” is giving his engineer precise, valuable information which can be used to improve the car. There is a commonly expressed view that understeering cars are slow, oversteering cars are faster. Not true. Neither characteristic is desirable in excess. And as we will see later, a car that is fastest and allows the application of most power in the vital corner exit phase will probably understeer at the apex. With modern cars and tyres, very few drivers can cope with oversteer in high-speed corners. Fernando Alonso – probably the most complete contemporary driver – sets up his cars to understeer quite strongly (and visibly) at the apex of medium-speed corners.

car setup

The following analyses assume a rear-wheel drive car with 55% rear weight distribution, appropriate tyre sizes, no aerodynamic downforce and good suspension geometry with ground-level roll-centres and appropriate camber control. (We will explore suspension geometry and kinematics in a later article). We also assume that the chassis structure has adequate torsional stiffness. First, we take a look at a car cornering in the steady state condition, at the apex, before application of power.

Stepping on the gas

Figure 8 shows the situation with power applied in the corner exit phase, in this case with rear roll stiffness slightly higher than front roll stiffness. Figure 8

Figure 7

The diagram above shows a simplified representation of the vertical and horizontal loads on a car of mass M, turning to the right, travelling at speed V, without application of power. The car is shown with very high front roll stiffness and very low rear roll stiffness, resulting in the right-hand (inside) front wheel being unloaded such that it is almost leaving the ground, the left front wheel carrying most of the front axle weight, and the rear wheel loads shared fairly equally. If the tyres were ‘perfect’ (Figure 1), the car would have neutral handling balance. However, with ‘real’ tyres the car would understeer, because the very heavily loaded outside front tyre would be less efficient than the rear tyres, where the loads are equally shared. If instead we made the front roll stiffness low and the rear roll stiffness high, the car would oversteer.

The application of power reduces available rear cornering force, as shown in the Traction ellipse (Figure 4). Therefore, the driver of a high-powered car needs to steer a shallower arc in the exit phase than he did at the apex. At the same time, front cornering force is slightly reduced by weight transfer rearward under acceleration. The same tyre efficiency effects we discussed related to the ‘power off’ situation in Figure 7 still apply in the ‘power on’ situation in Figure 8. But now there is an additional effect, sometimes referred to as the ‘Tank Steer’ effect. Because the vertical loads on the rear wheels are different, the tractive forces are also different, giving a turning force around the centre of gravity. If the left (outside) rear wheel is more heavily loaded, the rotational force will give an oversteering tendency – and vice versa. Again, higher front roll stiffness gives a tendency towards understeer, higher rear roll stiffness a tendency towards oversteer. Conveniently, increasing front roll stiffness causes an understeering tendency because of both tyre efficiency and ‘Tank Steer’ effects – ie, in ‘power off’ and ‘power on’ situations.

Jeff Bloxham

car setup

Jakob Ebrey Photography

Traction forces are increased in lower gears, reduced in higher gears. Therefore, if a car is set up to be in neutral balance under full power in the corner exit phase in 4th gear corners, it will oversteer under power at the exit of 2nd or 3rd gear corners, requiring the driver to use less throttle. This effect allows the skilled driver to ‘steer the car on the throttle’ to some extent. We have developed sophisticated stability analysis software that enables us to analyse and optimise balance at turn-in, apex and at the corner exit phase – though compromise is always needed between lowand high-speed corner balance… Cars with a high power-to-grip ratio generally need high front roll stiffness and lower rear roll stiffness in order for the maximum possible power to be applied in the corner exit phase – which is critical to achieving optimum lap times. The high front roll stiffness also gives good transient response at turn-in – ie a precise, stable turn-in. However, the high front roll stiffness will tend to cause understeer in the latter part of the turn-in phase and at the apex, prior to application of power. Driving style has an effect here and it is important that the engineer is willing to fine tune the car to match the driver’s style – and that the driver is willing to adapt his style where necessary, perhaps by changing line and trail-braking to delay or minimise apex understeer. We currently engineer two 1980s ‘ground effect’ F1 cars in the FIA Masters Historic F1 series. Both drivers are very capable and between them have dominated qualifying and the races in 2014. However, they have quite different driving styles. Because of the high power, both cars run much greater front roll stiffness than rear, but one driver prefers a rear anti-roll two to three times stiffer than the other. We have discussed the effects of roll stiffness, but not how it is achieved. Roll stiffness is the additive effect of the springs and anti-roll bar, acting in series through the tyres. Because of this, total roll stiffness (at each end of the car) cannot exceed the spring rate

Jakob Ebrey Photography

of the tyre. We try to design spring rates to control longitudinal pitch and minimise contact patch load variation, before designing the anti-roll to achieve the roll stiffness we want. Generally, the anti-roll bar provides the majority of the roll stiffness, and is therefore much stiffer in roll than the springs. In this article, we have covered the basics of tyre behaviour – without which, we cannot make sense of race car behaviour. We have also looked at the rudiments of cornering dynamics – and in particular, the effect of roll stiffness on balance and stability. Finally, we touched on the compromises necessary in car setup – and sometimes in driving style… Still to come: Suspension geometry and kinematics and their effect on handling Steering geometry Spring and anti-roll bar selection Damping Limited-slip differentials The effect of aerodynamics – drag and downforce Racing lines and driving styles A brief review of the dynamics of a specific car

car setup

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GOOD

Ferrari may have run out of imagination when naming its new hybrid hypercar, but at least the fearsomely fast LaFerrari is bursting with technical creativity. Mark Hales explores its considerable dynamic depths

THEY NAMED IT

laferrari drive

TWICEâ&#x20AC;Ś

“ Their hybrid systems have been borrowed from Grand Prix cars of recent seasons and reconfigured to shape enormous performance while making it more accessible and easier to use for unskilled drivers”

It’s a hybrid car, but not as we know it… The LaFerrari uses its electric motors as an aid to performance rather than a boost to economy, opening up a wealth of new dynamic characteristics

he hype surrounding Ferrari’s latest model – and the McLaren P1 which is its main competitor – is enough to make you think near-1000bhp road cars have only just been invented. Remember the 8.0-litre quadruple-turbo W16 cylinder Bugatti Veyron, which came out in 2005 and put out 987bhp (which is 1001PS)? Or the less exclusive likes of Nutterbastard Nissans that are all over the internet and occasionally find their way to regular trackdays? Only last week, a student of mine revealed that his GT-R’s engine developed 1000 horsepower, and he had obtained it without too much engineering effort or huge expense. That’s modern engine technology and electronics for you, but there’s no doubt that even if Nissan made an official one, its 1000bhp wouldn’t attract the same kind of attention as the LaFerrari’s, and with apologies to Nissan, you can see why that might be. Rather less obvious, however, is that the P1 and LaFerrari are making use of genuinely new technology, or at least a

new take on fairly recent technology. The Veyron and GT-R are both traditional electronically-managed turbo cars whereas the LaFerrari, P1 (and the 918 Porsche) are petrol-electric hybrids, but not as we know them. Their hybrid systems are not designed for ecological compliance or economy like those of the Nissan Leaf or Toyota Prius, but have been borrowed from Grand Prix cars of recent seasons and reconfigured to shape enormous performance while making it more accessible and easier to use by unskilled drivers. A rare case of Formula One improving a modern breed, even if the strain remains fantastically exclusive. You can read about the engineering and electronic detail that goes to make up this extraordinary new car elsewhere in this issue, and probably in plenty of other journals. Because a lot has already been written – and a fair amount by yours truly – but thus far there hasn’t been the kind of detail about the driving experience that we like at TrackDriver. That is hardly surprising because

laferrari drive

opportunity was heavily restricted by the car’s creators who took the view that since the 500 that would be built at the rate of four or five per week were already sold (at a price of €1.2million, plus local taxes), there wasn’t any need to promote them. How very Ferrari… Ferrari’s UK importer took a slightly more pragmatic view, one which might help promote the brand and sell its other models, and lobbied fairly hard to gain greater access, which is how I came to be at Maranello. The rate of LaFerrari production means that some people will not be seeing their cars for nearly two years and Ferrari GB thought it might be better to reassure their customers in the meantime. I got more time behind the wheel than most of my colleagues but it was still too little. The brain has to be recalibrated in order to assess numbers like these, especially when the investigation is at a confined track with which I’m unfamiliar. But ultimately it wasn’t the sheer amount of performance that was surprising, it was how easy and unfrightening it was to access. Having been amazed by the ease of entry – you just sit on the seat and swing your legs in – and the view out front and over your shoulders, the first dynamic revelation was the response to the accelerator. Project director Ferdinando Cannizzo was one of many to explain how the electric motor brought power to the wheels but “in a different way…” Unlike a reciprocating internal combustion engine, an electric motor’s maximum torque is at zero rpm, or effectively before you switch it on, so the instant response was already an exciting prospect for the engineers. But then they realised it wasn’t just a way to a bigger number, but could also be used to play with the characteristics of the car. Part-throttle response could be modified – by adding power but also by holding it back when the electric motor becomes a generator and performs a traction control function. And then when it switches off, the petrol engine is already driving and is effectively released, like a spring.

“ Plant the pedal in seventh gear and the car leaps forward in response to the extra 163 horsepower – or about the maximum you have in a road car that weighs about the same”

Above: rear end of the LaFerrari occasionally hops and skips about in hard cornering, which Hales attributes to the fact that most of the heavier components lie aft of the cabin

There is also the predictive possibility, which I always struggle to understand – so the best I can come up with is that the computers are either programmed with, or learn, a configuration of driving parameters and have a ‘most likely’ optimum response when those parameters are met. It’s easy then to see how an electric motor and its upside-down torque curve might be easier to adapt to a predictive role. Cannizzo adds that a conventional hybrid needs to exploit a conventional transmission where the Ferrari’s doesn’t, because the Ferrari’s electric motor feeds directly into the differential. It’s a variation on the technology that he says no-one else is using… And look, I’ve done it again: gone back to the technical rather than focusing on the drive. But you can see, too, how much there is to understand. The driving task is relatively simple by comparison, it’s only the scale of performance that takes a bit of comprehension. The hybrid possibilities are certainly enticing on paper, but if expectations had been heightened beforehand, the reality was still startling. Plant the pedal in seventh gear and the car leaps forward in response to the extra 163 horsepower – or about the maximum you have in a road car that weighs about the same. It’s a similar first response when you do it again in a lower gear, except the 6.3-litre double variable cam, 14:1 compression

petrol engine then comes in like a bomb because it’s had time to spin up. The combination is completely extraordinary and the closest I have come to it before is a Cosworth DFV-engined Formula One car where as long as you have five or six on the dial, you touch the pedal and the car just goes, almost as if you have been released from a catapult. It’s more like a fairground ride (which is electric…) than an automotive experience. A 9.0-litre CanAm car is similar but a bit less sophisticated. Extraordinary it is, but there are caveats. I don’t have any absolute proof of this and I am not an engineer, but as a driver I could feel the mass behind me whenever the road turned. Test driver Rafaele di Simone was keen to assure me that the occasional squat and hop from the tail was the tyres slipping and gripping, but if it was, the McLaren P1 didn’t do likewise with a similar amount of power and grip. There’s a lot of weight behind you in the Ferrari; the batteries behind the seats, the big V12, sevenspeed gearbox, power electronics package and then the electric motor right at the rear. The engineers had said that was all OK because it was within the wheelbase, but surely it’s the amount that counts. More in the back tends to make the rear grip when you first get on the gas (or in this case flick the switch…) and that dynamic can easily shove the front wide because it has

laferrari drive

“ Twist the steering wheel knob to ‘lunatic’ rather than merely ‘race’, or as Rafa puts it, the setting which is “for fun only,” and you can experience more wheelspin than any man deserves”

Cabin (above) is typical modern Ferrari – the most important switch is the manettino, low on the right, that controls the magnitude of the dynamics

less to weigh it down. It’s the first response that usually determines how elegantly you will progress through the turn, but in this case there is so much power at your disposal, you will still get a touch of wheelspin late in the corner, by which time you have the steering nearly straight. The electronically-controlled hydraulic differential feels like it clamps fairly tight early on to lock the axle, plus the electronics will read how much lock you have applied and will only release the power once it’s safe. Now if this all sounds slightly disappointing, let me say that it absolutely isn’t. It’s very clever because it makes the driver feel very accomplished behind the wheel of a 950bhp motor. You don’t notice that the power is coming late in the corner because the response to the pedal is always instant and the really big heave arrives about when you’d expect it anyway. You’ll still get just enough of a wag on the exit to show you are trying and there’s still a little shimmy of revs to remind you. If you force the car in to the corner, the front end’s grip is the limiting factor, just as it is with any other car. But once again, the Ferrari’s behaviour is quite subtle. Rafaele had already said that it’s not a car that you back into corners and he’s right. Shove it in and you’ll end up with more lock earlier in the turn and the electronics will detect that and won’t let you have challenging amounts of power. You can have them if you really want,

though. Twist the steering wheel knob to ‘lunatic’ rather than merely ‘race’, or as Rafa puts it, the setting which is “for fun only,” and you can experience more wheelspin than any man deserves, and you can have it just as soon as the rear tyres can’t cope with the power, which is not very long after you tread the pedal. The trick as always then, is not to be too subtle. Spinning up the rears brings in more power but at the same time destroys most of the grip that might utilise it. Although the rear end will begin to waltz in response to any steering input, the tyres aren’t gripping enough to spit you off, so it happens relatively slowly. It’s when you don’t hang it close enough to the rev limiter that you’ll get a problem, and when you will inevitably find yourself with too much reverse lock and an inelegant fishtail, or worse. But back to the sensible. I’ve banged on enough about ‘old school’ driving habits and the search for as much mid-corner speed as possible, but the LaFerrari is another car which doesn’t respond to that approach. After a bit of coaching from de Simone, I learn to stay off the simply massive carbon brakes for longer and head into the turn at a shallower angle and carrying more speed than I think is wise. When I do finally get on the brakes, the front end is weighted so the tyres start to point the car, but because I’m asking too much of them in order to slow down, the front gently noses wide all the way to the point of the

laferrari drive

Vee. Release the brakes smoothly, give the front tyres back some of their capability and feel the car steer round the turn, but get ready to release the lock while squeezing on the power. The car launches much earlier in the corner and that extraordinary amount of power is all mine. All that said, you still can’t do this at the tighter of Fiorano’s hairpins – not even Rafa can. You have to go deep but not so quick that the front end gives up, square it off, straighten up and power out. If there’s a compliment to be paid to di Simone and Co for sorting the maze of electronic capability, then it’s how it feels smoother and quicker with the ‘race’ level of control on the Mannetino switch. Turn it to ‘fun’ and you have to be so careful to avoid wheelspin, which was probably Porsche’s point when it opted for all-wheel drive on its hybrid 918 Spyder. Ferrari was very defensive about the McLaren, but I’m not really sure why. The two models are very different and all of them have already been sold, so Ferrari should perhaps heed its first instinct; its car represents what the company wanted to deliver and has its own style of performance. Plus, it wears a Ferrari badge and that’s a distinction which nobody else can challenge. In dynamic terms there’s no doubt that the McLaren’s front end has more bite than the LaFerrari’s and if I was looking for lap times all the time, that’s what I’d want even if it might not be the Modern Way. The P1 is also much

more responsive and adjustable into the turn and at the apex but it requires more skill and experience to make use of that, so either Ferrari decided that wasn’t the experience it wanted to deliver, or it couldn’t do it dynamically and keep the car friendly. My guess is the latter and probably because its version has more weight in the back. It’s certainly not wise to make any definitive assessment about either car on the basis of too little time on an unfamiliar piece of road – but rather than a step too far and an irrelevant use of expensive technology for the road, the more recent bits of science have justified the breed’s existence. It has made a much faster car more usable and more enjoyable. That’s both of them. The LaFerrari is also hugely more capable than the Enzo that went before it, and it’s vastly more satisfying and enjoyable to drive. Here’s something to contemplate, though. Ferrari top brass insisted on a V12 for the LaFerrari because that’s what top of the range Ferraris have used over the ages, and in this case, it makes a sound that is intoxicating. No contest whatsoever in that department… But if Maranello does make a race version of the LaFerrari that management insists it won’t, my guess is that it will use a version of the V6 turbo that has just been developed for the California. It’s shorter, smaller and lighter, and on the racetrack, ultimate success is measured in different units.

