Re2005 12

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DECEMBER 2005
Contents Features
21 Show time
Previews of Autosport Engineering, PRI and
MSEC
GM
32 Corvette C6-R
Cover story Chevy’s 2005 Le Mans winner uncovered 32
38 Super eight
Mountune and Motopower’s lightweight RST V8
44 Riley MkXIII
Bill Riley’s 180mph paved oval Silver Crown
racer in detail
52 Global concept racer
The GDi hydrostatic drive racecar concept
56 Physical Digital
Accurate 3D models of anything
Stig Sideways
Raceworld
05 Write line – What did the MIA ever do for the 38
British motorsport industry?
06 Debrief – Chinese motorsport industry,

Porsche RS Spyder, GP Masters chassis
18 Race people – Sergio Rinland is On The Gas

27 V-Angles – Paul Van Valkenburgh on
Chaparral’s continuation
Ludvigsen
31 Forum – Readers say…
44
Raceshop
67 Buyers’ insight – Engine management
systems profiled
73 Tech spotlight – Cost effective, low volume
metal casting
77 Racegear – All the latest products
83 Database – Full motorsport supplier listings
93 Aerobytes – McBeath’s tales of yaw
Sam Collins
97 The Consultant – Three wheelers

56
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www.racecar-engineering.com December 2005 Racecar Engineering 3
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4 December 2005 Racecar Engineering

Write Line Pit Crew
A
re you running a racecar and, if so, are you running it on an Vol 15 No.12
alternative fuel? Stupid question; you run it on the stuff that comes Editor
Charles Armstrong-Wilson
from the pump like everybody else. Why? Because there are no points Deputy Editor
Sam Collins
awarded for making life difficult for yourself. And who can blame you. Art Editor
Barbara Stanley Borras
In the typically hand-to-mouth world that is motorsport, there is no room for Chief Sub Editor
Mike Pye
the bigger picture or the higher ideal. Not unless you have money pouring out Editorial Assistant
Katie Power
of every pocket, in which case going racing will soon put a stop to that. Contributing Editors
But energy efficiency is something motorsport needs to embrace and, more Paul Van Valkenburgh, Allan Staniforth
Technical Consultant
importantly, needs to be seen to embrace. Consider this – global warming and Peter Wright
Group Art Editor
melting polar ice caps is clear to everyone except the most delusional. Carbon Patrick Morrissey
Contributors
dioxide is a major contributor and humans produce 75 per cent of the planet’s George Bolt Jr, Mike Breslin, Dan Carney,
Karl Ludvigsen, Simon McBeath,
CO2. Does that make you and your racecar guilty of all the world’s climactic Mark Ortiz, Ian Wagstaff
Photography
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“ VERY SOON MOTORSPORT IS
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ACCEPTABLE AS SMOKING
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Managing Director
depend on, is heading for

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Charles Armstrong-Wilson

Debrief
NEWS IN BRIEF The importance of wind

● Formula 1’s new 2.4-litre V8 engines are
proving unpopular with drivers who claim they Whilst the FIA is using CFD to find
are ‘boring’. out how F1 cars operate together,
and to try and promote better
● BAR Honda’s attempt to hit 400kph on the racing, the competitors in its
Bonneville salt flats was interrupted by a premier series continue to invest in
deluge of rain. The campaign has not aerodynamic tools. Toyota F1 is
however been abandoned. commissioning a second tunnel at
its Cologne HQ. The new tunnel will
● Silverstone is looking to receive a £600m be a 50 per cent scale unit similar
overhaul and redevelopment. The BRDC is to the one the Japanese funded,
currently seeking private sector investors. German-based team already uses.
Construction work started in
● SCSA stock cars are set to run on road October and the team aims to have
courses in 2006. The English version of the the tunnel up and running by the
LAT
ASA series had previously just raced on the end of 2006. Top Formula 1 teams continue to invest heavily in wind tunnel test facilities
Ovals at Rockingham and Eurospeedway. Four Meanwhile, in Switzerland BMW
road courses are on the provisional calendar. is planning to increase the number reflect the current feeling within the greatly increase BMW F1’s
of staff at its Hinwil facility, mainly industry that suggests a aerodynamic development
● Champion Audi won the 2005 ALMS once to allow the outfit to operate the 100 combination of both CFD and wind capability.
again using its dominant Audi R8s. The per cent wind tunnel it has tunnel work is the ideal solution. Whilst it appears that F1 teams
replacement for the R8 is strongly tipped to acquired there 24 hours a day. This has not been lost on BMW’s F1 are still willing to spend millions on
make its ALMS debut next year. A source in a front-running team team (or, in its predecessor form, finding that extra 10th with
claimed that ‘wind tunnels and Sauber) who commissioned the aerodynamic solutions, it is worth
● Radical has broken the production car lap people can do in about 30 seconds Dalco super computer ‘Albert’ noting that the draft 2008 Formula 1
record at the Nürburgring using a road- what computers take weeks to do. earlier this year, primarily for CFD regulations (see debrief V15N9)
registered SR8 LMP3. The record now stands Using a bit of both is the best thing work. The new staff increases, demand far more basic and perhaps
at 6m55s – a full 20 seconds faster than the to do.’ A comment which appears to allied to the use of ‘Albert’, should less critical aerodynamics.
previous record.
● Renault edged out McLaren in China to win
the F1 World Constructors’ Championship. Restricted V10s look strong

The Enstone, England team was delighted.
Even with the new
restrictions in
● Porsche’s RS Spyder dominated the LMP2 place, old spec
class on its ALMS debut. Lapping Laguna V10s are
Seca within seven tenths of a second of the rumoured to be
outperforming
pace-setting Zytek LMP1.
current spec V8s,
which could make
● Ferrari obsessed GT2 team Scuderia for an interesting
Ecosse has been linked to a rumoured new 2006 season…
LMP project from the Maranello constructor,
despite team boss Stuart Roden commenting
to RE at Le Mans that he did not think LMPs
had any place in sportscar racing.
Ian Harris
● British Formula Vee chassis manufacturers
AHS, GAC and Storm lined their cars up at

Snetterton recently for a forthcoming Racecar Proposals on how to restrict V10 engines using in 2006. However, recent fact developing restricted 3.0-litre units.
Engineering feature. used in Formula 1 from next season have comments from senior figures within the Currently there is a gentleman’s
been revealed. Old spec 3.0-litre V10 teams suggest there is a feeling that a agreement between Ferrari, Honda,
● Formula Ford is set for a new engine. The engines will be fitted with a 77mm air good quality restricted V10 would still Mercedes, Renault, Toyota and BMW not
1600cc powerplant was to be revealed at the restrictor and be limited to 16,700rpm. have an advantage over the V8s. Allied to to use the 3.0-litre engines, but
Formula Ford Festival as RE closed for press. This aims to provide equivalency with this, rumours suggest that some teams speculation suggests at least one team
the 2.4-litre V8s that most teams will be who officially intend to run a 2.4 are in has broken the agreement already.
6 December 2005 Racecar Engineering www.racecar-engineering.com

Debrief
Push for Chinese motorsport

Four leading European figures in the month practice period in Europe, inside
international motorsport industry have ART companies and associated
formed Asia Racing Technologies (ART), companies,’ explained an ART source.
an organisation that aims to nurture the ‘This will be followed by a minimum 12-
embryonic Chinese motorsport industry. month practice period in China, and we
If ART achieves all its aims a Chinese believe that every year 15 to 20
Formula 3 chassis could hit the track in engineers will be trained in mechanical
the not too distant future. design, aerodynamics, engine
GianPaolo Dallara, Jean-Claude development, manufacturing, electronics
Migeot, Bruno Engelric and Luca and racecar preparation. We hope the
Birindelli are going to be working with future Chinese motorsport entrepreneurs
Chinese counterparts to achieve their will emerge from this population.’
objective. ‘The four of us have seen a lot By the time this population has
of success over the past 25 years and developed, ART will have set up and
LAT
we believe the time has come for us to European industry figures aim to fast track the Chinese motorsport market prepared research and development
give something back to motorsport,’ facilities near the Shanghai circuit. This
explained Birindelli. ‘China now has the China already features highly on the looking to invest in the nation’s Chinese version of ‘Motorsport Valley’
top of its motorsport pyramid but it will world map of the automotive industry motorsport development. A scheme run will promote individual enterprises by
only develop outside the Chinese Grand and, since the building of the impressive directly by ART will see the training of graduates of the young engineer
Prix if we really invest time and F1 circuit in Shanghai, has started to 15 to 20 engineers each year. Young programme, and is likely to support new
expertise to assist China in developing appear on the Motorsport map, too. Engineer Training aims to create a championships in China and the Asia-
home grown motorsport from the base Chinese road car manufacturer Brilliance minimum population of Chinese Pacific region.
right to the top of the sport. Our mission has been linked to a WTCC campaign in motorsport engineers of between 50 and In addition, ART will support a
is to provide our Chinese partners with 2006 and there has been strong support 100 – all of whom will have relevant Chinese racing drivers’ school, a Chinese
the right training, technology and for the Chinese A1 Grand Prix entry. practical experience at F3 level by 2010. F3 championship and a project to
logistics to fast track the development of ART has already started a recruitment ‘The tutoring cycle will consist of a design, contruct and run a Chinese F3
the Chinese motorsport industry.’ programme for Chinese engineers and is three-month training period and a nine car, complete with Chinese engine.
Honda finally takes the plunge with BAR

Honda has revealed it is the latest Tobacco. Honda will now join BMW, [In 2000 Honda returned to F1 Honda is also looking at supplying
manufacturer to have a full works Toyota, Renault and Ferrari as full with BAR when a Harvey V8 engines to a so-called ‘B’ team
Formula 1 team after purchasing manufacturer teams. Posthlewaite-led works chassis to run next year. Dome was linked to
BAR. The Japanese manufacturer It won’t be the first time Honda project was abandoned after the the new team which could be run
has acquired a 100 per cent has had a factory F1 team – in the designer died. The BAR deal saw out of the former McLaren factory in
shareholding in the Brackley, 1960s Honda had a moderately Honda assist with chassis Woking, England. Dome is known to
England-based team. ‘After successful campaign before technology development as well as have strong links with Honda and
discussing Honda’s future F1 withdrawing. Engine supply deals engine supply.] also harbours long-held aspirations
participation, we have decided that have also netted a number of world Rumours circulating at the for F1, even going so far as to build
Honda should own 100 per cent of championships in recent years. Japanese Grand Prix suggested the F105 a Mugen-Honda powered
the team,’ explained Honda’s Hiroshi prototype F1 car in 1996. A second
Oshima. ‘From next season, we will Honda-influenced team would give
be even more energetic in our F1 the manufacturer a second vote in
activities, working hard as a team in the increasingly controversial
order to improve our technology, GPMA/FIA dispute, and a greater
develop our young engineers and say over any rule changes.
achieve our goal of winning the The FIA has revealed that it fully
world championship.’ expects at least two new teams to
Earlier this year Honda purchased enter Formula 1 by 2008 and that
a 45-per cent share of the team and there should be 24 cars on the grid.
has now acquired the 55-per cent Also that costs will be slashed, but
LAT
stake owned by British American Honda is the latest manufacturer to join the F1 race, now fully controlling BAR so far no word on how.

Debrief
INTERCOM Grand Prix Masters

hits the track
MIKE BRESLIN
Former British grand prix commentator Murray

Walker always used to say that Formula 1 spelt
backwards is ‘if’. But actually Murray, it’s Eno Delta Motorsport’s Grand Prix Masters The Grand Prix
Masters car has
Alumrof, which sounds like the name of a seedy, car took to the track for the first time in
undergone
basement-dwelling fence in a crime novel, but October. After completing 300 miles of successful tests
we’ll let that pass. Point is, there are more running at the Pembrey circuit in South in Wales
variables in this sport of ours than in most others: Wales the test was declared a success.
what if he’d been in that car? What if his engine The new series, set to start in South
had lasted? What if his lap had come before the Africa on 13 November, pitches retired
rain...? And so on. F1 drivers against each other and has
But to me, the biggest ‘what if’ of them all is attracted a number of household names.
this: what if there had never been any interference The Reynard 98I Champ Car based
in the design of Formula 1 cars? What if the purity chassis was thoroughly reworked by
of racing the ‘fastest cars on earth’ had always Delta, making it more modern in
been the driving principle – what if nothing had appearance and more driver friendly
ever been banned? Or, to put it another way, what though without employing so called
if Formula 1 was formula libre? driver aids. Weighing in a 650kg less
Where would we be? Would we have computer driver, the cars should provide some
controlled moveable aerodynamics or would spectator friendly high speed racing. and carbon metallic pads. ‘We have not stable – something that allows the
ground effects and rear fans make the cars low, Power is supplied by a Nicholson- opted for full carbon brake discs as part drivers to use their skill to drive on the
wingless, wide and flat? McLaren 3.4-litre V8, an engine that is of the attraction of the Grand Prix limit. We will also keep a close eye on
Then again, what of the mechanical grip: big essentially a developed and naturally Masters series will be proper overtaking how much drivers can adjust their cars.
fat slicks, or maybe eight wheelers, part Tyrell aspirated Cosworth XB engine. The – something that is incredibly hard when The plan is only to allow limited
P34 at the front and part Williams FW08B at the 600bhp 80-degree unit is not rev limited you have short braking distances that adjustment in areas such as
rear? I guess the cockpit would be enclosed, and produces maximum power at carbon discs allow’ explains Delta aerodynamics, ride height, suspension
maybe the wheels too? Perhaps the fascinating 10,400rpm and torque at 7800rpm Motorsport’s Simon Dowson. settings and so on. We will even choose
thing would be the balance between engine size A six-speed sequential transmission Control tyres will be supplied by gearbox ratios before we get to the track
and aeros – and let’s not forget turbocharging supplied by Ricardo is actuated by an Cooper Avon, and currently compounds to ensure that all the cars are as closely
and supercharging. Equipmake paddle shift system. are being selected for the GPM series. matched as possible. I think you can
But whatever the winning ‘formula’ would be it However, drivers will still have to pull ‘This series is all about close, exciting compare them to a modern GP2 car and
seems fair to say we would still be in the same away using a foot clutch though racing that provides entertainment to say that, while in performance terms
position, with all the cars looking pretty much gearshifts are clutchless. everyone watching.’ claims Dowson. ‘For they will be very equal, our cars will be
alike, firstly because after years of development AP Racing supplies the braking that reason we have designed a car that more driver-friendly and certainly will
on the track and in the windtunnel the optimum system, which features cast iron discs is seriously quick but also balanced and slide around a bit more.’
package would have been reached, secondly
because most teams would be unable to afford the
development and we’d have a grid of copy-cat
cars – just like all those Lotus 79 clones in 1979. New student competition
I guess we’d also have exotic (maybe
dangerous) fuels and materials, and enough driver European Formula Student/SAE Formula Student competition, with scheduled to take part in an all day
aids to make the pilots redundant – believe it, in teams had a new event to contest in talks being given by a number of dynamic only event that would train
1993 they were even looking at a system that England in October. The Institute of established engineers. David Gould drivers and allow teams to practice
would automatically apply opposite lock, I seem Mechanical Engineers (ImechE) of Gould Engineering, spoke on running the car.
to remember. organised an event at Silverstone design, John Hilton and Nick Talk of a four-event UK based
And what about safety? Would the drivers have entitled ‘Learn To Win’. The event Chester of Renault F1 spoke on dynamic championship in 2006 was
to wear G suits? Why not take it a step further, expected between 20 and 30 teams engine work and car development said to be wide of the mark.
ejector seats maybe – just look out for the tunnel to take part in the event as Racecar respectively whilst Ford employees Italy’s version of Formula SAE
at Monaco…! closed for press, including some Terry Griggs and Richard Brown was deemed a success, with Graz
Just a dream, or nightmare. But wouldn’t it be from continental Europe. spoke on the cost and presentation University of Technology’s TUG
great if someone did build a no-holds-barred At the two-day event students events seen in Formula Student. racing team taking the spoils.
racecar, to show what could be done, provided you had a full day of engineering Finally, MSA Scrutineer Chris Baker Meanwhile Kanazawa University
could find a place to run it. The best racecar ever, seminars and feedback session spoke on car safety. won the Student Formula SAE
coming to a salt flat near you soon… covering every element of the The following day students were Competition of Japan.