Above, left: Massive ceramic discs are essential and do fabulous work. Bodywork shaped by the needs of aerodynamics and cooling

SOUL

HEART AND

Maranello’s new LaFerrari may have a technologically advanced hybrid system at its heart, but its engineers were determined to ensure its soul is pure Prancing Horse, discovers Mark Hales Story by Johnny Tipler. Photographs by Antony Fraser

Hales (above) looks comfy enough even though he’s practically sitting on the floor: Ferrari engineers wanted the lowest possible centre of gravity

errari’s Head of Vehicle Architecture, Franco Cimatti, has a model of the F40 in his office. I have one too, because it’s a firm favourite of mine, but rather more significant is that Cimatti doesn’t have a model of anything else. I was with him to talk about the LaFerrari, the project which has been his since 2007, and asked whether he had considered a small light, turbocharged engine like the F40’s for his new baby. You know, like McLaren… He had considered everything, he replied, a four, a vee-six, even a straight-six across the car behind the cabin. But eventually he had to accept that ‘top of the range’ and ‘Ferrari’ was a sum that had to equal 12. And it couldn’t have a turbo because it wouldn’t make the right kind of noise. A long number inevitably makes for a long engine, so he had then to look for anything which he could trade in terms of packaging, and he first focused on the seats which he likens to an automotive endophyte. Top-level

race car designers had some time ago recognised that the driver is a substantial mass – like the engine, gearbox and fuel tanks – and have tried to sit him or her lower to drop the centre of gravity. They have also lifted the knees, bent the legs more sharply and put the driver’s backside nearer the ground to shorten the cockpit and keep the engine and gearbox closer to the mid-point of the car. Cimatti decided to do likewise and sit TheFerrari’s occupants directly on the floor of the carbonfibre tub, separated by just enough padding to keep them comfortable. Since the car has a solid roof, that lowers the roofline, as well as the car’s centre of gravity. There would have to be an adjustable pedal box to meet the feet of different sized drivers, but far from being a complication, Cimatti says that it required fewer adjustments. An adjustable seat that has to comply with modern legislation – not to mention modern tastes – needs to move up and down, in and out and have

laferrari tech

a hinged back. Instead, the whole pedal box including all three pedals, moves at the pull of a lever and slides a distance of 180mm, with a reassuringly mechanical clunk as it locks. There are different thicknesses of seat padding to suit different heights and waistlines but the lowering by 60mm of the driver’s head and the lower roofline that was then possible, the lower centre of gravity and a shorter and narrower cabin with no impact on space for the occupants, was the combination Cimatti was looking for. He adds that the eye-line doesn’t alter as much as it does when you move a seat, which is a bonus when the stylists are trying to combine dramatic GT styling with new-age ease of use. I’d agree with that; confidence in exotica for me starts with being able to see more of the road. Packaging, or vehicle architecture, is very much a modern automotive essential, a bit like production engineering, but there’s no doubt that the need to fit massive Ferrari-themed performance into a smaller space gave Cimatti and his colleagues plenty of additional problems. The 450-volt batteries for the hybrid system (which like almost everything else, are made on-site) had to go somewhere and the obvious place, which is under the seats, had now been ruled out. So they had to go behind the occupants without adding much to the overall length, which the designers were trying to reduce. That made a reduction in the need for electrical power an important criterion, so the batteries could be smaller. Formula One finance has then helped make them compact enough to fit in the available space. More of the hybrid system in a moment, but having mentioned styling, we should mention cooling; there are six separate radiator circuits which all have to be fed with air – the thermal engine’s water, the air-

extent of that experience, rather than allow an owner to interfere – “not too many buttons and not too many inputs,” in the words of vehicle dynamics chief, Matteo Lanzavecchia. More fixed and less obvious are details such as the subtle scallop on the enormous doors which accelerates the airflow into the rear-mounted radiators, and the little endplates on the front splitter which keep the flow from spilling, and the fence which directs air up and away from the turbulence of the rotating wheel. Moving aerodynamics are a freedom that would delight Formula One’s design people, but they are not allowed in the premier category. There is then the maze of vortex generators and fences on the car’s underbody which excite the air and create lower pressure, effectively Cardile explains, “to pull the front axle down.” Between 80 and 200kph (50 and 125mph), he reveals, there is an average additional 40kg of downforce at the nose. Towards the rear yet more fences feed a diffuser, which was the component that attracted so much attention in Grand Prix racing a couple of years back. The more air you can exhaust via that, the lower the pressure under the car, and the more the air above it will effectively push down. The underbody is a very significant area of the new Ferrari’s technology; there are multiple low-pressure peaks and air stagnation points and separation bubbles – mainly around the nose – which you can only see with the aid of Computer Flow Dynamics (CFD). None of it is exclusive to Ferrari: it’s the amount of effort and expertise that has been deemed necessary for a road car that’s extraordinary. I’m barely halfway through this account and there’s still a lot more to come. I already wanted to see how much of this extraordinary design effort and expense would be apparent from the driving seat, but Matteo

La Ferrari’s body liberally pierced with apertures to feed six separate radiator circuits, each with different air speed and volume requirements

“ The underbody is a very significant area of the new Ferrari’s technology; there are multiple low-pressure peaks and air stagnation points and separation bubbles” conditioning (for the batteries as well as the occupants), the clutch for the seven-speed DSG transmission, oil for engine and gearbox and the electric propulsion motor and the electronic control system that regulates it. Each of these has its own radiator and the job of supplying air of suitable mass and speed to them all has a considerable impact on the aerodynamics. Head of that particular department is Enrico Cardile who starts our interview with a simple assertion: “It’s easy to gain performance by ignoring cooling,” he says. “The car’s aero gets the first call, then we have a trade-off with the art guys, but we have to give them a basic idea of the necessary radiator sizes before they even start. Cooling is one of the biggest constraints we hand on to the styling department…” Cardile adds that much of the aerodynamic work focused on the front end, about which he says, “there was a lot of discussion.” As there is on any modern race car. He talks me round TheFerrari via an iPad, pointing out the constant integration of function with form. The obvious parts are the rear spoiler that automatically flips up when extra downforce is needed for cornering or braking and is linked to the flaps on the rear diffuser, yet operates independently of the three flaps on the front undertray. All of the operation is automatic and integrated by the systems, which is another essential part of the package. Ferrari wants to give the owner a special experience, but to determine the shape and

Beneath the glass engine cover is a V12, as much because that’s what’s expected in a top-line Ferrari, than because it’s necessarily the best engine for the job

the Minder is looking at his watch. We say our goodbyes and speed along dim, cream-painted corridors with their 1950’s style steel-framed glass – all of which is spookily reminiscent of my schooldays – to find aforementioned Head of Vehicle Dynamics, Matteo Lanzavecchia, who is rather more up-to-date. He is smiling and energetic, moving constantly as he delivers a stream of consciousness. The overall goal, he insists, was enjoyment for the customer. Hybrid technology is not just for fuel economy, or for performance, it has to have Ferrari DNA. It must be integrated at an early stage, used to shape the car’s response, made to deliver performance but with a good feeling. And it’s about where you sit, it’s what you feel. It’s how the air feels when it flows through the car. You don’t want too much of anything, but you don’t want too little. Electronics yes, but they must be driven by feel, not safety. Not too many buttons, not too many inputs. After 1000 metres the driver must feel as if they have been driving it for years… His enthusiasm is infectious and it’s welcome. The sheer amount of information is utterly fascinating but already weighty. Hybrid road cars are a relatively recent phenomenon, but if the latest near-1000 horsepower breed share basic technology with the rather more modest offerings from the volume manufacturers, the way the Ferrari’s hybrid system is integrated into the rest of the car’s technology is very different. To paraphrase what Lanzavecchia has already said, once they realised it didn’t have to be for economy or as a nod to the Green lobby, it could be much more Ferrari. Specifically, they could use the system to influence the style of the car’s performance as well as its extent. Lanzavecchia adds that to do this it was essential that everything – the LaFerrari’s vehicle architecture and all the mechanical and electronic control systems – was part of the design process from the beginning rather than added on when the car was essentially finished. That said, the numbers still had to be bigger than any before and 790bhp from the big (6.3-litre) naturally aspirated V12, plus 160bhp from the electric motor, makes the LaFerrari Maranello’s most powerful road model ever, and in horsepower numbers, top of the trio that includes Porsche’s all-drive 918 Spyder, and the McLaren P1, about which Ferrari is particularly defensive.

The P1’s mechanical layout is similar to the LaFerrari’s – as in mid-engined with drive to the rear wheels – but the significant detail is different; Ferrari management felt that a large naturally-aspirated V12 was essential because it summed up what Ferrari was all about, and equally important, it made the right sort of noise. McLaren was more bothered about the P1’s weight distribution and opted for an uprated version of the 3.8-litre twinturbocharged V8 which had been designed for the 12C – ironically, very similar to the engine in the F40. Electric power fills the hole before the turbos are up to speed. Having decided on a naturally aspirated V12, Ferrari’s engine team, under chief Vittorio Dini, were content to use the F12’s engine as a base, but if they weren’t allowed to use a turbo the only way to boost its power from an already considerable 730bhp was to spin it faster, and that would have made the engine very fussy at low speeds. The realisation that hybrid technology could be used to make the hike more user-friendly was the key. Much effort was made to reduce the engine’s reciprocating masses and to eliminate pumping losses, while the compression ratio was increased to 14:1; there is a microprocessor and a knock sensor for each cylinder which independently varies the ignition advance depending on the extent of any pre-ignition. The timing of both camshafts is constantly variable, as is the length of the inlet tracts via solenoids linked to the ECU. Both are attempts to spread the power further down while complying with emission regulation. The car’s 450-volt permanent magnet Hy-KERS electric motor is a development of that designed for Formula One, where extreme packaging and profligate funding had already produced a compact and relatively lightweight unit. But because the big V12 had already claimed a lot of space, Ferrari had little choice but to locate it right on the back of the seven-speed DSG gearbox. The McLaren’s is on the side of the engine, keeping the weight closer to the middle and driving aft to the transmission, but a more significant mechanical difference is that the Ferrari’s feeds direct into the hydraulically-controlled limited-slip differential via a development of the all-drive technology used to power the FXX’s front wheels. Like its thermal brother, the electric motor spins fast (about 16,000rpm) so there

“ Ferrari’s management felt that a large naturally-aspirated V12 was essential because it summed up what Ferrari was all about, and equally important, it made the right sort of noise” has to be a train of reduction gears, but the advantage, according to Ferrari, is that avoiding the normal transmission means less power loss overall. Possibly more interesting is that the hydraulics can direct torque more easily to each wheel. Ferrari says the system is predictive and can anticipate the driver’s needs. Ferrari was guarded on this particular subject (which rather suggests torque vectoring is already under development), but says that the electric motor’s more direct coupling also allows it to harvest energy to charge the batteries during braking. The McLaren’s traction control and stability is allelectronic, featuring a completely open differential with control of wheelspin via pulsing of the brake calliper and McLaren says it wasn’t possible to maintain the feel of the brake pedal during any energy harvesting phase. Ferrari is most insistent that its electric motor either delivers power to drive, or it charges – as a form

laferrari tech

“ The new car is smaller and, amazing to note, lighter, despite all the advanced technology and batteries, than the Enzo, and it is, of course, faster than any road-legal model that went before” of traction control to limit the slip of an inside wheel during cornering, or as an aid to braking via both rear wheels. It also charges during part-throttle acceleration. If the LaFerrari’s V12 has any surplus torque available which is not needed to drive the wheels, it is directed to the motor/generator to charge the high voltage batteries. As Ferrari continues to insist, its Hy-KERS motor is always working… A conversation with McLaren on this topic will usually elicit rolled eyes and a weary grin. The chaps there say that the only instance where the P1’s electric motor is redundant is during braking, so as far as they are concerned, that means it’s working most of the time. And besides, they feel the benefits available elsewhere are worth it. The Ferrari also has a large three-phase high voltage alternator (to assist in charging the propulsion batteries), the output from which is alternating current and has to be rectified before it can charge a battery. Together with the rest of the power electronics, that generates a lot of heat, hence the advanced cooling requirements. So, to try to summarise. From the beginning the Ferrari’s hybrid system had to be an integral part of the car’s dynamics. The electric motor is on the back of the gearbox and it feeds forward directly into the electronic/ hydraulic differential, so it doesn’t drive through the gearbox and transmission. If that means more weight is hung out the back of the car, one of the main bonuses claimed is that the motor is always working. Ferrari says

that this is the safeguard that makes the batteries almost impossible to flatten. Also, the response when it morphs back to an electric motor is immediate and fills the hole when the petrol engine hasn’t properly climbed on the cams and started delivering much of its potential 516lb ft (700Nm) of maximum torque (to which the electric motor can add a further 199lb ft). The hybrid system is also predictive, and can anticipate the driver’s next response, technology learned from research with the Ferrari FF’s unique four-wheel drive system. Still not sure how Ferrari does that last bit and we ran out of time for Lanzavecchia to explain, but all of it is integrated with the active aerodynamics and all the other systems throughout the car. I was soon to discover that it’s a confident statement that translates the engineering and the dynamics exactly as Ferrari wanted them to be. The new car is also smaller and, amazing to note, lighter, despite all the advanced technology and batteries, than the Enzo, (which can be regarded as its predecessor), and it is, of course, faster than any road-legal model that went before. Whether it is better than the Mclaren P1 though, is very moot. My take is that it’s different and that the numbers will be as irrelevant as the inclination of the playing field is hard to ensure. More to the point, the new car is very Ferrari, which is something its makers say they were very keen for it to be. Assuming they are allowed to, and it’s still legal, it will be fascinating to see how they trump it to create the next one…

Automatically adjustable rear wing on the LaFerrari works in tandem with adjustable flaps on the rear diffuser: they’re part of a larger overall active aero package that the F1 boys would die for

reverse engineering

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reverse engineering

backWARDS THINKING When car components reach the endangered list, reverse engineering can pull them back from the brink of extinction. Simon Carrier of SPC Design, reveals what’s involved and the benefits of the process Photos: SPC Design

pare parts or repairs are becoming increasingly difficult, expensive, or impossible to obtain for some classic cars: in the example we’re showing here, it’s the gearbox case for the Simca 1100. But in our computer-controlled age, it’s now possible to overcome issues of scarcity through the process of reverse engineering, which can recreate replacement components using modern, high-precision and costeffective manufacturing methods. The reverse engineering process involves digitising the original component surfaces – that is, an electronic representation of the part is created that can be manipulated and processed by a CAD design system. In our company we use a range of Faro Arms for inspection, reverse engineering, and geometrical

analysis. This system allows virtually any physical surface to be measured in three-dimensional coordinates to an extraordinary degree of accuracy. The smallest arm is used for measuring high precision components and has the greatest measurement accuracy. The arm seen in the main picture, a 1.8m Platinum, is capable of measuring to within 26µm – a fraction of the thickness of a human hair! The largest arm has a 3.6m-diameter working envelope, sufficient to cover most of a vehicle from one location. This is used for such tasks as quality assurance on a vehicle build; chassis geometry analysis; body surface mapping; or controlling tolerance stack-up on large assemblies such as vehicle jigs. Essentially, the system works by continually

Rarity of Simca 1100 gearbox casing (above) overcome by use of reverse engineering to create an exact replica. Faro Arm (main picture) used for precise measurements

reverse engineering

“ An important part of the process of re-engineering is not to blindly reproduce a design to the measured data, but to analyse the geometry and replicate the thought process of the original designer, looking for the logic shrouded within the uncertainty” Measuring ‘gun’ of the Faro Arm is used to create input data from the item that needs to be replicated. Faro’s software can then produce an accurate 3D model of piece

calculating the location of the probe centre. The operator then uses the software to record point inputs, either individually or as a series of scans, and generate geometrical features such as planes, lines, circles, cylinders, spheres etc. Alternatively, irrational surface forms can be captured by mapping numerous points over a surface to create a ‘point cloud’ or build up a series of sections through an array of virtual planes. The density of the points or sections can be varied according to the intricacy or simplicity of the detail to be measured. This information may then be used within the Faro Arm software; for example, an inspection report to compare dimensions and tolerances to the original design specification or otherwise, may be exported to a CAD design system such as CATIA for further processing. Any manufacturing process has an inherent degree of uncertainty or tolerance – there is no such thing as perfection in real-world engineering. A wellengineered component, however, is designed to take into account these manufacturing tolerances but still allow the system to assemble and function as required. Although these variations may be very small (and increasingly so with modern, high-precision machine

tools), measurements with the accuracy of which the Faro Arm is capable will show the geometry to slightly misalign to what may be assumed as the original intent. An important part of the process of re-engineering, therefore, is not to blindly reproduce a design to the measured data, but to analyse the geometry and, in a sense, to replicate the thought process of the original designer, looking for the logic shrouded within the uncertainty. An array of holes, for example, may show a clear circular or rectangular pattern or symmetry; linear or angular dimensions are likely to fall on whole numbers of millimetres, fractions of inches, or degrees. The measured features will not lie perfectly on this assumed geometry, but if the variation is within what may be considered a reasonable manufacturing tolerance, then the original design intent could be assumed. This may be further validated if access is available to make comparisons with further functional components in the assembly. The more components that are measured within the system; the more thorough the process of re-engineering can be. Reverse engineering, therefore, is much more than a process of simply measuring what you’ve

reverse porsche engineering 911 gt3

masterclass with Mark Hales

‘Ever wondered how the good guys know exactly where the car needs to be? Find a way to plan your lap and manage your car and its tyres.’ A one to one with Evo and Octane contributor and hugely experienced racer Mark Hales, at the circuit of your choice. Discover why as well as how and you’ll never need cones again...

A more thoughtful way to develop your track driving skills

“Having spent several track sessions with different instructors, Mark really was a breath of fresh air. It is all too easy to sit in a car with an instructor and follow the instructions that are given, accelerate here, brake there, turn in now etc. Essentially you end up getting around because you have followed the verbal instructions provided, with little of one’s own application. Mark’s method was so very different and one that clearly produced results”.

Visit www.markhales.com or call Mark direct on 07860 75787859

reverse engineering

Above and right: Scanned geometry from the Faro Arm is transformed into highly complex 3-dimensional renderings

Below: The completed solid CAD model of the Simca gearbox case, with the ‘real’ item pictured above it

got. It’s much more like starting the original design engineer’s job over again, and defining a product that may be interchangeable with the original part, conforming to the same or similar net shape as required. But it should also be assured that it will assemble and function as intended. The new design could also encompass modern developments in material technology and high-precision or costeffective production. The designer could also consider alternative manufacturing techniques such as additive or direct manufacturing. There is the opportunity, if appropriate, to improve on the performance of the original component. There is not a design yet produced that could not be improved upon when carefully reviewed. Furthermore, modern analytical techniques allow for evermore efficient exploitation of material properties and optimised use of mass. Simply recreating a component to match a given set of measurements is therefore simply not enough – companies such as ours also have the knowledge, capability and experience to take the measurement data and use it to thoroughly and professionally develop a complete product definition of either mechanical, structural, or aesthetic designs. For the Renault gearbox, our client advised that the most important features to measure were the locations of the main shaft centres and their relationships. It would also be valuable, however, to capture the main features of the outside surface of the casting so that the packaging space could be respected. The internal mechanical geometry, therefore, was established by measuring planer features such as machined faces,

“ The new design could also encompass modern developments in material technology and highprecision of cost-effective production. There is the opportunity, if appropriate, to improve upon the performance of the original component” and the circular intersections of the bearing surfaces passing through. The cast surface, being almost entirely irregular, however, was defined by setting up series of parallel virtual planes so that the software would read points as the probe scanned across the surface being measured, gradually building up a series of sections defining the profile of the component at each intersecting plane. The scanned sections still need to go through a process of refinement before an ordered, parametric model can be created. So once imported into the CAD system, this raw data goes through a process of being ‘cleaned up’. Unfortunately, despite the impressive capabilities of modern CAD software, there isn’t a one-mouse-click function for doing this. It’s an unavoidably time-consuming process for the designer to interpret the sections, smoothing out any roughness and interpolating the areas between sections. Gradually a construction of refined surfaces is built up and stitched together. The end result is a solid model with an enclosed material volume. This can be the basis for any further required modifications, used to define an engineering drawing, or used as a 3-dimensional design definition for programming a machine tool cutter path or even direct manufacturing.

reverse engineering

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Talented and popular, Mark Webber has traded in his F1 career for a top ranking role in the World Endurance Championship. Here he tells TrackDriverâ&#x20AC;&#x2122;s Linda Keen what the differences are between those two worlds and what itâ&#x20AC;&#x2122;s like driving the new Porsche 919 Hybrid Photos: Jakob Ebrey Photography & Porsche

MARK WEBBER

or many years, Australian Mark Webber has been an immensely popular driver in Formula 1, in more recent years as Red Bull Racing teammate to four-times world champion Sebastian Vettel. Not only does he have a huge fan base in Australia, he also has a massive following in the UK and although he may not agree, he’s something of an adopted Brit. Linda Keen tracked him down on his Porsche World Endurance Championship début at Silverstone over Easter to quiz him about his new life in sportscars and what it’s like to drive the 919 Hybrid around the British circuit. Webber came to the UK at the end of 1995, knowing that to make it to the top echelons of motorsport, he would have to be based in Europe. With guidance from his English partner and manager, Ann Neal, Webber began the stiff baptism of fire in the UK, adapting swiftly and moving through the ranks of Formula Ford, Formula 3 and sportscar racing with Mercedes. He raced in Formula 3000 and combined that as a Benetton F1 test driver before being given his first shot in Formula 1 in 2002 with Paul Stoddard’s Minardi outfit, in which he finished a remarkable fifth on his Australian GP début. Roll on 11 years and Webber’s discontent in Formula 1 was becoming quite apparent, and during 2013, he was offered the chance to switch back to sportscar racing with the re-formed Porsche factory team in the new 919 Hybrid LM P1-H car. Knowing that he was in the twilight years of his Formula 1 career at the age of 37, and being a long-time Porsche owner and enthusiast, Webber accepted the challenge to be part of the team tasked with returning the Porsche marque back to the top of sportscar racing. It’s been 16 years since the Stuttgart company campaigned its marque in the top category but there’s no doubt Porsche means business in its desire to topple rivals Audi and Toyota in the LM P1-H league. Porsche withdrew at around the same time Webber was competing for Mercedes in endurance racing: he then had some pretty hairy moments as the cars were not exactly renowned for their on-track stability. The iconic photos of the Mercedes performing a terrifying double backflip with Webber on board during Thursday’s qualifying at Le Mans in 1999, and then again during Saturday’s warm-up, was testament to the car being unsafe to race and the team was forced to withdraw from the big race. Fortunately, Mark was unhurt. However 15 years have elapsed and technology has marched on exponentially, which must have been of comfort to the talented Aussie when he took to the track at Le Mans in June.

TD: What brought about your move from Formula 1 to sportscars? MW: The last few years in Formula 1 I realised that if I stopped racing altogether it probably wouldn’t be a good idea. I knew that Formula 1 was coming to an end; you’ve got to be a realist and know that nothing’s forever and at 37/38 you’re certainly in the window to have a look at it. So then what do I do? Porsche were in contact and I said, why not? It’s a new programme, it’s exciting to grow with them a little bit and they’ve got a great history as well, so that was enough of a tonic for me to continue my racing and then I’d have bookended my Formula 1 career with sportscars.

MARK WEBBER

“ An F1 car is 200 kilos lighter, so with the change of direction, the response of the car is a little bit more aggressive. For me generally I’ve got to be a bit more patient in the Porsche. The cornering speed in a sportscar is lower just because the downforce is a bit less and the weight is higher” TD: In simple terms, what is the main difference in the way you drive a Formula 1 car and a WEC car? MW: First of all a Formula 1 car is 200 kilos lighter, so with the change of direction, the response of the car is a little bit more aggressive. For me generally, I’ve got to be a bit more patient in the Porsche. The cornering speed is lower in a sportscar just because the downforce is a bit less and the weight is higher, from the regulation perspective. I have also the fourwheel drive element to take into account with the Porsche and that’s an awesome bit of kit to have: all of us [drivers] are getting used to the four-wheel drive component, which is probably the biggest effect. We’re rolling through the speed range a little bit slower; of course, I’m still on the limit of the tyre and going as hard as I can, and the sensation of speed is high –

just because you’re behind a screen, that doesn’t change – but it’s mainly the speed of direction changes and aggressiveness of the car.

TD: As a driver, and coming from the top category, what do you think is the main challenge in driving a WEC car? MW: The main challenge is just how many different conditions we have to drive in. I mean you’ve got to drive at 2.00 o’clock in the afternoon when you could have 30 degrees ambient and 2.0 o’clock in the morning, when you’d have 5 degrees ambient. It sounds boring but it’s quite a big deal when you put a car on the limit and you’re working with Michelin and the aerodynamic guys. So you get a big, big variation in conditions for the driver to deal with, and driving

Webber’s return to sportcar racing at Silverstone earlier in the year was marked by a Biblical downpour that shortened the race. His Porsche came home third

at night in the rain is another big component which is very, very demanding and challenging. And traffic management obviously. In Formula 1 when you’re leading races you don’t have as much traffic to deal with. Here, you have a lot of traffic to deal with.

TD: How does the downforce compare? Is it a lot less, or is it similar in absolute terms, but countered by the extra weight? MW: It’s less, I think, because single-seaters have a nice wing profile on the front, you can use the aerodynamics of the front radiator section and lots of that to your advantage. So single-seaters naturally will produce probably a bit more downforce. We’ve got the maximum downforce on for Silverstone – and our car is quite light – but for the future we have an eye on Le Mans setup.

TD: Does your Formula 1 experience give you any advantage, or is it a hindrance because people might expect more of you? MW: No, I think I’ll always want that experience. Even though it’s a different category and a different type of racing, I would always still be happy to have that burden to carry and yeah, I think people naturally expect high things of you. That means you must be doing something in a good way because people expect that level from you, so I’m happy to assist and help Porsche, and hopefully, most of the time I get it right.

TD: In pure driving terms, has anything about the Porsche surprised you or disappointed you? MW: I think the horsepower’s been impressive;

the combined horsepower of the two units together, the hybrid side and the engine side, that’s certainly a very impressive bit of technology. That’s good! Disappointed? Unfortunately us guys always want to find areas to improve, so I think we can work on chassis and other developments, which will take time. Porsche have done a brilliant job with the hybrid and stuff, and it will take time to get the other housekeeping more correct in terms of regulations in racing. You’ve got to get your gloves off and go racing, and that’s the area where we’ve got to improve.

TD: Casting your mind back, where have the major advances come since you last drove sportscars? MW: Well, probably a bit in every area, whether it’s safety or the cockpit environment, which is a bit more aggressive because there are areas that can be tightened up in there. Technology they’re using now on cars was just not around before. I had a gearstick in the Mercedes and a normal steering wheel. The cars are super, super complex; there’s still stuff going on with this car I don’t understand and all the drivers and engineers are still learning the parameters. There are so many things that we can learn and keep doing better and I suppose that’s why there’s so much performance potential in the future in this category and Formula 1.

TD: Comparing a Formula 1 car with the Porsche, do you take a different line on the track? If so can you explain what it is? MW: Yeah, a little bit. A lot of the practices and lines that I have from Formula 1 still translate quite well.

MARK WEBBER

“ The technology they’re using now on cars was just not around before. I had a gearstick in the Mercedes (1998/1999) and a normal steering wheel. The cars are super, super complex; there’s still stuff going on with this car I don’t understand and all the drivers and engineers are still learning the parameters” I can use a bit more kerb obviously, I can be tighter in certain sections because this car’s a little bit more userfriendly and flexible on the kerbs, so I can grab a bit more of the track. I actually could even have grabbed a bit more having looked at the tactics of some of the other guys. That’s fine, you live and learn, but in the Formula 1 car you can’t really go to those sort of limits because the car doesn’t really like it that much, whereas these cars are a bit more robust and you can get amongst it a bit more.

TD: What is it like driving with teammates who share the car as opposed to being your own driver in your own car? MW: Having your teammates is a big component of endurance racing, and basically the main things you have to adapt to is stuff like the seat and seat belt positions and seat belt lengths. But then there’s how you like the radio to latch on or latch off; it’s all a compromise and you haven’t even driven out the garage yet! So then we’ve got to work on driver technique and styles so, yeah, it’s one way or the other. You’re helping each other a lot, whereas in Formula 1 you’re really just focused on your own techniques, style, your own engineers and in the end you have the opportunity to design your own way to go about it. At this stage I’m a little bit more comfortable in the F1 car in terms of seating position because I now have to share the seat with Brendan [Hartley], although Timo [Bernhard] has his own seat.

TD: What about getting in and out of a Formula 1 car compared with the 919? MW: It’s pretty similar. I can be ready quicker in the 919 than I can in the Formula 1 car. I need to. I need to do a pit stop in 30 seconds. If we just do fuel and don’t put tyres on, the driver needs to be ready to go pretty quickly. Getting out the right-hand door is not easy; the regulations specify they want us to get out the right-hand door. That’s a bit of a challenge but the rest is very hard to compare.

At Silverstone, Webber, Hartley and Bernhard brought the number 20 Porsche home third overall after a rain-shortened five and a half hour race, but it was a podium place worthy of celebrations on the car’s WEC début. Both Porsche works team 919 Hybrids performed with aplomb at the Le Mans 24-Hours, on occasions leading the race from the Audis and Toyotas. Unfortunately, with about two hours remaining, technical faults floored both Porsches: Webber’s car was forced to retire, while the sister machine sat in the pit garage until the last lap when it was coaxed around the circuit in order to register a finish – it placed 11th. By this stage Porsche Motorsport was already working on improvements for its 2015 WEC contender.

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The Quicker You Slow,

the Faster You Go

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Experienced track driving coach, Andrew Bentley, on the importance of mastering the art of braking Image: Owen Brown

rake Horse Power: bhp. That’s what we want. Is there ever is too much of the stuff? Obviously not. I know this because in all of my years of driving fast, I have never once stepped out of a car and uttered the words: “I think it would be better if it had less power.” Never. Not even an awful car with really bad, vindictive handling characteristics. One that, you assume, has been designed by an evil genius with some kind of Darwinian-like plan, engineering in handling characteristics that are so bad it would kill off those stupid enough to attempt to drive it quickly. The clever thing about power is that you have a throttle pedal. Despite what has apparently been taught to some trackday drivers I’ve encountered in my time, it is not a digital switch. There is indeed an ‘off’ setting, along with an ‘on’ setting. But, there are lots of other positions the throttle can be placed in as well. These other settings are massively beneficial and will help you make swift and safe progress through and out of a corner. If you haven’t already, I suggest you try them some time; you may surprise yourself, and it really will open up a whole world of options. If then we find that the car has too much power for a] the chassis or b] the driver (obviously it’s going to be a]), one can adjust the amount of power being delivered to the wheels. Whether that happens or not is a function of our own ability to control what our right foot is doing. So fundamentally, we have a choice. And it’s obvious that more power is better. Every single car manufacture is giving us more power with each new model variant. In the world of modification, there are only car tuners not de-tuners. So bhp has got to be the most important aspect of a car, right? Well, maybe… Let’s accept that power is king. But what about handling? The chassis is also pretty important. But, with our ability to control even the biggest skids imaginable, we can overcome any flaws in the chassis – or any laws of physics – by just trying harder. Also, it’s well known that those quick guys passing us out on track throw money at new tyres, so we’d be as quick as them if we did the same. We can buy dampers with knobs on as well. Anything you can adjust is good. Even if you don’t really know what a damper does or how it works, I’m sure you’ll find that by twiddling the knob left – or right – will make it better. In conclusion then, I think we can all agree that if you want to be a better (faster) driver, we need to find a way of screwing more bhp out of our motor, buy new tyres and throw some adjustable suspension on it. Simple. And yet stop a moment (big clue) and think about it. Is that all there is to driving? What are the fundamental inputs we make to a car to go around a track? 1) Turn the steering wheel to guide the car around bends. 2) Accelerate to make the straights as short as possible. 3) Brake to slow the car down to the correct pace so we can do no.2 without crashing.

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The Quicker You Slow…

Owen Brown

When checking your on-board data after a few laps, spend as much time looking at your braking performance as you do your lateral g and acceleration

Points 1 and 2 are easy. I’m sure we have all gone around a corner on the limit of the grip. We can tell this from the way we have the car dancing on the end of our fingertips, an incredibly slight slide, with almost neutral steering, a magical, near Zen-like experience. Then, we’ve accelerated as hard as we can out of the corner, burying the throttle through the bulkhead. But what about point 3? Do we brake properly? Ask yourself honestly, have you ever actually totally nailed a brake zone? And then did you do it again at the next corner, then for the next 12 laps at every brake zone on all 11 bends which require centre pedal application at the Silverstone GP circuit? That’s 132 perfect stops. I can tell you that you haven’t. No one has. We don’t talk about braking because it’s not one of the coolest bits of driving that we can do – your mates

will be impressed that you can do big skids round bends and then accelerate away leaving big, smoky black lines on the floor. However, no one has ever said: “This is my new car – look at the brakes! I’m not sure what engine it has and I haven’t got a clue what tyres it’s got on, but just look at those cross drilled and ventilated discs!” Carbon composite/ceramic braking systems are a perfect marker of our understanding and knowledge as to what brakes do, why they are important, and how they work. There is so much misinformation about them it’s unreal. Even the car salesmen flogging these incredibly expensive bits of technology generally don’t know how they work and what their true benefits are. If they don’t, how on earth are you, the customer, going to know? All we know for sure is that they are

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made of carbon and so are F1 brakes, therefore they must be great and well worth the £10,000 price tag. And why are we talking about slowing down anyway: we want to go fast… Braking done properly is one of the toughest elements of driving. Don’t just take my word for it. A decent chap called Jackie who used to race cars in the ’60s and ’70s said that it was the last of the skills he mastered. (Sir Jackie Stewart won three F1 World Championships, so he was a bit handy.) And braking well is vital to the cornering process. Think about a corner like a mathematical equation: b = braking, c = cornering, and a = acceleration. However, the cornering process isn’t made up of digital actions. You don’t flick a switch and apply 100% brake pressure then flick the switch back off, only to flick another switch to turn the steering wheel to 100% of the required steering angle, and then flick that switch off and do the same with the accelerator.

I’ll leave you to work out what s stands for. The thing about braking is that because it’s the first process of the corner/equation, if you get it wrong you can no longer get the rest of the corner/equation right, no matter how well you do it. If we look at all three parts (braking, turning, accelerating) of an average corner in terms of seconds, we will typically spend the least amount of time braking compared with the other two parts. But in comparison with accelerating, we’ll be having a greater effect on the speed of the vehicle. Think about it. Just about any car will can take speed off much more quickly than it can put speed back on. And you’ll almost certainly spend more time applying some degree of turning angle with the steering wheel than you will pushing the centre pedal in a braking zone. So percentage-wise, you’ve got the most important job to do with the least amount of time, and if you get it wrong, you can’t get the rest of the bend right.

“ So how should we brake? Sweeping statement time… We should brake harder. When coaching a complete novice on track, the most common term to come from any instructor’s mouth is ‘BRAKE HARDER’. Your average driver just has no concept of what kind of force is required when driving on a track” There are stages to each of these processes. Let’s keep it simple and just say there are three elements each to braking, cornering and accelerating. For example, the three component elements to braking are; x = initial pressure, y = maximum required retardation and z = pressure release. So, x+y+z = braking, and so forth for cornering and accelerating. Got that? Good. So, we have an equation: (x+y+z) = b + (x+y+z) = c + (x+y+z) = a = Yes, nailed it! What happens if we get the first part of the equation wrong, though? (x+h+s) = s + (x+y+z) = c + (x+y+z) = a = Oh… I’ll get it right next time/I didn’t expect tyre walls to be quite so firm.