Please visit us
at the PRI Show
Booth # 1340
Debrief
Unveiled Porsche’s progress

Porsche’s newly DHL liveried LMP2 late summer. At this second major test
contender took part in its first race at the cars aerodynamics, set up and
Laguna Seca as part of an intensive transmission control systems were
testing program. Information regarding worked on with some success however it
the RS Spyder (type 9R6) has been was felt that the car was not reliable
relatively hard to come by, as the car enough to take part in its debut race,
was built and developed in absolute originally scheduled to be Petit Le Mans.
secrecy. The carbon monocoque chassis ‘In order to ensure performance and
has been developed at Porsche’s reliability at a high level in a completely
Weissach facility. However Porsche new car, no stone is left unturned in an
claims to have steered clear of exotic intensive testing programme’ explained
materials to keep costs down for the Hartmut Kristen of Porsche ‘At the
future customer teams who will run the moment the RS Spyder is delivering the
LAT
car. The chassis has been tuned to suit Porsche’s RS Spyder (type 9R6) has been undergoing extensive track testing required performance but not the
the ‘angular and uneven race tracks of reliability required for a 1,000 mile race
the ALMS’ and is said to respond well to Sachs triple-plate clutch transmits the and ride height, the four way spring like Petit Le Mans’
bumpy surfaces. power to Porsche’s in-house GR6 damper units are supplied by ZF Sachs. The testing increased in its intensity
The chassis is propelled by the all- gearbox installed longitudinally. In AP Racing carbon discs supply with further tests in Europe and the US
new Porsche MR6 3.4 litre V8 engine, conventional fashion the aluminium gear stopping power, with 380mm rotors on prior to the cars first race at Laguna.
developed especially for endurance casing is a fully stressed structural the front and 355mm on the rear. After completing two and half days
racing. Porsche claims that the 32-valve member. At least two cars have been built to testing at Road Atlanta, which included a
engine develops 480bhp at 10,300rpm, Suspension is double wishbone front date, two cars in a white works livery full tech inspection by IMSA and the
and 274lb/ft of torque at 7500 rpm. A ZF and rear with adjustable toe, camber were seen testing at Barcelona, Spain in ACO, the car was deemed ready to race.
NEWS IN BRIEF NPL composite expansion

Just one of NPL
● Russian manufacturer Lada has revealed NPL Technologies, the UK-based technologies’
that it plans to enter the World Touring Car supplier of patterns to the water cooled
Championship in 2006, with eyes on a motorsport industry, including F1 autoclaves
serious campaign in 2007 and 2008. Lada teams, has added a new composites
has been flirting with international motorsport facility. The 1000m2 composites
for some time after producing a prototype department comprises a release
Super 1600 rally car. agent room, a clean room, two
autoclaves, a post-curing oven and
● German Firm MTEC Sport is considered the a freezer for storing carbon
most likely candidate to run the works Ladas. materials.
The release agent room has full
● Team Halfords Dynamics won the BTCC in air extraction and will, in due each autoclave is water-cooled – materials suitable for motorsport
late September in front of crowds of sponsors course, be temperature controlled not yet a common feature with the are difficult to obtain in small
and friends. Castrol also used the event to and have infrared dryers. At the time autoclaves used in motorsport. The quantities because of high demand
launch its new oil range entitled Edge. of writing, release agents are air- controlled cooling of carbon from the aerospace industry.
dried in ovens. The clean room, composites following the heating However, NPL receives regular
● The BTCC plans to keep it on the streets where lay-up takes place, is cycles is critical to reducing supplies because it orders in large
with at least four urban racecar temperature controlled to 19degs C stresses in the component and is a quantities – arising from its work
demonstration events planned for 2006. The and has a CNC pre-preg cutting mandatory process with aerospace for aerospace and automotive
last one in Milton Keynes, UK, drew a crowd machine. There are two new Scholz work. The larger autoclave will companies. This means that, for
of 15,000. autoclaves – one 5m long by 2.1m accept all F1 parts plus complete small jobs, it can often provide the
diameter (maximum working sportscar bodywork, whereas the carbon composite materials to
● Prodrive is moving closer to a WTCC deal temperature and pressure 200degs smaller one is most cost-effective produce a mould and/or the required
for 2006 claim RE sources in Banbury, UK. C and 14bar), the other somewhat for components such as wings, number of components. NPL can
smaller at 2.2m by 1.3m diameter nosecones and so on. At the time of also manufacture inserts to be
(175degs C and 20bar). Importantly, writing, some carbon composite moulded into components.