So how should we brake? Sweeping statement time… We should brake harder. When coaching a complete novice on track, the most common term to come from any instructor’s mouth is ‘BRAKE HARDER’. Your average driver just has no concept of what kind of force is required when driving on a track. A great demonstration of this was when coaching in a Nissan GT-R, a rocket ship in every sense. The GT-R has a centre console screen, the contents of which have been designed by the clever chaps who create the epically successful Gran Turismo racing game series. Somewhere on one of the 48 pages of critical information, among the turbo inlet pressures and gearbox lubricant temperatures, is something actually useful: brake pressure, measured in %.

Below: professional racing drivers appreciate the benefits of truly hard braking, hence the glowing discs…

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The Quicker You Slow…

Jeff Bloxham

Cars as quick and rampant as TVR Tuscans make you concentrate harder on your braking: otherwise it could end in a very high speed ‘off’

During an appropriate session on track with an appropriate cross-section of the driving community, I did a very unscientific experiment. When briefing my drivers, I didn’t focus very heavily on how hard to brake, saying no more than you’ll have to brake harder than you would on the road. They intelligently reasoned that this makes sense and would do their very best to follow my instruction if asked to brake harder. Off we popped onto the circuit. Arriving at the first big braking zone, despite hitting the brakes at roughly the right point, as expected we sailed past the clipping point. After being guided that not enough pressure was applied to the pedal and that it needed

the brake pedal that way, so can be forgiven for taking a while to get used to it. You’ll never use the brakes in the same way on the road. Some track ‘instructors’ compare it to an emergency stop. Although in some respects the ultimate pressure may be similar, it’s not a great comparison, so avoid trying to replicate it. The fear of skidding is huge as well. Very few drivers are truly aware of ABS and how it works, so they think that hitting the brakes really hard will send the car into an uncontrollable skid. There are also physiological barriers to deal with. You’re on a race track in a performance car and you want to go fast. Braking hard is literally the opposite of what you’ve

“ There are also psychological barriers to deal with. You’re on a race track in a performance car and want to go fast. Braking hard is literally the opposite of you’ve turned up to do. Add to this the fact that modern race tracks are incredibly wide so one’s perception of speed is greatly diminished: it’s a recipe for things not working out so well” a lot more, we tried again. A bit better, but ultimately the same result. Despite being fully aware that continually missing the clipping point is a clear signal that too much pace is being taken into the bend, this carried on throughout the session. Approaching a big brake zone, I asked the driver to brake as hard as possible – don’t hold back, give it everything. He did his best. On the way back into the pits I pointed to the brake pressure dial on the info screen. I then asked the driver to replicate that braking force, while keeping one eye on the reading. Boom. 50%. He looked a bit confused. How come he was braking as hard as possible but the little dial on the display only rose to 50%? We swapped seats. First brake zone, my passenger tried to spot the brake pressure readout, but was too busy peeling his face off the dashboard. Better prepared for the next brake zone, he could see that the dial really does reach 100%… Big, uncomfortable lesson time: it must be something he’s doing. So if he realised he was taking too much speed into the bend, why didn’t he slow down more? There are a few answers. A novice simply isn’t accustomed to using

turned up to do. Add to this the fact that modern race tracks are incredibly wide so one’s perception of speed is greatly diminished, plus you’re in a sports car that’s really good at going around bends… We have a recipe for things not quite working out so well. It’s not just novices that struggle with this, though. In relative terms, even very experienced trackday drivers and racers struggle to get it right all the time. If you brake early, you’ll definitely make the bend, so you can make up for the less than ideal start to the bend by trying harder in the other bits (this is obviously not correct but you’re welcome to think that if it makes you feel better). Pushing it to the limit is really hard because when you are trying to brake as late as absolutely possible, once you start that braking process you can’t go back. You’ve hit a bell that can’t be un-rung. But if you realise that you’ve braked too late, you’ll invariably react in a blunt fashion and apply an un-considered force, probably locking a wheel/activating ABS. At best, this normally ends in just about staying on the track with potentially flatspotted/square tyres, or more likely, an off with flatspotted/square tyres.

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The Quicker You Slow…

Learning how to brake properly is a case of trial and error. When I’m coaching a client specifically on braking techniques, I often base the training at a strip of tarmac and when appropriate we use their race car, or any car without ABS. We’ll spend all day driving up and down in a straight line and also initiating the start of a turn, using techniques which allow us to focus on the foundations of threshold braking. Ultimate braking can only be learnt through feel. Explaining how to brake on a page simply using written words is almost impossible. But because we push the boundaries of conventional journalism here at TrackDriver, here goes: Think back to that mathematical equation we covered earlier and the three stages of braking – x, y and z. Initial application of pressure should be assertive but measured. This is x. What you’re trying to do at this stage is transfer weight onto the front tyres but not grab or shock the brakes. Think of this as giving the car a bit of a heads-up as to what’s about to happen; it’s all done in the blink of an eye, of course. Then, once you’ve

steering begin to go light, even in a straight line. If your car has road or trackday tyres, you can sometimes hear a squeal of protest when they’re right on their limit of grip (if you’re running slicks, you won’t). In this phase, there is constant modulation taking place. You’re responding to the bumps in the brake zone, the car kicking around and moving and, of course, you’re adjusting and reducing the brake pressure as the car sheds speed. And that’s a really tricky bit: z. When the appropriate amount of speed has been removed, we need to start the process of relieving the pressure from the brake pedal, freeing up some energy for the car to be able to start to turn into the bend. A pro is able to consistently judge the amount of grip the tyre has available for retardation and also for turning in at the same time. This allows them to keep the brake on a little, while initiating the steering angle. The benefit is that it keeps weight over the front tyres (but not too much) and it kind of blends one action into another, meaning there is no pause, or downtime between braking and turning. Efficient.

“ A pro is able to consistently judge the amount of grip the tyre has available for retardation and also for turning in at the same time. This allows them to keep the brake on a little, while initiating the steering angle. The benefit is that it keeps the weight over the front tyres, and it kind of blends one action into another. Efficient” initiated the weight transfer, we can move on to y. The pressure can now increase firmly. At this point your right foot – or left foot for those with paddle-shift cars – is on heightened alert for incoming signals from the brake pedal, clues as to what might be happening to the rubber currently in contact with the tarmac. Add into this the feedback from the steering wheel. For the benefit of those who aren’t too up on the mechanics of cars, thanks to the wonders of weight distribution and momentum, the front wheels, which are connected to the steering wheel, are also the wheels doing most of the braking. These are the ones that will be giving some of the biggest signals. What few people realise is that it’s really hard to lock a tyre when traveling at high speed in a well set-up car. It’s only when the speed starts to drop into the sub-70mph zone that locking a wheel is more likely. This is especially true for cars running big aero packages that create considerable downforce on the tyres at speed. One of the reasons for this is simple. Next time your washing machine is on the spin cycle, take a look at what’s going on. The energy it’s developing is pretty impressive. The whole machine moves and shakes, which is astonishing given how much those things weigh. What you’re seeing there is the gyroscopic effect. If your pants, socks, T-shirts and jeans can have a big enough impact to move 80kg of washing machine around your kitchen floor, just imagine what a brake disc, wheel and tyre can do. Typically, if the wheels do start to lock, you’ll feel the

What a novice tends to do once they’ve finished with the braking, is move straight onto the next bit. Generally with little finesse. The trouble is that coming off the brake pedal quickly has the immediate effect of launching the front end of the car in the air, thanks to those springs coiled around the mystical dampers. Which removes grip from the front tyres. Anyone experienced understeer as you turn in to a corner? By holding onto the brakes a little as the car turns into the corner, we are trying to manage the weight of the car, keeping a good proportion of it over the front wheels to help with steering and grip. Too much braking force at this stage will either cause a front wheel to lock, or lead to dramatic corner entry oversteer. This is key and why jumping from braking to cornering to accelerating is not a digital exercise, it’s done with finesse and feel: a case of physics meets art. This example is a typical explanation of normal braking for an average corner. Only thing is, there’s no such thing. Every corner is different. Some are similar, but they’re not the same. What I’ve described is an example of technique. If this technique is applied and adjusted for each car, corner and weather condition, then you’ll have the right tools in your box to be able to get the most out of every brake zone, every lap. I hope that it is now a little clearer why braking is one of the most important things we as drivers need to focus on. We need to keep practicing and we need to keep learning how to slow the car down, ultimately to make it go faster.

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Circuit Guide App

Interactive 3D Experience for Track Drivers and Motorsport Enthusiasts Using TrackDriver magazineâ&#x20AC;&#x2122;s professional racing drivers and instructors who hold a detailed knowledge of all UK racing circuits, a series of interactive 3D walkthroughs guide you around the circuits at each racing venue in the UK. At launch the app covers the main circuits â&#x20AC;&#x201C; it will self-update to include more venues and circuits as they are covered. Each circuit comes complete with a set of interactive 3D replays of hot laps, allowing a shoot-out

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between different lap attempts, approaches, vehicles and drivers. A driver can import their own hot-lap from their data logger. Our Trax garage includes typical trackday driver's cars. Periodically, new vehicle models will be automatically added to the garage. If you are a trackday driver, feel free to send us requests to include your cars! This will allow you to perceive a more immersive and semi-realistic replay of your lap.

ONCE UPON A TIME… SU carbs and comparatively primitive engine management systems have put Mr Walker in a reflective frame of mind

hen the road ahead looks decidedly rocky, I have been told that it is no bad thing to look back and see how far you have come, rather than stress about how far you still have to go. I was reminded of this recently when a neighbour asked me to take a look at his Triumph Spitfire which was running badly. Opening the bonnet I was struck by how little there was to check: just the one coil, one distributor – and two SU cabs. No sensors or trigger wheels and no ECU. In fact, no electronics in sight. The rough running was obvious; the front carb float was flooding and dribbling petrol out of the breather, dousing the engine bay. Digging back into the old memory banks, I seemed to remember that the easy fix was to give the float bowl a tap with a half-inch spanner. This releases the stuck float needle valve and I recommended that the owner fit some new ‘Viton’ tipped float needle and seat valves. This was the fix back in the day. He duly acquired and fitted the new needle and seat valves but the next day the car would not start. Back I went again and cleaned the plugs. It fired up and ran richer than Richard Branson. The choke on the SU is a lever that holds the main jet down and the jets were stuck. I pressed them back up and recommended that the carbs be stripped and cleaned – probably long overdue on a car that is over 40 years old. Jump forward to 1999 and British Touring Cars (BTCC) were state of the art and light years away from the Triumph Spitfire. I recently had the old Labatt’s BMW here for an ECU fit and a mapping session. What was state of the art, bordering on black magic, just fifteen years ago is about standard clubman spec now; dizzyless ignition and double injectors. This particular car was a pig to drive on the original Zytec ECU setup, but then it was a cutting-edge racer in its day. Out of interest we took a power curve and it proved to have

about 50bhp less than was broadcast back in the day. We made up an adapter for our K6 ECU and got it running on a Ford base map. It was then strapped down on the rollers and I set about mapping it as I would any other car. It proved to be a lovely engine once all the rich mixture problems were sorted and we also gained nearly 40bhp over what it came in with. I was amazed at how badly the original ECU had been mapped considering this was a ‘works’ car. Then again, back in 1998/1999 not many people really knew how to map an engine, let alone had access to the Zytek ECU. As an engine calibrator you could get away with a lot because most people knew no better. Since the mapping session the car has been out in the Classic Touring Car series and won its class every time. The owner is very happy and as a result I now have the works Prodrive Honda from the same period to do. I can’t do a ‘before and after’ session as the original ECU has been removed, along with the CD Ignition coil driver box. Since the engine only has to rev to 8500rpm (the statuary rev limit back then), we are going to swap the CD coils for conventional ones from the S2000. With the ability to map the coil on time, I don’t think we will have a spark energy problem, especially since it is only revving to about 1000rpm less than the S2000. What that does mean, though, is that we will lose the original surface discharge plugs. These plugs are great for running a full-on race engine because they have a superwide heat range and generally run at about the same temperature as the combustion chamber. The downside of that is that they are not self-cleaning, in as much as they do not get hot enough to burn off carbon deposits. In theory this is not a major disadvantage, because the spark is so powerful it can punch its way through any fouling on the plug. Another downside is that the engine can be a pig to get started from cold so starting on road-type plugs until the

walker’s wisdom

“ I recently had the old Labatt’s BMW here for an ECU fit and a mapping session. What was state of the art, bordering on black magic, just fifteen years ago is about standard clubman spec now” engine warms up and then swapping over is the norm. Theoretically a CD coil gives more accurate ignition timing, since the spark is very high energy but very short duration. Compared with a conventional coil you might find your timing map looks retarded on the CD ignition. It will be very interesting to get this one going and see how much power it is making. Back in the day it was all about maximum power and nothing else, but for this car we need a few road manners as it is not going to be driven by highly paid professional drivers where winning is everything.

Like most Classic race series a lot of the fun is the taking part and, so some extent, re-living the glory days of yore. Back in 1998 I never dreamt I would be mapping a BTCC car but now it is pretty much routine. I wonder where we will be in another fifteen years with the rate of progress in engine designs – variable cam timing, electronic throttles, intelligent transmissions. Will my neighbour still have his Spitfire and will I still be able to remember how to adjust an SU carb, or even recall what day it is? My fingers are firmly crossed!

START-UP

ginetta racing

Fancy doing a bit of racing but can’t get your act together? Well, if you’ve got the money then Ginetta will sell you a road-legal race car complete with training and a mini-race series, as Carl Owen reports from Silverstone Photos: Jakob Ebrey Photography

ince the creation of the company in 1958 by the four Walklett brothers, Ginetta has maintained a focus on the track, even when building road cars. For the past few years its race cars have provided an affordable route into hyper-competitive motorsport, and if you’ve ever watched video footage from any of its one-make series, you’ll know that Ginetta racing is hard to beat for door-banging drama and excitement. Keen to broaden the appeal of its products to folk who might just be dangling their feet from the pit lane wall rather than getting involved on the track, Ginetta has now launched the G40 Club race/road car, attached to which is a package called the Ginetta Racing Drivers Club – this is a complete starter package for wannabe racers, including its own race series intended for

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drivers with limited track experience. And TrackDriver was invited along to its media launch at Silverstone. At the heart of the package is a brand new and fully road-legal Ginetta G40 Club, that you could, if you fancied, drive to and from races: the added advantage is that you can get used to the car’s dynamics whilst popping down to the shops. And putting in some extra seat time is advisable, because this is most definitely a road-legal race car rather than a road car you can use on track: the brakes are non-servo and therefore require an almighty shove, the five-speed manual gearbox has a short-shift mechanism that requires some getting used to, and the clutch is heavy. Even the throttle pedal has a far meatier action than you’d expect in a modern road car.

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The G40 Club comes all caged up and complete with a fire extinguisher and cut-off switches, etcetera, so you could literally drive it away from the Ginetta factory and straight into a race. The rest of the GRDC package from Ginetta includes everything you need to get started in racing: a couple of trackdays and tuition to get you into the swing of driving on track, an ARDS test for your race licence, and a four-round mini-race series populated by likeminded novices with factory support to get you on your way. Total cost is £32,700 (which is £27,250 + VAT, but subject to revision for next season), which seems reasonable given that you get to keep the car. Even without being told you could probably guess that the G40 is a glassfibre body wrapped around a

ginetta racing

spaceframe chassis, although the slightly unusual thing for a race car turned road legal, is that it’s a coupe and not a roadster. Propulsion comes from a naturally aspirated 1.8-litre four-cylinder Ford Zetec engine with a modest 136bhp power output, but with just 880kg to haul around it’s not as though it feels underpowered. In fact, the power output has been matched to the behaviour of the chassis when it’s on road-legal track tyres, giving the car a nice, natural balance. After a sighting lap at Silverstone that I used mainly to discover where all the gears were, I felt confident enough to start playing with the G40’s dynamics, trail-braking into Becketts to rotate the car into the apex, then using the surprising torque of the engine to balance the car on the throttle as it came to the exit.

Say cheese… Ginetta’s media day for the G40 Club’s launch was well attended: a couple of people forgot their coats, it seems

ginetta racing

“ The G40 was also fun to drive if you wanted a little bit of drift action on the exit of the corners: relatively low levels of grip from the road tyres made it very controllable and progressive. Personally I thought the grip levels were good, helped in part by the lightness of the chassis” G40 Club (above) sprightly despite modest power from its four-pot Ford engine. Car comes complete with its own mini race series

I thought the handling was very neutral and didn’t have any tendency to oversteer or understeer beyond what you did with the pedals and wheel. Some of the other people at the media day thought it was a bit tail-happy going into the fast corners, but I suspect this was because of their digital use of the controls. The G40 was also fun to drive if you wanted a little bit of drift action on the exit of the corners: relatively low levels of grip from the road tyres made it very controllable and progressive. Personally I thought the grip levels were good, helped in part by the lightness of the chassis. The cabin was quite roomy for a relatively small car and my 6ft 2in carcass plus helmet were accommodated without issue. I did find, however, that the steering

Virtual winner

wheel was a little low for me and that it obscured the instrument panel, but I’m sure that this could be adjusted if I actually owned the car. Also the pedals were very close together, which is a good thing, but only if you remember to wear your race shoes… So overall it’s a very impressive car and package for the money. The G40 has commendable chassis balance, a good power to weight ratio, just the right amount of grip, and confidence-inspiring suspension. And should the Ginetta Racing Drivers Club introduction to the world motorsport light your fire, then the factory can supply upgrades galore to take you further up the ladder. For more information visit www.ginetta.com

More shenanigans during Ginetta’s media day included the competitive use of a race simulator in the pit garage. As you may remember from my article in TD18, I’ve used a simulator a lot recently to hone my driving skills: but I thought I’d keep that a bit quiet given the calibre of some of the company I was in. To open the score on the simulator, Ginetta asked BTCC driver Paul O’Neil to lay down the gauntlet for the day’s sim challenge. Paul set down a stellar lap with literally no warm-up and then left it for the rest of us to have a go. Unfortunately I was next in line, which proved a little embarrassing as I put in a flying lap one second faster than Paul’s. Oops. My bubble was burst before long, however, when I saw

I was lying in 3rd, and that TJ Knowles (son of TV presenter Nick Knowles) was head of the leader board. Time for another go. This time I switched to left-foot braking and managed to exactly match TJ’s leading time: we were unbeaten for the rest of the day. There were several trophies up for grabs for the day’s activities, but only one for the fastest sim racer, so it came down to a one-lap head-to-head between myself and TJ. He went first and I saw him make one tiny mistake, braking too deep into one of the corners and costing him 0.5s, so all I had to do was manage a clean lap and walk home with the silverware. TJ was understandably a bit miffed, but took the defeat graciously. Carl Owen

porsche ginetta 911 racing gt3

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ginetta racing

Learner (race) driver

While his father, Nick Knowles, was at the Ginetta media day in the capacity of ‘celebrity’, TJ Knowles got the chance to go out in one of the cars. TrackDriver asked for his thoughts TJ Knowles, son of TV presenter Nick (above on left), is a keen advocate of GT racing and therefore hugely enjoyed his day out with Ginetta

o me it’s strange that while GT races are extremely action-packed, they don’t get nearly as many spectators/viewers as the distinctly dull Formula One. So I was delighted to have the opportunity to drive a GT racer at Silverstone, courtesy of Ginetta. One of the steps Ginetta is taking to make GT racing more accessible is its Ginetta Racing Drivers Club championship. It is run exclusively for owners of Ginetta’s G40 road/track car and according to Ginetta’s commercial director, Matt Lowe, “our customers felt that they needed somewhere to truly stretch the cars’ legs and make use of the fully welded in safety roll-cage.”

Trackdays, are an option, of course, but many drivers wanted to have that ‘hairs on your chest’ moment when you line up on the starting grid, testosterone pumping at a higher rate than the petrol being forced into the cylinders; they wanted to race. Lowe understood and has answered their needs. The GRDC package is aimed mostly at transforming the slow to speedy and the nervous to nutty. The session starts and after only six minutes I’m seated in, belted up and pushing the starter button. I pull back on the positively manly sequential (back/forward) gearlever to select first (I drove the G40R, not the manual GRDC car) and potter up to the end of the pit lane. In the three laps that follow I learn a few things. First is that the brakes are very good, but because they are un-servoed they require a lot of stomping: it’s a bit of a shock after an everyday road car. The second thing I find during my limited time in the car is that it is very sensitive to steering inputs when entering high-speed corners. This is a good thing, the limit is reached fairly easily and there are plenty of warnings in the build-up to it. Slides can be quickly counteracted and therefore are not too detrimental to your final lap time. I do think, however, you have to be careful if you are coming out of a front-wheel drive car, as is the case with me. The G40 extremely responsive and will not stand for the kind of ham-fistedness which I require to get my own Peugeot 205 GTI Turbo around a bend. TJ Knowles

ginetta want2race racing

James Taylor is crowned 2014 want2race champion

Winner James Taylor (second from the left) lines up with his rivals and members of the want2race team

he 2014 Ginetta want2race competition concluded in dramatic fashion, with 2013’s runner-up James Taylor (qualifying from Whilton Mill Karting Circuit) taking victory in the final one-on-one ‘shootout’ stage. Novice driver Taylor, 26, wins a £6000 fully-funded race package in the Protyre Motorsport Ginetta GT5 Challenge at Donington Park. Following their successful qualification, 130 drivers were invited to Blyton Park, with their driving skills being put to the test by no less than seven experienced want2race instructors in five race-prepared Ginetta G40s. BTCC drivers Jack Goff and Adam Morgan were joined by Ginetta racers Max Coates, David Pittard, and Louise Richardson for instructing on the two ‘heat days’, with karting legend and Ginetta GT veteran Mike Simpson and TrackDriver magazine editor Mark Hales joining the team for the final stages of assessment. Changeable weather conditions weren’t enough to dampen the spirits of the aspiring Ginetta race competitors, with both heat groups showing exceptional levels of skill and commitment on the ever-changing track surface. Following two sessions – one to settle and learn the circuit and the second to show the instructors what they’re made of – the top 10 drivers from each day progressed to the competition’s final stage. Instructors Goff and Morgan were hugely impressed by the finalists, as the majority had little or no previous trackday experience. A new challenge had been added to this year’s competition final, with a new circuit layout dubbed the ‘Eastern Circuit’ being introduced. As the new circuit featured several technical sections alien to even the Blyton veterans, the decision proved effective in testing the drivers’ ability to adapt to a new track. Four finalists emerged for the shootout stage; 2013 want2race runner-up James Taylor, young kart racers Ashlee Whiteman and Harry Hardy, and former rally scholarship finalist Mark Stephenson. Harry and Ashlee were the first to step up in the dry afternoon, driving three-lap assessed sessions alongside both Mike Simpson and Mark Hales. James and Mark soon followed and after an hour of impressive driving all-round, two finalists were chosen for one last independent driving session. Although the inexperienced Ashlee Whiteman had an early off-track excursion, his ever-increasing pace and exceptional prowess behind the wheel earned him a place alongside consistently-quick 2013 runner-up James Taylor. The final shootout for the 2014 want2race was to be flat-out, with no instructors. Ashlee headed out first as the dark clouds rolled in above and was instantly two seconds up on his previous fastest time.

The want2race instructors looked on as Ashlee continued to find time all around the circuit, but a high-speed spin on one of the final tricky turns during a sudden downpour halted his efforts. James soon took to the track and impressed with his immediate pace in the greasy conditions, before going on to set the quickest time of the competition as the track dried. The judges announced the top three drivers for want2race 2014; 3rd place, Harry Hardy, 2nd, Ashlee Whiteman, and the 2014 want2race champion – James Taylor. James had the following to say; “I genuinely can’t believe it! I’d like to say a huge thank you to Ben, the want2race team and Ginetta and I absolutely cannot wait to get out on track at Donington. It’s a dream come true to be entering my first ever race behind the wheel of a Ginetta G40 – I was so close last year!” Ben Hyland, want2race organiser said; “Another fantastic year for wan2race! It was great to see a mixture between faces from past years and fresh talent eager to impress for the first time. The calibre of our final four competitors in the shootout justifies the ethos of the competition; giving those new or inexperienced with car racing a chance to compete at a national level based purely on their natural talent. I’d like to thank our partner Ginetta for providing their brilliant cars and support throughout the competition, Richard and the team at Blyton Park for hosting a perfect three days, and of course all of our want2race partner kart circuits, TrackDriver magazine, Karting Magazine, ION cameras, and Nicky Grist Motorsport.” Mike Simpson, want2race Head Judge & Ginetta Head of Sales said; “It’s great to see the competition’s success growing alongside Ginetta, and all of the want2race entrants – especially the final 20 I got to see first-hand on Friday – drove brilliantly considering their relative inexperience. I was hugely impressed by the talent on show in the final shootout between James and the others, and I’m confident we chose the right winner in the end to do us proud at Donington.” Mark Hales, want2race Head Judge & editor of TrackDriver magazine finished with; “It was a pleasure to join thewant2race Ginetta team on the final day of judging in this year’s competition, and all four drivers Mike and I found ourselves alongside were fantastic. Want2race offers a unique opportunity to these aspiring drivers, and it was great to see James coming out on top in the end – a very well-deserved victory! Even those finalists who didn’t quite make it should feel proud of their performances on Friday; it really was tough to decide who to put through at certain stages.”

TEAM CARS

Alfa Romeo 2600 Sprint

Photos: Jeff Bloxham and Tony Murray

car in one piece, an entry to a race – at last and after a very, very long winter re-build, the 2600 is running under its own power. All pretty easy really; or possibly not… To briefly re-cap, rattles from deep within the Alfa’s six-cylinder engine were its way of crying “enough” on the long sweeps of Snetterton’s Coram. So a rebuild was in order, a task entrusted to the reliable folk at Rusper Alfa Romeo. And with the engine bay empty, I elected to get on with freshening up the bodywork and make some much-needed mods. The car was stripped of glass, lighting, rubbers, wiring and chrome trim, roll-cage, instruments, brake and fuel lines, and the re-paint covered the whole car except the underside, engine bay and, initially, the boot area. The latter was down to the fact that I had delays getting the new FIAapproved fuel tank made in time to weld in its new mounts – while the previous tank was located in the vulnerable area of the boot floor, the new one is mounted against the rear bulkhead. I’ve recently seen a photograph of a 2600 road car that had been hit up the rear and caught fire, resulting in nothing worthwhile left of the car, so I think the effort to move the tank is worthwhile. We had to do a little extra preparation to the shell: the door pins had seized so we cut them off and machined new ones,

Top: Tony heads an Isuzu Billet and a brace of Jag Mk2s during the Sears Trophy race at Goodwood’s 72nd Members’ Meeting. Heady optimism was soon to be culled by an angry oil light. Above: Minor refurbishment pre-season included a respray by Gary Chappell. Work also included moving the driver’s seat for an improved driving position, and relocating the fuel tank to hug the rear bulkhead

before welding the hangers back into place. Now it’s easy to remove the doors at any time for major work. One area of rust, at the base of the passenger door, was attended to, then it was off to painter Gary Chappell to work his magic. During the prep we took the opportunity to re-locate the seat, lowering and moving it a little

nearer the steering wheel; I’d always felt I had to stretch just a little too far to reach the steering wheel and switches. The seat was at its maximum forward position but with some cutting and fabrication, I now had it positioned to my liking. Within a week the Alfa was back in my workshop looking splendid in the same Alfa Romeo

TEAM CARS

Blue Hollandaise colour as before, but now with a wonderful deep shine. Next job was to fit the now matching blue roll-cage. This was a delicate operation, as the cage’s tubes were a close fit and we didn’t want to damage the fresh paintwork. Simon made up a much simplified wiring loom that clipped neatly in position, together with new brake and fuel lines. The twin Facet fuel pumps were re-located from beneath the car to within the spare wheel well in the boot, allowing for easy access and shorter pipe runs. The new alloy fuel tank arrived on the date promised (thank you Alloy Fabrications), the mounts were made up and Gary came along one morning and painted the inside of the boot area. After a few days to allow the paint to harden, we were able to mount the tank, pumps and lines. The chrome trim and side glass were relatively easy to re-fix. All the chrome had been cleaned, polished and prepared ready for re-assembly. One of the blades on one side of the Alfa’s grille was in a bad state and had to re-chromed, but the remainder were in good condition for a 49-year old car. The front and rear screens presented a problem as the original rubbers were brittle and disintegrated in my hands, and both screens leaked from the day I bought the car. I tried to source replacement rubbers from trade suppliers but nothing worked, so eventually I had to bite the bullet and buy genuine Alfa Romeo seals from Classic Alfa at £190 each plus VAT. I really don’t want to think about how much I’ve spent on this re-build, but will add up the bills eventually and then

probably retire to the pub for solace. The list of repairs, mods and replacement parts keeps growing the more I think about it, and to date includes: earbox rebuild, including new syncros. G Engine rebuild with re-ground crank, new main and big end bearings, gasket set (£200), valve guides, piston rings, refurbished con-rod, new bolts and shims. n Full set of silicon hoses. n Re-furbished oil cooler with new braided hoses. n New dynamo-look alternator and full wiring. n Electric fans (radiator and cockpit). n Relocated new FIA-approved fuel tank, filters & lines. n n

After a lot of hard work from my helpers the 2600 was eventually back together and ready to go. Time was getting tight for the car to make its first appointment outing at Goodwood’s 72nd Members Meeting. The planned rolling road set up had to be aborted because we couldn’t get oil pressure – these Alfa engines are notorious for not picking up pressure after a re-build. So we ended up back at Rusper where Dave Comber, with his years of experience, managed to prime the pump and after what seemed an age found pressure. My test session amounted to run up the A264: yes officer the Alfa is taxed, insured and MoT’d. Next stop Goodwood, but only just… We arrived in the paddock and parked up with all the others competing in the Sears Trophy, at which point my confidence took

a knock when I spotted the calibre of the opposition – the likes of Nick Swift and Andy Harrison in their rapid Minis and a host of hot Lotus Cortinas and Jaguar Mk2s to contend with. Qualifying went surprisingly well, though, re-learning the track and the freshly fettled car – it was now equipped with cams that gave it a wider and more effective power band, and then there was the limited-slip diff. I did my usual qualifying trick of not performing that great, placing 20th out of 28 runners. However, I was close to those I expected to do battle with, notably the Isuzu Billet of Mark Bevington and the MG 1100 of Shaun Rainford, and surprisingly in front of a couple of Mk2 Jaguars. A good start saw me in company with the Isuzu, the MG and the Jaguars, but I gradually pulled away. Getting the feel of the car and circuit lap upon lap, I’d made up several places until, sadly, I spotted the oil pressure warning light flicker as I went through the double apex Lavant corner and switched off. Back to the drawing board, The engine is currently being stripped and I suspect it will need another set of shells and perhaps another re-grind: I sincerely hope not, as that will be the last for that crank and sourcing a replacement will not be easy. On the plus side, though, my fastest lap during the 72nd Members’ Meeting was a 1:41.3, significantly quicker than I have done before around Goodwood in the Alfa. If I can sort out the surge problem then I think I will have quite a pleasant race car – any (sensible) suggestions welcome.

Specification maKe mODeL Year eNGINe maX POWer FUELLING GearBOX BraKes tYres WHeeLs WeIGHt VaLUe

Alfa Romeo 2600 Sprint Bertone coupe 1965 2582cc straight-six, dohc 168bhp @ 6200rpm Triple 45 DCOE Weber carbs Five-speed manual Brembo discs front & rear Dunlop CR500 – F: 500M X 5T R15 L Section R: 500M X 5T R15 Technomagnesio – F: 5J x 15in R: 5J x 15in 1450kg £28,000 approx

Left: Despite his premature retirement from the Sears Trophy race, Tony was pleased with the way the Alfa performed, its handling and flexibility hugely improved. If only he could solve the oil surge issue he’d be a really happy bunny

TEAM CARS

Mazda RX-7

Photos: David Stallard, Stacy Vickers. Portrait: Owen Brown

he Autosport Show at the beginning of the year was the unlikely location for an epiphany, and in this case there were two. The RX-7, clothed in IMSA factory bodywork, graced the TrackDriver stand next to Nick Mason’s Maserati 250F, shamelessly responding to simple and elegant design with the vulgarity of carbonfibre wings, a giant diffuser and wheels the size of dustbins. I rather liked it, which probably says more about me than I would care to admit. For the more polite, the bonnet was lifted and I talked them through the modifications, to a greater depth than I had been required to do previously, and something nagged at me, although I couldn’t be sure what it was. That night I was alone in my hotel room and found myself surfing the internet for rotary engine coolant flow diagrams. Really. The more I looked the more that something nagged at me, until I lifted the bonnet for a keen observer the next day and the penny dropped. The plumbing was wrong. Regular readers will know the reliability trouble I’ve suffered from work performed by rotary specialists, but there was one item still hanging over from those days; the plumbing for the expansion tank. If I was right then the flow was heading into the expansion tank rather than from it, so we set up for a test. We wired the electric

Top: IMSA bodykit puts ‘muscle’ on the Mazda. Above and right: cooling in the engine bay an on-going problem, prompting the re-routing of pipework and more intelligent positioning of the intercooler radiator. Extra vents in windows are bringing cabin temperature down

pumps to run without the engine and took the lid off the tank. Hey presto, it filled up and promptly carried a litre of air into the cooling system. Thankfully it wasn’t hard to reroute, and after a package arrived from Merlin Motorsport, the right pipes were blanked off and routed. We turned up to a cold, wet, test day at Brands Hatch to discover

I had sliced 15°C from the running water temperature. The water temperature problem had been a legacy of so-called professional help. The second epiphany related to the intercooler placement. Previously it had been installed, again by a rotary specialist, and it hung out the front of the radiator by about 18in. This time the realisation wasn’t entirely

TEAM CARS

of my own making as both Editor Hales and a passing Caterham aerodynamicist took issue with it. The problem, according to the Caterham engineer, was that air would pass through the low resistance item (the intercooler with wide fins), lose its energy and fail to pass through the high resistance item (the radiator). The fix was one of two things. The later RX-7s mount the intercooler and radiator in what is termed a V-Mount. That is the radiator is canted backwards, while the radiator mounted above it cants forwards to make what looks vaguely like a shark’s mouth, or a horizontal ‘V’. The trouble is that in the early model of RX-7 that I have, that design of mount is very tight on room and would probably require the engine to be taken rearward to accommodate it – something that some of the series we had our eyes on forbid. The alternative was to study the Sierra Cosworth setup, whereby the intercooler is placed directly in front of the radiator with no gap between them. This option does not give the air any choice but to pass through the radiator and should increase efficiency.