Debrief
Panoz to build ’07 Champ Car

Élan Motorsports Technologies (aka
Panoz) has been announced as the sole
supplier for the Champ Car World Series
chassis from 2007 onwards. The
company – which already supplies a
proportion of the IRL field – will create
the Panoz DP01, which is to take much
of its look from the current Lola Champ
Car chassis but will be smaller and
The 2007 Champ Car will be smaller
165lbs lighter. It will also feature smaller and lighter, powered by a 775bhp
wings and larger tunnels, as well as an version of Cosworth’s 2.65-litre V8
on-board starter, which could mean less
yellow flag time. Safety is also to be must be seen as significant for Don
improved, with upgraded head Panoz’s company. Its CEO, David Bowes,
protection and leg padding, as well as a told Racecar Engineering that it ‘will allow
collapsible steering column. Side us to invest in even more technology,
intrusion panels, a two-stage nose crush software and hardware. Thus it will take
structure and a rear crash box will be us up a couple of notches of the ladder
included for oval races. of service and support.’ In 2003 Élan
The engine will be the next supported the Reynard teams in Champ
generation of the 2.65-litre, Car in an attempt to improve their
turbocharged Ford Cosworth V8, beefed competitiveness against the Lolas. At the
up to 775bhp. With Cosworth now in US time it employed a number of Lola’s
hands this will mean the series will rely Champ Car design team, including its learn that it had lost the business until Car came to a conclusion.’ Seven
totally on North American-owned senior designer Simon Marshall. Bowes 10 October, the day before the official tenders were received by Champ Car but
suppliers for its engines and chassis – said then ‘I would love to be involved in announcement. Lola Group executive those from Lola and Panoz are thought
something that has not happened in a CART, although it looks as if 2005 will be chairman Martin Birrane has expressed to have been the only realistic
premier US single seater series since our earliest opportunity.’ Changes in the his surprise that the company did not propositions.
Indianapolis in the 1960s. direction Champ Car has headed means win the contract but points out that the All chassis and component design
The 2007 package has been designed that he gets his wish two years later. A1 Grand Prix series, Formula Nippon work will be conducted in Georgia, along
to reduce operating costs. The new In recent years Champ Car has been and LMP1 sportscars are just three with construction and shipping. Simon
rolling chassis will cost around 35 per open to a variety of suppliers and has projects that ‘have been or are about to Marshall is to head up the chassis design
cent less than the current car while the been the preserve of the British be launched.’ team, along with Élan aerodynamicist
cost of spare parts, it is claimed, will manufacturers Lola, Reynard and, before Lola offered its support to the future Nick Alcock, who will be using a 50 per
yield a saving of nearly 50 per cent. The that, March. Latterly though it has been of Champ Car and also stated that it cent wind tunnel and CFD to develop the
design also allows Champ Car to explore dominated by Lola, which achieved its ‘offered a very competitive tender’ but car. Testing is scheduled to start in July
technologies such as carbon brakes. position in a competitive environment. that ‘forces beyond its control meant with up to 1000km of testing to prove
Winning the Champ Car business The Huntingdon-based company did not that the long partnership with Champ the design before going into production.
Lola’s proposal
Lola’s proposed
design for the
B07/00 Champ
Car was revealed
a few days after
the CCWS
decided to adopt
the Panoz DP01.
The car was
going to be
smaller, lighter,
faster and
stronger than the
existing car.

At the heart
of the world's most
powerful engines...
... & at the heart of the PRI Show

Arrow are making the trip to Indianapolis again this year,
showing off our products shoulder to shoulder with the best
that the world has to offer. With our own independent booth
at the new PRI Show in Florida (1408/1410), and all the
right people to talk to, you need to come and see why
Arrow Precision are the top European manufacturer of:
Steel Connecting Rods •

Titanium Connecting Rods •
Cam Followers •
Chromoly Flywheels •
Valve Guides •
Pre Ground Shims •
Spring Retainers •
The 18th Annual PRI Show Orlando, Florida.

1st to the 3rd December, Booth No. 1408/1410
From custom to production,

from vintage to LeMans,
you need Arrow at the
heart of your engine.
Arrow Precision Engineering Ltd

Tel: 0044 1455 234200
Fax: 0044 1455 233545
Web: www.arrowprecision.com
e-mail: [email protected]
Steel Titanium One-piece Production Specials Vintage
Debrief NASCAR news with George Bolt Jr
Future Shocking business!

car tests NASCAR officials
look on as height
NASCAR tested its ‘Car of sticks are used to
Tomorrow’ at Talladega and Atlanta measure running
during October with apparent heights after the
Dover race
favourable results.
The new car is two inches taller
and aimed at making racing more
competitive, with less emphasis on
aero and more placed on driver
safety. It will also be four inches
wider, with the roof (or greenhouse
area as NASCAR refers to it) looking
much larger and the drivers’ seat
four and a half inches closer to the
centre of the car than it currently is.
LAT
Another major change is a flatter
front end and the use of a splitter- RCR crew chief Todd Berrier was asked by Berrier had its outside pole run shocks had to settle before passing
style spoiler at the bottom of the by NASCAR to leave the Talladega track deemed void and started the race at the through the height stick. While using all
front valance and a similar ‘bolt-on’ and placed on suspension until 19 rear of the field. Berrier had been legal parts the teams had found a way to
rear spoiler. Both are designed with October. He was also fined $10,000 previously suspended for four races in make the shock work in arrears, using
simpler aero matching in mind, (£5750) when a fuel vent tube exiting March and fined $25,000 (£14,350) more pressure in the reservoir and
enabling the governing body to the rear panel of Harvick’s RCR Chevy when he was found to have blocked off effectively holding the rear of the
make changes quickly to even the was found to have ‘fallen’ inside the the fuel vent hose during qualifying at racecar higher in the air, therefore
playing field. The chassis is totally trunk during qualifying. Also the rear Las Vegas. creating more downforce on the rear
different, too, with much taller shock absorber access panels in the Meanwhile, six cars had rear shock spoiler. The team was not penalised, but
frame rails and, instead of the trunk were open, thus allowing air to absorbers confiscated after the Dover NASCAR issued a technical bulletin a
different types of chassis currently flow inside the trunk helping to keep the race, including the Hendrick cars that week later – the bulletin mandates gas
used for various types of tracks a rear of the car low – a great benefit at finished one-two. It took a while for the pressure not be more than 75psi, and a
common layout is to be used. restrictor plate tracks. The Chevrolet run cars to pass post race inspection as the smaller reservoir on top of the shock.
Downsizing End of the line for Pikes Peak

the families The Pikes Peak International
NASCAR is working on plans to limit the Speedway has been sold to
number of teams a car owner in Nextel International Speedway Corp. – a
Cup can field. Currently Jack Roush division of NASCAR – and will be
owns five Cup teams and Hendrick four, razed once grandstands and other
plus a part time effort. Although the equipment has been moved from the
rulebook says two is a maximum, teams track to other ISC owned facilities.
get around this by listing family The 1200 acre site will then be sold.
members as owners of their third or The one-mile flat oval built in 1996
fourth teams, for example. was used for Busch, IRL, IMSA and
The current ruling has come under USAC races. ISC will apparently
fire with Roush owning 50 per cent of lobby NASCAR to move the sole
the cars in the Nextel Cup Chase. The Busch Series date to Martinsville –
new idea is likely to be phased in a track ISC purchased in 2004.
some time during 2007 and should aid But looking to the future, the date
the single or two car teams if it can be (along with a Cup race) will more
implemented effectively. Three is a likely be used once NASCAR has
number NASCAR in still chewing on, but located a site for a new Pacific
two could become the norm in the North West venue in either
LAT
distant future. Washington or Oregon. Less than 10 years old, Pikes Peak Speedway is soon to be razed to the ground