Did it work? Indeed it did. Overnight the temperatures dropped by 20% and I could now spend some time driving the car harder and working out how to go faster rather than constantly back off to allow things to cool. All I had to do was not trust the work the experts had done for me. Who’d have thought… The heat outside the cabin is one thing, but there has also been a constant struggle to keep the cockpit cool enough to complete a race without heatstroke. A heat gun will tell you that the dry sump tank in the passenger compartment gets extremely hot, and the floorpan under the driver’s seat regularly exceed 100°C even with heat shields in place, as a red-hot exhaust passes just below it. I thought the dry sump tank might be an easy fix and diverted the air feed to pressurise the oil tank instead. I also purchased some rear covers for the holes drilled into the back window, so that they

both stop rain coming inside and also help draw the air out of the cabin. To complete the cabin vent system was a very simple plastic vent that slotted into the window after cutting the hole. With this all in place I was set for the Thunder Saloon rounds at Donington Park at the end of March where we could see where we were for the first time. The Thunder Saloon races are for more modern machinery than the car is perhaps designed to compete against, but they are impressive. Australian V8 Supercars are the weapons of choice for many, and while the organisers remain confused about whether four-wheel drive cars are in the series or not, there’s a smattering of Escort Cosworths and Subarus, while Evos and Skylines – some consistently slower than the Escort in other series – are inexplicably banned. That early in the year it was perhaps expected that the weather was going to

“ Overnight the temperatures dropped by 20% and I could now spend some time driving the car harder and working out how to go faster rather than constantly backing off to allow things to cool. All I had to do was not trust the work the experts had done…” be changeable, and at the grid the black clouds had a few diving in for rain tyres. I stayed firm on the old adage that unless it is standing water on the start line I’ll go with slicks and, yes, it was what might be called quite lively on a damp track… But as the surface dried I found myself climbing the order with an end result of 5th overall, 3rd fastest lap time and a class win. In the greasy conditions the four-wheel drive cars were unsurprisingly half a lap ahead at the chequered flag. The only issue that made itself known during the race was an oil leak from somewhere around the front of the engine that would make its way steadily over to the exhaust on left-hand bends, before it would leap onto the manifold and create a smokescreen to be proud of. I made a mental note to sort that. However, the race wasn’t over. After a lengthy period heat-soaking nicely in parc fermé, with helpers denied access to the cars under threat of exclusion, the scrutineers decided they needed to do something after all. They asked us to shuffle our cars back and forth back to the weighbridge we had just driven past. And so a cumulative 2000bhp with no steering lock and geared to do 70mph in first gear, fired into life again and shuffled to the bridge, where we were all found to be substantially over the weight limit. It’s a good job these were only mildly modified shopping cars, otherwise there would be problems, so what could go

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wrong? Oh yes, that – the clutch overheated and wouldn’t disengage. And to cap it all off nicely, I picked up a puncture courtesy of some lockwire kicking around the bay. Back at base I needed to resolve the clutch and the oil leak, so the engine was lifted and the gearbox dropped. The clutch is an AP twin-paddle affair and once on the bench the problem was clear. The slots of the drive plates had pinched the lugs on the pressure plate, so the release bearing couldn’t release it. A call to AP later and the answer was relatively simple – it’s acceptable to dress out the slots with a file to six-thou clearance and rebuild, which I did. Sure enough, the problem was fixed. The failure occurs when the clutch gets too hot, and although it’s a paddle rather than sintered clutch, which should stand the heat of slipping to a greater degree, there is a limit to what it will cope with – and the messing around in the Donington scrutineering bay found it. Next time they can give me a push… To address the oil leak I converted some of the bolts to studs and fitted a plate that would spread the load more effectively and allow it to be torqued up to a higher degree. For peace of mind I also had installed a small green light for each of the water pumps, so that I can tell they have power and are running. Two pumps are used for redundancy, although only one needs to be operational to effectively cool the car.

Top: Stacy at the CSCC Special Saloons event at Silverstone, where he and the Mazda finished a creditable 3rd. While the race proved the worth of cooling improvements, clutch issues (above) and a leaking oil seal that created clouds of smoke, meant going back to the workshop

With those working there was one other change I really wanted: to lower the front air dam to the regulation minimum. Rather than engineer a full splitter arrangement, I decided instead to go for a plain air dam that very simply stops air flowing under the car. Having never run at that ride height previously, I erred on the side of caution and didn’t have it painted until I knew it would stay on the car for longer than a meeting… The next round was the Silverstone opener for the CSCC Special Saloons. And quite a grid it was, with 20-plus cars including the Marsh Plant Aston Martin, Pete Steven’s Vauxhall Carlton, Steve Moss’ mint and über-quick Anglia and Mark Ticehurst, works Mazda driver, in a Porsche 935 GT. The race didn’t disappoint

either. Having qualified 2nd overall and just 500ths slower than Ticehurst, I fluffed the rolling start from the front row and found myself on the back foot from the go. Ticehurst rolled inexorably away and left me in a three-way battle with the Carlton and the Fast Car Peugeot 309. I eventually finished 3rd as the car started to suffer clutch slip and, frustratingly, it was still leaking oil from somewhere that causes a noticeable puff at the end of the straight and the left turn into the complex. The oil leak must be fixed because while it’s not particularly serious – the quantity is negligible – it doesn’t take much oil to make a lot of smoke and you risk being flagged in by an over-enthusiastic official. You also become a useful scapegoat, as I found when I followed someone who

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vented fuel through the same left-hand corner, then after the race claimed it was my oil. They then said they’d spun on said oil, despite their spin being on a different part of the circuit. I paused, waiting for the chink of a smile, but no – they really meant it. Mental note, let’s get that sorted. We have found the issue too – the front oil seal has lost its tension so is being replaced. The oil behind it is not pressured, but is weeping through down to the cross-

overloads the fronts until they climb out of their operating range at which point the understeer starts occurring just about everywhere. While it needs addressing, I’m not keen on stiffening the rear by spring or roll bar and sacrificing grip just yet. I’m also reluctant to change the angles of the rear suspension, which I think are pretty optimum at the moment. So instead I’m going to try a different approach – bump

“ The handling is now becoming clearer. The key behaviour is that while it well roll into the corner well, and drive out of the corners particularly well, that has come at the expense of too much squat, which results in power understeer from apex to exit” member, then working its way across and over to the manifold. That’ll be fixed for the next round. I can report that the cabin venting and oil tank venting has made a noticeable improvement though. More interestingly, with the car now being pushed a little more the handling is becoming clearer. The key behaviour is that while it will roll into the corner well, and drive out of corners particularly well, that has come at the expense of too much squat, which results in power understeer from apex to exit. That understeer

stops. I currently run sizeable bump rubbers in the rear strut assembly and am going to add in an inch or so of spacer block in a bid to stop the rear compressing so much. I’m also going to take a notch out of the wing angle. The clutch slip has also been attended to. During the rebuild before the meeting, I measured up the spare pressure plate and found it to be in better shape than the newer unit. However, while it conformed to tolerances the fingers can be prone to losing their spring after too extreme a heat

cycle, and thus it loses its clamping force. Having confirmed this with AP, it was time to bite the bullet and replace with a new one. You live and learn. By the time you read this we will have had our next outing at Brands Hatch in June with the CSCC, for which we plan to have a lower diff ratio, improved power, improved front end grip and, hopefully, more than any of that, please, no bloody smoke through left-handers…

Specification maKe mODeL Year eNGINe

Mazda RX-7 FB Gen 1 1985 1308cc 13B Rotary Bridge Port, T43 turbocharger maX POWer 500bhp @ 8500rpm FUeLLING Motec-managed injection GearBOX Quaife 69G six-speed sequential BraKes Vented WRC discs, Alcon four-pot callipers tYres Avon Slicks: 240/600 R15 front, 275/645 R18 rear WHeeLs 15 x 9in front, 18 x 11in rear WeIGHt 1100kg

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Audi TT ‘RS’

Photos: Carl Owen, Andy Bull

t’s been an eventful few months for our Audi TT race car. Following the engine rebuild covered in the last issue, it was time to start unlocking some of its new power potential. The problem with extracting more power from such a relatively small engine (1.8-litre) is that if you change one thing it impacts on the next link in the chain, so to realise the full potential can seem like a never-ending story. In the next issue of TrackDriver we’ll delve deeper into a complete solution for extracting the optimum from the VAG 1.8-litre turbocharged engine, but for now here’s where we are at. On our last dyno run at Shark Performance we were peaking at about 225bhp, which is about stock for the Audi TT 1.8T 225 (as the name suggests). This was a bit disappointing as we had already added a number of power enhancements, not least a stage 1 remap. The honey trap of peak power is not the whole story though; you also need to look at the torque. In this instance it was up by 100lb ft, which on track was night and day compared with before, allowing it to really pull at lower revs out of the slower corners. The main issue highlighted by Shark was that the uprated 550cc injectors were wide open at about 4000rpm. This indicated a fuel delivery problem. We had fitted a new OEM fuel pump which we thought had solved the problem,

“ To make matters worse, we did some pre-season testing at Donington with the 750 Motor Club and managed to crack the exhaust manifold: it’s well known as being one of the biggest restrictions on the TT, so uprating it made sense” but this was just wishful thinking – turns out the perceived performance gains were simply because of the cooler, damp conditions (denser air) on the test day and not the replacement fuel pump… So we decided to fit a secondary in-line Bosch 044 race fuel pump and race filter. The fuel pump can be neatly fitted in place of the stock fuel filter and runs off a slave relay from the standard pump wiring. The fuel filter can then be relocated in the engine bay just before the fuel rail. To make matters worse, we did some preseason testing at Donington (in the rain) with the 750 Motor Club and managed to crack the exhaust manifold. This was no real surprise as we had sorted out the input side of the engine – TIP, FMI, injectors etc – so the exhaust side was likely to be the weak link in the chain. The manifold is well known as being one of the biggest

Milltek Sport used Carl’s TT as the pattern to develop a stainless steel race system (above). Standard manifold cracked during a track test – Badger 5 has developed new one which was ported to the hot side of the turbo (right).

restrictions on the TT, so uprating it made sense. The problem is finding one up to the job. There are some pretty-looking tubular stainless steel items available from the US, but apparently these are prone to cracking at high EGTs (exhaust gas temperatures) in race conditions. Formula One cars use Inconel for their exhausts, but as this is a bit too expensive at club level, we decided to look for a cast stainless steel item with more substance to it. Our research revealed that Badger 5 in Gloucester had just release a new hi-flow cast stainless

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GSD RaceDyn is ais a division of761702 Global Sports Development Ltd Tel 07766 & GSD RaceDyn 1982 Arrows A4 Formula One – Steve Hartley We race a pair of

01189 744781 division of Global ground effect Arrows A4 F1 cars in GSD RaceDyn can improve the performance of any modern orEmail historic race car through detailed of FIA suspension, cornering and braking dynamics the Grandanalysis Prix Masters and Sports Development Historic F12series. Competition is and aerodynamics. GSD clients achieved lap time improvements of up to 3.7 seconds, average seconds during 2010, on cars varying from a 1960 F1 nlr784@yahoo.co.uk Ltd becoming increasingly stiff and we Lotus 18 to current, high downforce sports racing cars. GSD’s circuit simulation softwarefelt optimises aerodynamic settings, gear ratios and suspension that we weren’t extracting all www.racedyn.co.uk GSD RaceDyn can from cars.Silverstone Nigel settings for any circuit – and predicts lap times. RaceDyn engineered cars won 3 Historic the F1potential races atthethe Classic in 2010. GSD services are improve the Rees (GSD RaceDyn) undertook a remarkably cost effective, starting at lessfullthan £1000. engineering analysis and ran Examples in 2010 included: performance of any simple, low cost - but effective Lola Mk5A Formula Junior – modern or historic race aerodynamic tests on an airfield. James Murray For over two years GSD gave detailed we have struggled with power car through detailed recommendations. The cars are oversteer and poor traction, which analysis of suspension, now substantially faster and much meant that our Lola was unpleasant nicer to drive. The improvement in to drive – and was not the front cornering and braking high speed corners is awesome. runner we thought it should be. dynamics and Against heavyweight competition, GSD RaceDyn conducted a full our 2010 results included an computer based engineering aerodynamics. GSD outright win at the Silverstone analysis in early 2010, supplying a clients achieved lap Classic, pole at Donington and detailed 7 page report and podiums at Spa and Nurburgring. recommendations, for £985. We time improvements of GSD also run simulations for us implemented all GSD’s up to 3.7 seconds, before every race, which means recommendations and GSD that wing settings, suspension attended a test day at Cadwell Park average 2 seconds settings and ratios are optimised in in April. Traction and handling during 2010, on cars advance – very important because balance were vastly improved. The we are generally unable to test. car lapped 3.7 secs faster than we varying from a 1960 F1 had previously achieved. Business Lotus 18 to current, pressures limited our 2010 programme, but the car has been a high downforce sports consistent Examples in 2010 included: Lola Mk5A Formula Junior – James Murray For over two years frontrunner we have in both 1982 Arrows A4 Formula One – Steve Hartley We race a pair of ground effect Arrows A4 F1 cars in racing cars. GSD’s FJHRA and Lurani Trophy events. struggled with power oversteer and poor traction, which meant that our Lola was unpleasant to drive the Grand Prix Masters and FIA Historic F1 series. Competition is becoming increasingly stiff and we circuit simulation – and was not the front runner we thought it should be. GSD RaceDyn conducted a full computer felt that we weren’t extracting all the potential from the cars. Nigel Rees (GSD RaceDyn) undertook a software optimises based engineering analysis in early 2010, supplying a detailed 7 page report and recommendations, full engineering analysis and ran simple, low cost - but effective - aerodynamic tests on an airfield. aerodynamic settings, for £985. We implemented all GSD’s recommendations and GSD attended a test day at Cadwell Park GSD gave detailed recommendations. The cars are now substantially faster and much nicer to drive. in April. Traction and handling balance were gear vastly ratios improved. andThe car lapped 3.7 secs faster than we The improvement in high speed corners is awesome. Against heavyweight competition, our 2010 had previously achieved. Business pressuressuspension limited our 2010 programme, settings for but the car has been a results included an outright win at the Silverstone Classic, pole at Donington and podiums at Spa and consistent frontrunner in both FJHRA and Lurani events. Nurburgring. GSD also run simulations for us before every race, which means that wing settings, anyTrophy circuit – and suspension settings and ratios are optimised in advance – very important because we are generally predicts lap times. unable to test. RaceDyn engineered cars won 3 Historic F1 Tel 07766 761702 &races 01189 at the744781 Silverstone | Email nlr784@yahoo.co.uk | www.racedyn.co.uk | Nigel Rees Classic in 2010. GSD services are remarkably cost effective, starting at less than £1000.

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manifold specifically for the VAG 1.8T. Next thing to attend to was the K04 turbo, which we uprated to a Turbo Dynamics Stage 3 hybrid with the KO6 compressor wheel. Interestingly, Badger 5 requested we send over the turbo “hot side” so it could be ported to match the new oversized manifold. The final link was the exhaust itself – the turbo’s output pipe is 3in and we wanted a hi-flow race exhaust to match. This proved more of a challenge than expected as we couldn’t find an off-the-shelf 3in turbo back exhaust for the TT. After a bit of ringing around, Milltek Sport in Ilkeston offered to use our TT as a pattern to make a complete 3in stainless race exhaust system, now available as a special order. One of the biggest considerations was noise, as more and more tracks are heading down to as low as 95dB. So Milltek made a system with a middle box and a back box to be on the safe side. Surprisingly this came in way down on the noise limit so the chaps decided to try a straight-through middle pipe which still came in at about 90dB: one

of the benefits of a turbocharger is that it dissipates a lot of the exhaust energy before it even reaches the exhaust pipes. Milltek’s engineers explained to me the differences between race and road exhausts, which most importantly boils down to the flow rates through the silencers. In a road exhaust the gases entering the silencer are restricted, forcing more of the gas through the perforations in the silencer tube and into the sound deadening material. On a race exhaust the restrictions are much larger, allowing more gas to flow straight through the exhaust, improving the flow rates but also increasing the noise. Happily, whilst our new exhaust is still well within the noise limits it also sounds great! Take a look at the photographs here to compare how the new 3in Milltek exhaust looks against the old twisty OEM example. Because of all of these changes to the TT RS, we haven’t managed to get it over to Shark Performance for a full custom remap yet, so you will have to wait until the next issue to see if we’ve managed to exceed the magic 300bhp figure.

Specification maKe Audi mODeL TT 1.8T (225) Quattro Year 1999 eNGINe APX in-line 4cyl, 1781cc, 20v, DOHC, K04 hybrid turbocharger, Forge FMIC maX POWer 224bhp @ 5215rpm (Note: dyno showed a faulty fuel pump; should be 280bhp @ 5500rpm) FUeLLING Multipoint fuel injection GearBOX Five-speed manual BraKes Front: Brembo four-pot callipers 323mm floating discs. Rear: stock callipers with Tarox conversion kit and floating discs Y tYres okohama Advan A048 WHeeLs 18in x 8in WeIGHt 1300kg

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MG ZR 160 Racing Car

ig leaps have been made with the MG, mostly backwards… The engine has gone in and come out again, as all the coolant fell out: not bad for a K-series to have head gasket issues before it even runs! The dash has been flocked and put back in. And then taken out again because the wiring loom wasn’t playing ball. The loom also came out and was replaced, mainly because the previous owner’s solution of using only red wires to convert it from left-hand drive to right-hand drive didn’t so work well. The fancy black brake pipes have been touched up after a leak, too. If you speak to Dan Surridge of CMC Motorsport, it’s akin to blasphemy to

Photos: Ray Collier

mention “he who shall not be named” in his workshop at the moment. That said, the MG is looking very good at the moment. It has been pretty much fully re-sprayed inside and out, and everything that was previously green is now painted pristine white, including the wheels. And it’s now sitting on some Yokohama tyres, the vastly expensive Dunlop wets secured in a vault being saved for a rainy day. The list of bits, and therefore the associated costs, has gone up quite a bit, but the car is a credit to Dan and team’s workmanship. In main outstanding items now are fitting the exhaust – which has been back to the supplier more than

once to rectify manufacturing issues and dimensional errors – and my swanky new Cobra seat and belts, that can’t go in until the wiring loom and dash are installed. After that it should just be the decals. My plan to have the car on track for MG90 at Silverstone was foiled by a foreign work trip which ran straight through that weekend. It was more than a little annoying given all the hard work to get the car ready, but at least it gives me the chance to get some shakedown time in the car before the round at Donington (August 3). I’ve also got to send off for my race licence as I haven’t done that yet – hopefully the MSA is more organised than the UK Passport Office!