See us at PRI
Booth # 1169
Please Visit us at PRi
Orlando Booth # 2138
Insight
Controlling the show

A1GP has gone to great lengths in its efforts to make engineering contribute
to the entertainment for spectators rather than detract from it
BY CHARLES ARMSTRONG-WILSON
The emphasis in A1GP was put firmly on entertainment, Sheik Maktoum wanting a series that looked exciting and would appeal to spectators around the world
Creating a single-chassis formula is power boost button to increase power by on Lola’s rig to give teams baseline minimum. Working within these
often seen as a short route to building a 30bhp. This can be used up to four times damper settings. Carbon carbon brakes limitations, Lola conducted an aero
second-rate car. With nobody to in a sprint race and eight times in a were rejected in favour of steel and were programme to produce a workable aero
compete against, where is the incentive feature race. It enables a function in the supplied by AP Racing, along with four- package. The result comes with a full
to make it good because they are all management map and is reset after piston calipers. aero map and is described by the teams
going to be equal? However, the team each race by Zytek engineers. In the interests of the show, much of as generally benign, although not very
behind A1GP was very aware that the All cars run with the same Pi the car’s design was dictated by responsive to changes. Eric Boullier of
series would stand or fall on its Research Delta dash unit which gives aesthetics, and if there was a question the DAMS team felt it was ‘less pitch
entertainment value. So, cars that were 8Mb of flash memory and 500Hz logging mark over how well the A1GPs would sensitive than the Dallara GP2 or World
not spectacular on track, were unable to speed, but teams are strictly controlled work, then this is where it stems from. Series cars.’ Some teams also found
race closely or even just looked dull were on what parameters they can log and Early drafts of the car featured narrower certain curious effects of the
not going to fill the grandstands. With how many channels. tyres and Sheikh Maktoum himself is aerodynamics. Reducing the ride height
that thought in mind, the A1GP cars had Power is transmitted via a carbon said to have insisted on more rubber to initially increased the downforce as
to deliver much more than the bare
minimum often asked of controlled
formulae racecars.
While Lola is keen to point out that its
“ THE A1 GP CARS HAD TO DELIVER MUCH
MORE THAN THE BARE MINIMUM
”
A1GP racecars are not dressed-up
versions of its last F3000 chassis, much
of the chassis and suspension design is
clearly descended from the last F3000 clutch to the specially-commissioned make it look more exciting. expected but, beyond a certain point, it
cars and teams that had been involved in six-speed, transverse transmission. In Consequently, the Cooper Avon control started to reduce again before the car
the previous second-tier formula were early testing these units showed a heat tyres are 11.75in wide on the front and reached minimum height. Also, the front
quickly at home with the car. problem and, just three weeks before 13in wide on the rear. The teams have wing tabs, when adjusted beyond a
The 3.4-litre V8 is made by Zytek, the first test at Silverstone, the internals not found tyre degradation an issue, nor certain point, would increase downforce
code named ZA1348, and is a close were switched from the original supplier have they found an increase in grip. The but reduce drag.
relative of the company’s sportscar to Xtrac, though kept within the original biggest problem has been getting them All teams have to work out of the
engine but can trace its roots back to a magnesium casing. Since the change up to temperature. In fact some teams same premises in the UK, preparing and
John Judd design. The all-aluminium the units have run reliably. Zytek also found rear end grip a limiting issue. repairing the cars in allocated working
engine was developed specifically for supplied its EGS paddle-shift system, Likewise, the aero has been areas. Cars are then moved between
the A1 car by Zytek Engineering and allowing the sequential gear selection to influenced by a large aesthetic input into events by the organisers, limiting the
weighs 120kg. Published figures quote be operated from the steering wheel. the design. The original brief called for a time teams have with their cars. This
maximum power of 520bhp and 442Nm This is the same system developed for shape reminiscent of a shark or a completely rules out extra testing and
of torque. Engine revs are capped at the company’s LMP1 sportscar and can stingray, but it also directed that the any unofficial rig or wind tunnel work.
9000rpm but teams have found a useful effect changes in 40 milliseconds. cars should be able to race closely which But from a logistical point of view, how
spread of power from 5500rpm to All cars are equipped with spec Öhlins meant the disturbance from the wake, does it work for teams based all over the
8700rpm. However, to spice up the TT44 dampers with three-way and the front wings’ susceptibility to world? ‘Ask my logistics manager,’ says
action, Zytek was briefed to enable a adjustment and the prototype was tested dirty air, needed to be kept to the Boullier, ‘it’s a big problem for him.’

Race people To subscribe call +44 (0)845 676 7778 or go to www.racecar-engineering.com
G Richard Irons has been appointed
composites manager of NPL Technologies.

Irons has previously worked with composites
for McLaren, Tyrell and Minardi.
G Peter Todd, an executive at the UK’s
ASN Motor Sports Association (MSA)

died last month. He had worked at the
MSA for 19 years and prior to that at Brands
LAT
LAT
LAT
Hatch Circuits. GianPaolo Dallara Ken Ungar Robbie Loomis
G Indy Racing League vice president of director of Chinaboard investment, and Shi G Robbie Loomis stepped down from his September. In just his second race back with
business affairs, Ken Ungar, has resigned Tianshu, president of FSAC, China’s ASN. crew chief position at Hendrick Motorsport Parrott Jarrett won, giving Ford its first win at
from his post. Ungar had been in the position during September – a role he had been in Taldega since 1998.
since 2001 after having been chief of staff at G Ken Norris, one of the world’s leading since 2000.
the Indianapolis Motor Speedway. speed record engineers, has died aged 83. G Congratulations are due to Racecar
Norris had worked on projects ranging from G 26-year-old Steve Letarte will fill the Engineering’s technical consultant Peter
G AP Racing has appointed Charles Donald Campbell’s Bluebird K7 water speed void left by Loomis. Letarte joined the Wright who recently became a grandfather
Bolton as managing director designate, as record challenger to Richard Noble’s Thrust 2 Hendrick team in 1996 as a tyre specialist for the first time.
part of a separation of the roles of chairman and Thrust SSC land speed record breakers. and was being groomed to replace Loomis.
and managing director, currently both filled More recently Norris had been consulting on G The Quaife gearbox dynasty left its mark
by Mark Wingrove. the Quicksilver water speed record attempt. G Dale Jarrett has been reunited for the on motorsport again when Adrian Quaife
third time at Robert Yates Racing with his old Hobbs became the youngest ever winner of
G GianPaolo Dallara, Jean-Claude G Bob Kettleboro has been appointed as crew chief Todd Parrott who moved over the BRSCC T-Cars Championship at 14 years
Migeot, Bruno Engelric and Luca the Grand Prix Masters race control director. from the RYR Elliott Sadler team during and 8 months.
Birindelli have joined forces to form ART Kettleboro is race control director for the
(see debrief p7 for the full story). They will be BTCC and a member of the organising Send your company and personnel news direct to the Racecar Engineering team:
working with Hannah Sun, the managing committee for the British Grand Prix. tel: +44 (0)20 8726 8363; fax: +44 (0)20 8726 8399 or email [email protected]
ON THE GAS... designs and Colin Chapman, also for his