Specification

Bottom right: the team at CMC Motorsport have a special nickname for Ray’s very troublesome MG. On the plus side, though, the new blue paintwork looks good

MAKE MG – Sort of! MODEL ZR160 YEAR Still pondering… ENGINE 1795cc K-series, VVC MAX POWER Should be 160bhp-ish FUELLING Injection GEARBOX Five-speed manual, AP clutch, steel flywheel BRAKES Series control Mintex pads. Vented discs front; solid discs rear. Bias valve. No ABS TYRES Yoko A048 dry; Dunlop race Wets WHEELS White MG: 16in dry; 17in wet WEIGHT TBA VALUE About 1/3 of cost!

gear guide

Stuff for you, stuff for your car, on track and off it!

Ayrton Senna - by Maurice Hamilton

Commemorating the 20th anniversary of Senna’s death, this excellent new book by motor racing expert Maurice Hamilton (published by Blink and supported by McLaren and the Ayrton Senna Foundation) gives a very detailed account of Ayrton’s career, illustrated by superb photographs throughout. Hamilton intersperses his text with quotations from those who were close to Senna, together with Ayrton’s own comments. Hamilton portrays a dedicated professional (writes Linda Keen), driven by a need to be the best, yet prone to all the vicissitudes of mood consequent to being in such a well-publicised, high-octane sport. His hopes, aspirations, his disappointments at his failures and his elation at his successes, are all well documented, giving an all-round picture of this enigmatic character. By buying Hamilton’s hardback book you will support the Ayrton Senna Foundation in its valuable work with children in Brazil: recent publicity concerning the plight of so many of Brazil’s youngsters emphasises the importance of this charity. Price: £35.00 (or less) Available from: Amazon and other large book retailers

Images: John Dunbar & Fujio Hara

GoPro HERO3+ Black Edition

GoPro has swiftly become the video camera of choice for the action sports crowd, thanks in part to its ease of use, quality of footage, and all-round robustness. The Black Edition introduces a new feature called SuperView that stretches the image at its outer edges to incorporate more of the surrounding world than a standard picture can achieve: the view at the centre of the image remains ‘normal’. Mounted on a car or bike, for example, you get a regular-looking image in the centre of the frame, but you get to see far more of the edges of the track, which should make for more dramatic footage. The Black Edition’s playback gives you the full widescreen effect, and the camera is also notable for automatically adjusting its colour tones to take account of changing light conditions. Price: from: £358.80 Available from: Grand Prix Racewear, www.gprdirect.com

gear guide

Badger 5 stainless steel manifold

Volkswagen Audi Group tuning specialist, Badger 5, has recently launched a cast stainless steel manifold for the ubiquitous VAG 1.8-litre turbo engine. The standard spec cast iron manifold has long been recognised as a weak link in extracting more power from the engine, and Badger 5’s new high-flow item has a flow splitter and is ported for a neat fit with the K04 turbocharger. Price: from £375.00 Available from: www.badger-5.com

Millers Oils, Flowcontrol oil bottles

Topping up your engine oil can be a messy business, even if you use a funnel. Yorskshire-based Millers Oils has come up with an ingenious solution called Flowcontrol, which essentially is a tap incorporated into its 5-litre oil bottles. You simply hold the bottle upside down over the oil filling point, twist the valve-style tap and control the flow of lubricant into the engine. No erratic surges of oil as it glugs out of the bottle, no dripping funnel to clean up afterwards. Brilliant. As yet, though, the Flowcontrol bottles don’t stretch to Millers’ motorsport or classic oils, though surely they must be next… Available from: Millers Oils, www.millersoils.co.uk

Joe Gibbs Racing, Driven Racing Oil

The Joe Gibbs Racing range of competition lubricants for high performance engines and gearboxes is relatively new to the UK motorsport market, but is massive in its US homeland. The main advantage of Driven Racing Oils is that they are specifically designed for the protection and performance of racing powertrains, and aren’t compromised by the environmental constraints imposed on oil for road cars. The lubricants contain high level of zinc, phosphorus and sulphur, key ingredients in protecting race engine internals. Price: from £12.77 plus delivery Available from: Demon Tweeks, www.demon-tweeks.co.uk

gear guide

Stuff for you, stuff for your car, on track and off it! JT Innovations Toucan Display

When you don’t want – or can’t afford – to replace your existing dashboard unit in order to display more information, the Toucan display from JT Innovations offers a good quality touchscreen that can plug into your ECU either through the CAN Bus or directly through the loom. It doesn’t take long to configure (we’ve installed one in the TrackDriver RX-7 Thunder Saloon), and you soon have access to a multitude of displays from boost to water temperature. It does a lot more, too. It’s possible to set alarm parameters on each sensor, including low settings – such as when you want to set up a minimum oil temperature before you drive the car hard – and you can also set up your launch control and anti-lag. The Toucan will work with Syvecs, Life Racing, AlcaTek, MoTeC, SimTek and MBE compliant engine management systems. Price: TBA Available from: JT Innovations, www.jti.uk.com

Pitking Products Quick Release Clip – Push Button Release

Sony HDR-AS100VR Action Cam, including Live View Remote Sony is determined that GoPro won’t have the action video camera market all to itself, and its new Action Cam is feature-packed. It has a good quality Carl Zeiss lens, a splash-proof body and a separate water-resistant casing, and an image stabilisation system: it also has GPS logging, can be connected to Wi-Fi, includes sophisticated editing software, and the kit comes complete with a wristwatch-style Live View Remote through which you can control up to five Action Cam units, should just the one be insufficient for you… Price: £299.98 Available from: Demon Tweeks, www.demon-tweeks.co.uk

Suddenly traditional bonnet pins and panel fasteners look very old fashioned… Pitking Products’ new quick release fasteners use ball and socket fittings that simply snap together; releasing them again to get your bonnet open is a simple matter of pressing a little button in the centre of the top part of the fastener. The quick release clips are made from aluminium and are available in black, blue, red and polished metal finishes, and the top part of the clip can be used on panels up to 8mm thick. Demon Tweeks, which is now stocking the clips, has a good video on its website showing how they work and explaining all their features. Price: from £35.92 Available from: Demon Tweeks, www.demon-tweeks.co.uk

gear guide

Schroth Protec Super Sport HANS Device 20 Degree The worth of HANS devices is well documented. This particular device from Schroth is lighter and less bulky than the model it replaces, while its 20-degree recline angle makes it suitable for use by saloon and sports car racers. FIA approved. Price: £281.70 Available from: Grand Prix Racewear, www.gprdirect.com

Sparco Land L-3 Gloves

Sparco makes a large range of race gloves, and the Land L-3 is a new design. Made of 100% Meta Aramide flame resistant material, the Land L-3 also features an anatomically shaped palm with suede anti-slip panels, and an elasticated wrist for a snug fit. Available in sizes 7-12, and in blue, red or black, the new Sparco glove is also FIA 2000 approved. Price: £55.92 Available from: Grand Prix Racewear, www.gprdirect.com

Sparco Sprint RS2 race suit

Stretchy in all the right places so as to be snug yet comfortable when you’re behind the wheel, the Sprint RS2 race suit is available in European sizes 48 to 64, and offers you colour choices of red, white and blue. Price: £300.00 Available from: Grand Prix Racewear, www.gprdirect.com

Sparco Slalom SL3 Race Boot

Of course one should never choose one’s protective race gear on the strength of aesthetics alone, but Sparco’s Slalom SL3 race boot is a bit of a looker, as well as being fireproof and reasonably priced. As you need from a race boot, the SL3’s narrow rubber sole is anti-slip, anti-static and oil and fuel resistant, while its suede calfskin upper is available in black, blue and red. The SL3 is also FIA 200 approved. Price: £116.94 Available from: Grand Prix Racewear, www.gprdirect.com

07 87

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http://www.motorsportads.com/24578.html Mallock MK16 A Sport 1975 1700cc with Cosworth internals, Farndon crank, 165bhp: four races since build. Twin bearing axle with 3.9 and 4.1 diffs. New Spax Krypton dampers/lightweight battery/fuel lines and hoses. Harness and extinguisher dated until 2016. Slicks only four races old, wets have plenty of life. Bodywork spares. £11,995 ono.

http://www.motorsportads.com/24555.html Ford GT40 – ‘Tool Room’ copy of 1076 by Gelscoe Exact ‘Tool Room’ copy of GT40 P chassis 1076 (3rd at 1969 Le Mans), built by Gelscoe Motorsport. Benefits from recent complete engine rebuild. Complete with FIA Historic Technical Passport papers. Eligible for Historic motor racing worldwide. Available to view in west London, price on application.

http://www.motorsportads.com/24573.html Brian James RS2 Clamshell Trailer Gross Weight 2600kg, load weight 1789kg. Hydraulic tilt-bed, manual winch, lockable hitch/wheels, 2.0m internal ramps. Sponsor decals can be removed. Easily towed aerodynamic design that fits in most garages. £5750.

http://www.motorsportads.com/24572.html Peugeot 106 XSi race car with spares package 1.6-litre, Newman PH2 fast road cam, Vernier pulley, throttle bodies, oil cooler, full race exhaust, alloy fuel tank, 1.3 Rallye ’box, Quaife LSD, full roll-cage. Race compliant. All our spares are included, everything you need to go racing: suit someone wanting to get into motorsport. £3275.

http://www.motorsportads.com/24360.html MGF/TF Race Car Unique and distinctive class-winner. Three lap records. UK’s best known MGF: one of original press cars converted for racing by MG Rover. 1.8 VVC Dave Andrews engine. Build history from MG records on request. Impressive spec, lots of spares/wheels/ tyres. £5000 ono.

http://www.motorsportads.com/24568.html Brian James A-Max Trailer Great trailer for road-sports, the easiest to load and unload: forget it’s on the back! Full decking and tool store, adjustable wheel chocks, two-speed manual winch, HD jockey wheel, head lock. Big saving compared with buying new. £1850 ono

http://www.motorsportads.com/24520.html

How to advertise – It’s so easy for you to place ads like these for

cars • bikes • karts • tools • parts • jobs • stuff

go to: www.motorsportads.com Within two minutes you could have your ad online and attracting buyers Heco Aluminium Trailer Great trailer with adapted spacer for higher vehicles (gravel spec rally, for example). Used by Suzuki Junior World Rally team. Needs a little TLC. Height adjustable bed gives better access for lower cars. Trailer shown is same minus the spacer for higher cars. £5000 ono.

http://www.motorsportads.com/24553.html Ford Iveco Service Vehicle Ex-Suzuki Junior/World Rally team. Professionally fitted inside and out. Underside has large water tank for washing cars. Workbench area and plenty of tool storage space. 240V electrics with UK sockets and larger three-pin round sockets. £9000 ono.

http://www.motorsportads.com/24554.html Bespoke Non-HGV Race Transporter Coachbuilt to your precise spec, based on 7.5-tonne Iveco Eurocargo, which is non-HGV. Luxurious interior packages, huge garage packages, and capable of carrying up to two cars. Built to order by HR Multisports. Prices from £53,000 + VAT.

http://www.motorsportads.com/23319.html Focus RS, Race-Spec Full custom cage, Ohlins, AP callipers/discs, Team Dynamics wheels, Miltek race exhaust/Mountune manifold, Mountune intercooler, comp flywheel, battery isolator, extinguisher system, spare engine and gearbox, plus wets and slicks. £18,995. 07703 271761.

http://www.motorsportads.com/24548.html Ex-F1 Coach-based Hospitality Motorhome 1992 Van Hool Acron, privately registered motor caravan, LHD, 18-tonne, 350,000km. Includes awning, flooring, tables/chairs, big kitchen, shower, toilet, entertainment system, telephone sockets, massive specification and beautifully cared for. Also available to rent. £30,000.

http://www.motorsportads.com/24469.html Merc Atego Race/Rally Service Truck 2003 purpose-built race truck, 8.5-tonne, fitted with tacho. Wheels, tyres, parts, fuel storage, 6kv gen, internal workshop, living area with table and seating for eight; sink, hob, microwave, flat-screen TV. Great condition. Can run multiple cars from this vehicle. £17,000, possible p/x.

http://www.motorsportads.com/24545.html Mazda MX-5 Race Car Raced in 2010-2012 MA5DA championship, best finish 6th from 54 cars at Silverstone. Built by Max Speed (now Kent MX-5 Services). Eligible for BRSCC MX-5 series, MAX 5, Track Attack Race Club, Nippon Challenge, etc. Cage, dry/wets and wheels, uprated induction, race exhaust, GAZ suspension, extinguisher, new door and front wing panels. £5000.

http://www.motorsportads.com/24454.html 84m² Black and Silver Awning Flooring Complete with purpose-made storage and transport trolley, very good condition and hardly used. Truck with awning now sold so the flooring has to go. Same as flooring in the photos. £1450.

http://www.motorsportads.com/24525.html

MotorsportAds cars.bikes.karts.tools.parts.jobs.stuff

Metro Cup Class C Metro GTi Ex-Paul Luti/Dreadnought Racing: modified to race in Class C of the MG Metro Cup. Safety Devices cage, full race suspension, adjustable brakes, stainless race exhaust; engine overhauled by Dreadnought, remap by ZandF Tuning. £2750. Contact Miles on 07963 490650.

http://www.motorsportads.com/24523.html Leyland Daf 7.5 tonne race support/transporter Hydraulic tail-lift, oversized 4-tonne winch, tyre rack, accommodation for two including cooking and washing facilities, 12 and 240v power and light available through 2.5kW inverter. Includes very large awing for three cars. 175,717 miles. £5000.

http://www.motorsportads.com/24055.html 2008 Merc Sprinter Race Transporter 97,000-mile race van with workshop facilities, cabinets and lockers, built-in water tanks and 240v electrical hook-up, awning and crowd barriers: ideal for motocross/quads/road racing/karting. £11,250.

http://www.motorsportads.com/24519.html MAN 7.5-ton Race Truck in Great Condition No expense spared maintenance. New tyres, brakes, shoes/pads, bushes, stubs. 249,500km. Living area fully-equipped, recently refitted. Rear has 12ft 8in floor, winch, ramps, generator, large full awning. Great value. Fixed price to save time – £20,500.

http://www.motorsportads.com/24241.html PRG Mini Sport Covered Trailer Twin axle, braked, internal frame, rack for two rims/tyres, winch, new tyres, spare wheel, hitch and wheel locks, Jerry can box. Would suit Caterham. Very manoeuvrable – no wider than an average car. Side and rear entry zips. £2650.

http://www.motorsportads.com/24488.html Mazda MX-5 MK1 Race Car (New Build) New build to extremely high spec with uprated 1.6-litre engine. Eligible for: BRSCC MX5 Championship, MAX5 Racing, 5Club Racing Series, Nippon Challenge, MSVR Track and Team Trophy, 750MC sports specials, Modern Classics. £4150 ovno.

http://www.motorsportads.com/24500.html 2005 Iveco 7.5t Race Motorhome & Garage One-tonne tail-lift. Recently converted to high standard, accommodates three, excellent cooking, washing, entertainment facilities. 200W solar panels. Full-size garage with room for three motorbikes. External lockers. £21,500 + VAT.

http://www.motorsportads.com/24459.html Stuart Taylor Phoenix Kit Car Ideal for race, trackday, sprint or hill climb. Modern round tube laser-cut chassis. Dunnell Engines-prepared Zetec engine, Road and Race-prepared type 9 5-spd ’box, Quaife straight-cut gears. Superb spec. Pulsar/ Phaser bodywork also available. £8500 ono.

http://www.motorsportads.com/24429.html

How to advertise – It’s so easy for you to place ads like these for

cars • bikes • karts • tools • parts • jobs • stuff

go to: www.motorsportads.com Within two minutes you could have your ad online and attracting buyers Enclosed Race Trailer Well built and maintained trailer. Workshop area and side awning, full electrics and lighting, small fridge: including A-frame and arches it measures 6.2m long by 2.5m wide. Loading ramp at rear, all doors have padlock points. Can even sleep in it. £6500 ono.

http://www.motorsportads.com/20688.html GH/The Awning Company Modular Awning System Built for Merc Sprinter but will fit trailers and other vehicles with minimal adjustment. Very large and adaptable, takes only an hour to set up. Weatherproof even in extreme conditions. Cost our team £20K. For full details contact Paul Miles on 07557 358834. £6900 ono.

http://www.motorsportads.com/24360.html VW Crafter Race Van/Camper Holab body kit, high-lift roof, full garage area for two race bikes or karts, four-berth, finished to high standard. Shower/toilet, two TVs, blown air heating, hot and cold pumped water. Sold with 12-month warranty that can be extended for small extra charge. £45,000.