pioneering mind when it came to creating a
entertainment, so a good mix of both
concepts is necessary. That is the huge task
SERGIO RINLAND racing car and his entrepreneurial approach of the rule makers – to balance both without
Managing director, Astauto Ltd. to motorsports in general. losing the essence of what this really is:
motor-sports.
A consultant for the Motorsport What racing era/formula would you
Industry, Rinland has worked at many have liked to work in and why? What new technologies in
levels of the sport, including as a Without sounding like ‘old times were better’, motorsport are you most excited
technical director in Formula 1. probably the ’60s and ’70s, when engineering about?
innovation and ingenuity could make that The rapid advancement of computing and
winning difference, more than in modern simulation power which permits to ‘test’ cars
times when ever-restricting rules promotes and solutions while they are still only an idea
How did you first get involved in What achievements are you most micro-development and conservatism. in the engineers’ mind. Also the alternative
motorsport? proud of? energy technologies which eventually have to
When I was born, I suppose. I always loved Few, but I would pick the Sauber C20 for the What tool/instrument could you not find their way into motorsports.
racing cars since I have memory. As a teen I results it achieved and the Fondmetal GR02 work without?
was involved in slot cars, karting, motorbikes F1 Car in 1992 because of the innovations it The pencil, even though in today’s world we Is there a future for high technology
and finally cars. I studied Mechanical had, the way it was conceived and the people could not work without computers. in motorsport?
Engineering so I could design racing cars. I involved in it. Absolutely! Motorsport has to change rapidly
designed and built my first (a Formula What engineering innovation do you in the world we are living today if it wants to
Renault) in 1976 (two years before Can you name your favourite racing most admire? sustain its growth, and can only do that with
graduation). The rest is well documented. car of all time? Composite materials technology. the help of what you call high technology.
The Chaparral 2E and 2F, for its sheer amount The ‘ostrich strategy’ of most of the
What’s the most interesting project of creative ideas well ahead of its time. Is motorsport about engineering or motorsport formulae and regulations of today
you’ve ever worked on? entertainment? in respect of technology and social
Every project has its own attraction for a Who do you most admire in racecar Both. For us engineers, it is an engineering responsibility will do more harm than good in
variety of reasons at some point in time. To engineering and why? exercise with no hiding place, exciting and the long term, both to the industry itself and
pick one it would be unfair on the others. Two people – Jim Hall for his cutting-edge motivating like no other. For the public it is to the fans.

See us at PRI
Booth # 501
moment of truth
Engines scream and tension mounts, the lights go out and you
drop the clutch.
AP RACING
From that moment on, the drivetrain decisions you’ve made will
WHELER ROAD
determine who’s got the competitive edge on both speed and
reliability – from start to finish. And if you’ve fitted an AP Racing COVENTRY
clutch, you can be confident it will be you and your team. CV3 4LB
ENGLAND
That’s because AP Racing have spent over 60 years honing TEL +44 (0)24 7663 9595
their art to perfection – supplying clutches to over 500 GP
FAX +44 (0)24 7663 9559
winners and numerous other championships in the process.
EMAIL: [email protected]
And that’s simply the truth.
For a catalogue detailing the AP Racing range of clutches, brakes,

actuation products and ancillaries call our technical sales team or
visit our website.
the science of friction

www.apracing.com
AP-MTL-1
Race smart.
Autosport Engineering Show 2006
News
The International section of next
year’s Autosport Engineering show
Electronic
expansion
is set to play host to a surge of
leading French engineering
companies.
The Circuit de Nevers Magny-
Cours and CS Consulting have
joined forces to introduce a new
French Pavilion into the
International section which will be
exhibiting a range of some of the Zica Consultancy Ltd is set to expand the newly formed
top names in French engineering
excellence.
business by making its first appearance at next year’s
Eleven companies are currently Autosport Engineering show
signed up to showcase their
specialist products and services.
Words Katie Power
Rapid cylinder head prototype
manufacturers Danielson
S
pecialising in the design and
Engineering is just one of the
manufacture of high spec electrical
companies. Other names include
Texys, famous for producing
harnesses, Zica supplies a number of
automotive sensors for F1, WRC, leading clients in the motorsport,
Indy and Champ Car teams; engine military and aerospace sectors with high
development specialists Sodemo; performance electronic engineering
Apole; PRM Promo Racing; LSP components at competitive prices.
and Fibre Active. Zica Consultancy can be seen as a relatively
With Renault recently winning youthful company within motorsport with its
the F1 World Driver’s history only stretching back to its conception
Championship it seems only fitting in July 2004. The Chief Executive and Senior
therefore that some of the top
Engineer Clive Candler was behind Zica’s Zica makes harnesses for everything from Formula 1 downwards
French motorsport suppliers will
creation and brought several years of
be showcasing a range of their
best suppliers products.
experience in electrical systems to the company, many Development Manager Steve Crabtree commented:
A number of other leading from being an engineer on the Formula 1 circuit. ‘this expansion enables Zica to have a presence in all
engineering companies will also Candler believed that the market lacked the the major motorsport arena’s around the world and be
be found exhibiting in the availability of affordable, quality products and needed able to handle enquiries on a local basis offering
International section. Some of the to introduce more trained professionals. In an attempt better customer support services’.
names to expect include: Stack to rectify this, Zica was created. Within four months of Zica has recently confirmed that it will make its first
Data Acquisitions; MIRA; Aurora trading Zica had established accounts with some of appearance at the Autosport Engineering show in 2006
Bearings; Sadev Transmissions; motorsport’s most pronounced names and are steadily as the company considers it to be the perfect forum to
Lifeline Fire Extinguishers; Pi Data becoming a pivotal player in the design and publicly launch its ever-growing business.
Acquisition; Alcon Components;
manufacture of harnesses and electrical systems. Visitors will be offered the opportunity to discuss
Quaife Transmissions; Aim Data
Today Zica primarily concentrates on the design and the company’s plans for the future and speak to
Acquisitions; Tein Suspension and
Venair Competition Hoses.
manufacture of electrical systems, mechanical consultants directly about the services offered. Yet it
To make sure you secure a ticket components and bespoke electronic modules. But it is also an ideal time for Zica to promote the training
of your own and to find out more has also established various apprenticeship programs programs and apprenticeships it provides. Anybody
information about the event visit to, as Candler hoped, introduce more trained looking to start a career in harness design and
www.autosport-international.com. professionals into the field. manufacture should be sure to visit Zica Consultancy
These apprenticeships have been set up in at next year’s show.
conjunction with a number of local colleges and
Talk to TT universities, offering those wishing to work in the
If you are thinking Contact
world of harness design and manufacture the skills
of exhibiting at the Address: Zica Consultancy Ltd
they need. This opportunity is also profitable for those
show and would Technical Centre
currently employed within the company as Zica
like to speak to 21 Angelvale, Top Angel
constantly strives ensure their staff excel.
someone about Buckingham Industrial Park
Zica is currently executing an extensive plan to
how to go about it, Buckingham, MK18 1TH, UK
branch out and promote the firm across a wide range
then contact Tel: 08700 272 072
of companies. So far this has returned successful
Racecar’s Tony Tobias. Fax: 08700 272 042
results as many clients have been recruited from
Email: [email protected] or Email: [email protected]
across Europe and the USA with many more predicted
call him direct on: 07768 244 880. Website: www.zica.uk.com
to be taken on in the next few months. Business

19
See us at PRI
Booth # 2731
PRI Show 2005/MSEC
A new, bigger location and more events running alongside promise to

make this year’s PRI trade show the best event of its kind yet
Words Charles Armstrong-Wilson

Photos PRI
Bigger, better,
faster, more
F
ollowing years being held at Indianapolis, For 2005, the organisers have more than a Hammond, the popular TV commentator and
the Performance Racing Industry Show has million square feet of space to play with, allowing legendary NASCAR crew chief, and boasts a panel
uprooted itself to move south for the first 3800 booths to be offered. The organisers are of distinguished experts. Together they will field
time. This year’s show is being hosted by expecting 1300 exhibitors to sign up to create the questions from the floor on a broad range of
the Orange County Convention Centre in Orlando, biggest PRI show ever. subjects relating to motorsport and the industry.
Florida. Primarily, the move was forced by the As ever, the show itself kicks off with the A tradition of the show is the Grand Opening
show’s success that made it outgrow its home of popular Industry Round Table on Wednesday Breakfast that, like the round table, is free to all
so many years and meant the event was being afternoon between 1.30 and 3.30pm at the attendees. While enjoying a hot meal to fortify
limited by the space available. Convention Centre. It will be moderated by Jeff them for the day ahead, guests will be entertained
“ THE ORGANISERS
HAVE MORE THAN
A MILLION SQUARE
FEET OF SPACE TO
PLAY WITH
”
by the notorious wit and energy of Busch driver
Kenny Wallace. Food is served from 8.00am so be
sure to get a seat early.
For three days, the event showcases the best of
the US motorsport industry supplying parts,
equipment and services at all levels of the sport. It
offers an unrivalled showcase of businesses that
any customer serious about motorsport cannot
afford to miss. From Formula 1 to amateur short
track, you will see buyers from every area of the
PRI boasts 3800 booths and up to 1300 motorsport exhibitors displaying their products and services sport sourcing suppliers for the new season.

PRI Show 2005/MSEC
The UK will be represented by the Motorsport

Valley Zone comprising 68 booths of exhibitors
Visit the Racecar Engineering team at Booth #1937-39
from across the Atlantic. Directly opposite the
international lounge, a prime position for visitors
from outside the US, the area will see companies
including Xtrac, MIRA and Altran demonstrating
their abilities. Members of the MIA can also use
the industry organisation’s booth for meetings.
Motorsports Symposium
However, PRI is not the only event taking place at
the Orange County Convention Centre during that
week, others are taking advantage of the high
concentration of motorsport people in one place.
The Society of Automotive Engineers is famous
for its biannual Motorsports Engineering At a glance
Conference, but this year it has broken with
Sunday, 27 November
tradition by running a new event. Called the
Advanced Engineering Technology Conference
Motorsports Engineering Symposium, it will not
welcome reception
only be held just a year after the last MSEC, but it
will also have a shorter, slimmed-down format. It Monday, 28 November
picks up on a relationship that worked well for Advanced Engineering Technology Conference
MSEC in the past when it was run at the same Tuesday, 29 November
venue as and just prior to the Performance Racing
“
Industry Show. Last time that happened was up at WHAT IS THE SAE Motor Sport Engineering Seminar
Indianapolis in 2002. This year the show is in
Orlando, Florida and that is where MSES will be
NEXT ‘BIG HAT’ Wednesday, 30 November
TECHNOLOGY?
”
held on the Tuesday and Wednesday prior to the SAE Motor Sport Engineering Seminar
show – 29 and 30 November. 1.30–3.30pm PRI Show Industry Round Table
The symposium format will feature industry significantly alter the next generation of racing?
and sanctioning body leaders in panel discussions A two-part session plans to look at engine Thursday, 1 December
and technical presentations discussing the latest management in motorsport and specifically 8.00am PRI Show Grand Opening Breakfast
Performance Racing Industry Show
technologies and how they are used. The theme of electronic versus mechanical engine management
Change For Relevance from last year’s MSEC will systems in motorsport. The sessions will look at Friday, 2 December
be revisited as a panel discusses the problems of how these systems operate, and how the Performance Racing Industry Show
striking a balance with technological innovation. technology affects the entertainment value. Saturday, 3 December
Particularly, how this will impact on grass roots The third subject to be dealt with at the Performance Racing Industry Show
racing. It will address questions such as what is seminar will be tyres. It will look at all aspects of
the value-added to the cost and complexity of the how racing tyres work and present some guidance
technology; will better, cheaper GPS-based data on how to get the most out of them. www.motorsportsengineeering.org for details.
acquisition improve safety and reduce cost; and For anyone planning to attend PRI, it Another event relocation to Florida to take
what is the next ‘big hat’ technology that will represents a couple of extra days well-spent. See advantage of the crowds is the Advanced
Engineering Technology Conference that kicks off
on Sunday night, 27 November with a reception.
Transferred from Colorado, this is the 16th AETC
and it attracts hundreds of race and performance
engine builders. In three days, the organisers
promise to tell you more about engine building
than you could hope to find out in a whole season
of racing. For details, visit www.aetconline.com. RE
■ To add a bit of spice

to the week,
attendees can take
in two USAC
Midget races at
the Orlando Speed
World Raceway on
Friday, 2 December at 7.30pm. Tickets are
just $20 and can be ordered in advance on
The Motorsport Engineering Symposium promises to be a slimmed-down version of the biannual MSEC +1 800 515 8445.