http://www.motorsportads.com/24496.html Race Car Transporter, Huge Spec 13.6m race trailer newly converted at the start of 2013 from a 2002 Montracon twin-axle trailer. Only used four times since conversion. 4.0m running height – can be used all over Europe. Massive spec, can carry up to six Caterhams! May rent. £34,000 + VAT, offers considered.

http://www.motorsportads.com/24436.html American ‘Live In’ Car Trailer Two bunk beds, central heating, shower, toilet, fridge/freezer, cooker with oven, double sink, hot and cold water, full-length awning, radio/CD, new tyres. 2008 Peugeot Boxer Van 3.0 also available. Price and details on request. £10,995.

http://www.motorsportads.com/24499.html Factory Ex-Demo Aquila CR1 ‘Project’ Sold as a project, this is a fantastic example of a well-maintained Aquila CR1 M60. BMW 4.0-litre V8, 300bhp, 950kg. Transmission not included, but the rest of the spec is extremely high – check web link for full details. €52,000.

http://www.motorsportads.com/23998.html VW LT35 (2005) Karting/Race Van Long wheelbase, 160bhp, 118,500 miles, MoT Jan 2015, recent new tyres, brakes and service. Ply-lined, wired for 240v power with twin sockets in rear, tow-bar with twin-electrics, L-shaped Awning Company awning. Private plate not included. £8500 ono.

http://www.motorsportads.com/24481.html Sebastien Loeb’s McLaren MP4 12-C Run by Sebastien Loeb Racing and driven by the man himself in FIA GT series 2013. Chassis 30. Also driven by Alvaro Parente, Anthony Beltoise and Laurent Pasquali: car has extensive history file. Available to view in France. Full details via the web-link below. Price on application.

http://www.motorsportads.com/24467.html

Alphabetical web directory listing

CAR MANUFACTURERS Caterham Cars www.caterhamcars.co.uk

CLOTHING & EQUIPMENT Croydon Race and Rally Centre www.croydonraceandrally.co.uk

ARRIVE & DRIVE

www.brookspeed.com Lohen www.lohen.co.uk BRAKES & PADS AP Racing www.apracing.com EBC Brakes www.ebcbrakes.com Cambridge Motorsport www.cambridgemotorsport.com Tarox www.tarox.com

www.chevronracing.com

www.roadtrackrace.com CAR PARTS & TUNING

CAR HIRE Atom Hire www.atomhire.co.uk Bookatrack www.bookatrack.com

www.brookspeed.com RPM www.rpmtechnik.co.uk RSR N端rburg www.rsrnurburg.com Track-Club www.track-club.com

www.burtonpower.com

Grand Prix Racewear www.gprdirect.com Rude Racing www.ruderacing.co.uk CAR PREPARATION

www.brookspeed.com In2racing www.in2racing.co.uk Lohen www.lohen.co.uk Matt Roach Racing www.mattroachracing.com Piranha Motorsport www.piranhamotorsport.com

Plays Kool www.plays-kool.co.uk

Mark Hales www.markhales.com 1-2-1Track Driving Tuition/Corporate George Ostrumoff www.carandtrackdrivingskills.co.uk Tel. George 07831 499790 ARDS

www.roadandracegear.com DATA LOGGING & VIDEO BJR Technology Ltd www.bjr-technology.co.uk

OIL & LUBRICANTS Anglo American Oil Company www.aaoil.com

www.videoVBOX.co.uk Race Technology www.race-technology.com DVD Duke Video www.dukevideo.com EXHAUSTS Ashley Competition Exhausts www.ashleycompetitionexhausts.com

PUBLISHERS Haynes www.haynes.co.uk Veloce Books www.velocebooks.com ROLLING ROADS

FORUM TrackDay Forums www.trackdayforums.com

www.amdtuning.com

www.dyno-solutions.co.uk

SVG Motorsport www.svgmotorsport.com

FUELLING Huddart Engines www.huddartengines.com

Team Parker Racing www.teamparkerracing.com

Webcon UK www.webcon.co.uk

Track-Club www.track-club.com

GEARBOX & DRIVETRAIN

ProTrax Racing www.protraxracing.com

Track Focused www.trackfocused.co.uk

Wheelsports www.classicgt.co.uk

Unit 18 www.unit18.co.uk

www.m2d.biz

INSTRUCTION & COACHING Anthony Dunn www.iwannagofaster.com

INSURANCE

CAR CARE www.autoglym.com

www.gprdirect.com

HARNESS & BELTS Corbeau www.corbeau-seats.com

www.lohen.co.uk

www.northamptonmotorsport.com

www.quaife.co.uk Tran-X www.tran-x.com

www.parr-uk.co.uk

TrackDriver

For inclusion in the Web Directory email or call our sales team for details about the fantastic deals available on both lineage web listings andbranded box ads T: 01629 581250

ROLLING ROADS

E: ads@trackdriver.com

TRACKDAY ORGANISERS Apex TrackDays www.apextrackdays.co.uk

www.rgs-motorsport.co.uk

Bob Watson Porsche Ltd

BHP TrackDays www.bhptrackdays.co.uk

www.bookatrack.com

www.rollingroadcentre.co.uk

www.slarkraceengineering.co.uk

SEATS Corbeau www.corbeau-seats.com SHOWS Autosport International www.autosport.com MotorsportUK Show www.motorsportshow.co.uk STORAGE Jar Motorsports Services www.jarcarstorage.co.uk SUSPENSION

www.wheelsports.co.uk Castle Combe www.castlecombecircuit.co.uk Club MSV www.clubmsv.com Gold Track www.goldtrack.co.uk Javelin www.javelintrackdays.co.uk Lotus on Track www.lotus-on-track.com RMA www.rmatrackdays.com Rockingham Trackdays www.rockingham.co.uk RSR N端rburg www.rsrnurburg.com

www.blackartdesigns.com

www.eibach.com

www.gazshocks.com Matt Roach Racing www.mattroachracing.com TOOLS Laser Tools www.lasertools.co.uk Power-Tec www.power-tec.co.uk

Track Culture www.trackculture.com TRAILERS & TOWING Enclosed-Trailers www.enclosed-trailers.co.uk TRANSPORTATION Pro-Driver www.pro-driver.org VIDEO HIRE OnBoardVision Limited www.onboardvision.co.uk WIRING LOOMS Bespoke Looms www.bespokelooms.co.uk

TRACKDaydiary CONTACTS TrackDriver Recommends APEx TRACkDAyS www.apextrackdays.co.uk email: michael@apextrackdays.co.uk tel: 08448 581591 BHP TRACkDAyS LTD www.bhptrackdays.co.uk email: enquiries@bhptrackdays.co.uk tel: 01342 83795 BOOkATRACk.COM www.bookatrack.com email: info@bookatrack.com tel: 0843 208 4635 CASTLE COMBE www.castlecombecircuit.co.uk email: info@castlecombecircuit.co.uk tel: 01249 782417 CLuB MSV www.clubmsv.com email: cartrackdays@clubmsv.co.uk tel: 0870 850 5014 gOLDTRACk www.goldtrack.co.uk email: info@goldtrack.co.uk tel: 01327 361361 JAVELiN www.javelintrackdays.co.uk email: colin@javelintrackdays.co.uk tel: 01469 560574

VENUE

ORGANISER

DETAILS

98db

AUGUST 1

Elvington Airfield

Javelin Trackdays

Nürburgring GP

BookaTrack.com Ltd

Donington Park

BookaTrack.com Ltd

Full day

Oulton Park, full circuit

ClubMSV

Some Novice

Silverstone GP

Gold Track

105db

Spa Francorchamps

Curbstone Track Events

107db(A)

Donington Park GP

Circuit Days

OPL

10 Anglesey Coastal Circuit

BookaTrack.com Ltd

10 Cadwell Park

Circuit Days

12 Snetterton 300

Circuit Days

Evening

15 Snetterton 300

Gold Track

105db

15 Donington Park

BookaTrack.com Ltd

Full day

16 Oulton Park, full circuit

ClubMSV

Some Novice

16 Donington Park

Opentrack Track Days

20 Donington Park

BookaTrack.com Ltd

Full day

22 Silverstone GP

Gold Track

105db

26 Croft

BookaTrack.com Ltd

98db

driveby

30 Rockingham International Super Sports Car Circuit

Rockingham Circuit

OPL

SEPTEMBER 4

Spa Francorchamps

Curbstone Track Events

107db(A)

Oulton Park, full circuit

ClubMSV

Some Novice

Silverstone International

Gold Track

105db

Rockingham ISSCC

BookaTrack.com Ltd

OPL

10 Silverstone International

Circuit Days

13 Donington Park

BookaTrack.com Ltd

14 Anglesey Coastal Circuit

BookaTrack.com Ltd

16 Brands Hatch Indy

Opentrack Track Days

16 Brands Hatch GP

Gold Track

101db

OPL

18 Silverstone GP

RMA

105db

OPL

RMA TRACkDAyS www.rmatrackdays.com tel: 01628 779000

21 Mallory Park

Circuit Days

22 Cadwell Park

Track and Tour Events Limited

23 Spa Francorchamps

RMA

106db

OPL

RSRNuRBuRg www.rsrnurburg.com tel: +49 (0)2691931952

23 Goodwood

Opentrack Track Days

Limited numbers

24 Spa Francorchamps

RMA

106db

24 Castle Combe

BookaTrack.com Ltd

24 Oulton Park

Circuit Days

25 Donington Park

BookaTrack.com Ltd

Full day

30 Spa Francorchamps

Curbstone Track Events

107db(A)

Performance Trackdays www.performancetrackdays.com tel: +44 (0)1926 680020

WHEELSPORTS www.classicgt.co.uk email: wheelsports@classicgt.co.uk tel: 07776 085557

Full day

OPL

OPL 1

• db = Decibels • Morn = Morning Only • Aft = Afternoon Only • Eve = Evening • ND = Noisy Day • OPL = Open Pitlane • S =Sessions • T = Chrono/Timing • RC = Road Car Only • RCN = Road Car Novice • R/T = Road & Track Trip •

Comprehensive insurance solutions for all your track day insurance requirements

+44 (0)1799 510880 info@insuremytrackday.com

Quick and competitive Track Day Insurance The first online “quote and buy” system solely for the track day user, supplied by established track day and motorsport insurance provider – Ryan Motorsport Insurance InsureMyTrackday.com can provide quotations for; • Damage to your car on a track day, regardless of fault • Any circuit in the UK and Europe, including Spa and Nürburgring Nordschleife • Inclusive cover for barrier damage at the Nordschleife • Vehicle recovery available for circuits in Great Britain • Organisers and Clubs – promotional rates and discounts • Storage and transit for vehicles and trailers To get a quotation log on to www.insuremytrackday.com and provide the required information. In most circumstances you will then be able to pay online and print off your policy documentation which will detail the full coverage in place. As well as catering for the individual track day clients we also work with track day / experience day organisers to provide discounted cover for the cars on your events and can provide the required public liability cover at a very competitive premium. Insure My Trackday is a trading name of Ryan Motorsport Insurance - an appointed representative (557405) of Independent Broking Solutions Limited who are authorised and regulated by the Financial Services Authority, registration number 312026

To obtain your quotation today, log on to

www.insuremytrackday.com

BRITAIN’S BEST TRACK DAYS For more information and to see our track day calendar: @goldtrackdays

facebook – Gold Track

Call 01327 361361 Email info@goldtrack.co.uk Visit www.goldtrack.co.uk

TestDaydiary ESTORIL CIRCUIT www.circuito-estoril.pt

VENUE

ORGANISER

DETAILS

august 1

Brands Hatch

ClubMSV

Exclusive & Gen

www.focusedevents.com

Castle Combe

105db 75% revs

FR TRACKDAYS

Brands Hatch

ClubMSV

Exclusive & Gen

Anglesey

Anglesey Circuit

www.goodwood.co.uk

Rockingham ISSC, long circuit

Rockingham Circuit

KNOCKHILL MOTOR CLUB

11 Knockhill

Knockhill

16 Snetterton 300 and 200

ClubMSV

22 Castle Combe

Castle Combe

105db 75% revs

LYDDEN HILL

23 Brands Hatch

ClubMSV

Exclusive & Gen

www.lyddenracecircuit.co.uk

24 Snetterton 300 and 200

ClubMSV

30 Brands Hatch

ClubMSV

Exclusive & Gen

30 Oulton Park

ClubMSV

Exclusive & Gen

www.nsx.ch

30 Snetterton 300 and 200

ClubMSV

NÜRBURGRING NORDSCH

30 Cadwell Park

ClubMSV

FOCUSED EVENTS

www.trackdays.fr GOODWOOD

www.trackdays.knockhill.com LIVERPOOL MOTOR CLUB www.liverpoolmotorclub.com

MOTORSPORT EVENTS www.motorsport-events.co.uk NSX DAYS

www.ringhaus.com PEMBURY/BARC

SEPTEMBER

www.barc.net

Oulton Park

ClubMSV

PISTENCLUB

Snetterton 300 and 200

ClubMSV

Cadwell Park

ClubMSV

Rockingham ISSC, long circuit

Rockingham Circuit

Knockhill

www.pistenclub.de PORSCHE CLUB UK www.msdpcgb.co.uk PORSCHE CLUB (BELGIUM)

General Testing

Exclusive & Gen

General Testing

www.porscheclubfrancorchamps.be

13 Oulton Park

ClubMSV

Exclusive & Gen

RACE DAYS

13 Rockingham ISSC, long circuit

Rockingham Circuit

General Testing

20 Brands Hatch

ClubMSV

Exclusive & Gen

www.silverstone.co.uk

20 Oulton Park

ClubMSV

Exclusive & Gen

SLICK ET STOCK

20 Cadwell Park

ClubMSV

22 Knockhill

Knockhill

27 Brands Hatch

ClubMSV

Exclusive & Gen

THRUXTON MOTORSPORT CENTRE

27 Oulton Park

ClubMSV

Exclusive & Gen

www.thruxtonracing.co.uk

27 Snetterton 300 and 200

ClubMSV

27 Anglesey

Anglesey Circuit

www.racedays.co.uk SILVERSTONE CIRCUIT

www.slicketstock.eu THE RACING LINE www.the-racing-line.co.uk

TRACTIONDAYS www.tractiondays.co.uk TRACKSKILLS

OCTOBER

www.trackskills.com

Brands Hatch

ClubMSV

Exclusive & Gen

for Focus ST and Focus RS Drivers Perkins operate a trackday club for our performance Ford drivers and we found that our customers required a greater level of safety when using their pride and joy on trackdays. With the help from one of our motorsport partners, we engineered and developed a purpose built trackday roll cage for the models our customers drive, with a brilliant removable X-section for when you’re not on the circuit. Now available for your Focus ST /Focus RS. We require your car for one day. Lead time is 7 days for booking into the workshops. TRS Harness kit also available (ask for details). 15 Courtesy cars available. £1595 fitted, including VAT.

Tel: 01371 87 6622 www.perkinsgarages.com sales@perkinsgarages.co.uk CM6 1DF for your sat nav http://youtu.be/FC49-TFEDu0

Lotus Cortina Race Car FIA Spec LHD-Less Engine & Box Early Shell-Superb Condition £30,000 Mk1 Cortina 2 Door shell Race prepared-can be supplied with Alloy Boot Bonnet & Doors, Cage etc. Price dependant on spec A35 Race Car Test mileage only, Goodwood spec Absolutely superb as featured in Track Driver Test

for all race rally and fast road requirements

Track Day Roll Cage

Lotus Cortina Race Car FIA Spec RHD 7th O/A in U2TC 2012 4 Race Series Turn Key ready to Race OIRO £40,000 1965

Xr3i Race Car Fully prepped and eligible for XR Challenge series Would also be a superb track day car £3,750 A suitable trailer could also Be available Manufacturer of the Appendix K Lotus Cortina exhaust manifold

Tel: 01922 720767 Fax: 01922 721354

For Brochure: Email: karen@ashleycompetitionexhausts.com

Croft (105dba – OPL)

£199

Anglesey (GP + Coastal)

£159

Blyton Park

£129

12 Sept 16 Sept 21 Sept 22

Castle Combe

£159

Sept

Oulton Park

£199

Blyton Park

£129

23 Sept 27 Sept st

Oct

Cadwell Park

£129

Oct

Anglesey (GP + Coastal)

£149

Oct

Blyton Park

£129

Oct

Bedford Autodrome GT

£129

Oct

Castle Combe

£159

Oct

VALUE FOR MONEY

CIRCUIT & AIRFIELD

TRACKDAYS

3 4 6 7 9

Croft (105dba)

£199

Mallory Park

£159

Blyton Park

£129

Oulton Park

£149

Woodbridge

£129

Blyton Park (Eastern)

£119

Donington Park

£159

Blyton Park

£129

10 Oct 12 Oct 14 Oct 18 Oct

BOOK EARLY & SAVE Prices increase as places sell

18 Oct 26 Oct

Friendly Paddocks - Excellent Safety Record Online / Telephone Booking

26 Oct

Find out for yourself why drivers keep coming back to Javelin Trackdays

1 Nov

Established 2000

31 Oct

Cadwell Park

£79

Bedford Autodrome GT

£139

Snetterton 300

£129

Oulton Park

£99

2 Nov th

Tel

01469 560574

or visit

www.javelintrackdays.co.uk

4 Nov

ALL EVENTS ARE OPEN PIT LANE FORMAT

Unless marked ***

YEARS 8-11 JANUARY 2015 BIRMINGHAM NEC

CARS

STARS ACTION

FASTEST SHOW

ON EARTH BOOK NOW! 0844 581 1411