P o w e r i n t o M o t i o n See us at PRI
Booth # 4401
• World leaders in the manufacture

of driveline components
• The only manufacturer to
specialise in both motorcycle
and car transmissions
Original Equipment
Manufacturer (OEM)
to:
Daimler Chrysler and
General Motors
Quality Accredited
ISO 9001-2000 and
ISO QS9000-TS16949
For FREE catalogue and information call:

RT Quaife Engineering
Tel 0845 1307400 / 01732 741144
www.quaife.co.uk [email protected]
Quaife America
Tel 800 553 1055 / 949 240 4000
www.quaifeamerica.com [email protected]
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For information about the full-line of products: +1 419.962.4556
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Thermo-Tec Automotive, Inc • P.O.Box 96 • Greenwich, Ohio, USA
See us at PRI
Booth # 3925

V-ANGLES By Paul Van Valkenburgh
High Chaparral
Historic racing is big business, but is building
continuation versions of innovative racecars the
answer to reviving interest in circuit racing?
L
ast night I arrived home late from a weekend at And it never really went away, it just got a lower
the famous Monterey Rolex Historic races. As I profile, as cars were restored and re-raced as historics.
opened the car door, a little light went on above I only go to Monterey when they feature the old big-
my head. ‘Sonnuva bitch!’ I said, before the light bore Can-Am or Trans-Am cars, cars that roar (not
went out again. There it is. The answer to a question I whine). I love their high compression ‘whanging’ and
presented in my first editorial column in 1994. How to their impossibly erratic idling that sounds like a 600
have interesting, affordable road racing again, with
sexy shapes and technologies, instead of sanitised
parades of boring spec-car billboards.
As I wrote about in ‘Formula NONE’, and later in
horsepower popcorn-popper, or like running a 6000
horsepower Top Fuel engine in a sedan.
This year, Chaparral was the featured marque at
Monterey. Jim Hall brought the seven cars he restored
“ HOW TO HAVE
INTERESTING,
AFFORDABLE
‘Saving Racing’, it might help to have less dependence for his museum collection, most famously the 2J
on megabuck budgets from sponsors drawn in by ‘sucker’ car, and the first high-wing (mounted to the ROAD RACING
television exposure, which creates spectacles rather rear hubs) car, the 2E. The others were Hall’s
AGAIN
than inherently interesting cars and drivers. I
suggested a series with NO limits on technology and
NO advertising on the cars. As I was reminded at
Monterey, that’s the way it used to be in Formula 1 and
Fibreglass-tubbed 2A roadster, a 2D Lemans coupe,
2F coupe, 2H monocoque coupe, and his Indianapolis
winner. The exhibition runs were so accurately
nostalgic that even at a reduced pace, a couple of the
”
the legendary Can-Am, with wealthy individual cars suffered some traditional DNFs and DNS.
innovator sportsmen and irreverently earthy drivers. But there was an eighth Chaparral there –

V-Angles
another 2E that has never been raced! In fact, it had vintage races held almost every weekend. In America
not even been fully assembled yet. This is an alone, there are over 20 vintage racing organisations. I
interesting story for racecar engineers, which requires called Carl Jensen, competition director at SVRA (the
a flashback to a chapter I wrote in my ‘Chevrolet – largest) and asked about the acceptance of a
Racing?’ book about Chevrolet Engineering’s ‘continuation series’ car like this. He replied: ‘We deal
contribution to these cars. (There are other books that with this all the time. It’s a real controversy.’ He
present the Jim Hall/Chaparral viewpoint). reminded me that already there are nearly perfect
My boss at Chevrolet R&D in the ‘60s was a guy copies of Cobra, GT-40, C-Jag, Lola T-70, and it’s
“
THIS MAY
REVIVE INTEREST
IN THE TRUE
named Jim Musser, who was project engineer on the
Chaparral consulting team. The Chevrolet GS-IIb (see
exclusive photo at http://members.aol.com/
racecartec/chevrolet.html) was his aluminium-tub
rumoured that McLaren has considered continuing
their Can-Am cars. Although he only spoke for his own
group, he generalised that kit cars are definitely out,
but if a continuation car is associated with the original
prototype for the Chaparral 2C and 2E. Now retired, he manufacturer, and if major components are
SPIRIT OF decided he wanted to reconstruct a GS-IIb for his own interchangeable, and if the car is historically
INNOVATION IN enjoyment. Hall was willing to cooperate, but no one
had any of the original body parts or moulds. So he
significant, then maybe... Musser has already
contacted him, and the 2E will be accepted as long as,
THE ORIGINAL suggested a compromise – build the latest 2E ‘it isn’t painted a different colour, and sponsored by
CAN-AM derivation, which he did have body moulds for. This Joe’s Towing Service.’ Owners of original cars don’t
” was a landmark racecar by anyone’s standards, and

one of the most fun to drive, according to Hall. It was
softly sprung, with the aero loads going directly into
the suspension, and it was relatively easy to set up,
want to be blown off by a relatively inexpensive copy.
The bottom line is all cars are considered on a case-
by-case basis.
Jim Hall (and a few lucky invitees) may occasionally
being highly responsive to anti-roll bars and shocks. make exhibition Chaparral runs, but the original
As the project advanced, Hall and Musser started museum-quality cars are irreplaceable. A continuation
thinking, ‘what about a limited production series?’ Hall of production would allow the Chaparrals to actually
still had the original full-scale aluminium tub patterns, be raced again. I put a lot of development miles on the
and the tubs and suspension are easily fabricated with GS-IIb, and a GT-40 test bed for the 2H radiators, and I
ordinary shop tools – metal brakes, pop rivets, and both fabricated and test drove the suction-traction
adhesives. Some of the wheel and upright patterns and test mule for the Chaparral 2J, but I never actually
forgings still exist, and modern CNC machines can drove any of Hall’s cars. So what is it like to road race a
crank out the rest. 1600lb car with 5–600bhp on (relatively) narrow
The ‘secret’ automatic transmission (which I tyres? If I owned a totally original historic racecar, and
explained in my book), turned out to be a limiting wanted to race, I’d store it and buy a replica (with
factor. Hall had one spare trans for Musser, and the modern safety features) for competition.
original casting patterns, but the first estimate for new I have to remember that these cars raced before
reproductions from today’s racing trans companies many of today’s racecar engineers were even born
was about $40,000 (£22,300) each. I recalled seeing a (considering the number of universities now offering
couple of spares in another Chevrolet engineer’s shop racing degrees). The Chaparrals demonstrated
about 15 years ago, which I tracked features that have since been outlawed, and will
down and relayed to Musser. The otherwise never be raced professionally again – like
torque converters aren’t a the wings that could be trimmed out at speed, and
problem, because of their patented loading of the wheels without loading the
popularity in drag racing today. chassis (something UTA re-innovated in FSAE
You can specify whatever you recently).
want in diameter and stall or What a series this could become, with wealthy
lockup characteristics, right off sportsmen again instead of corporations, rubbing
the shelf. elbows with famous (although now retired) driver
Likewise, today you can easily celebrities who are not racing for millions, but for the
specify a Chevrolet engine off the joy of it. And see what four decades of advancements
shelf that will out-power the best in engines, tyres, data acquisition and chassis set-up
the factory or any racing team knowledge might contribute to making these
could produce in that era. Yet to ‘continuation series’ cars even faster.
make it accurate, with the original This may revive interest in the true spirit of
Webers and manifold, only innovation in the original Can-Am, although in
standard heads could be used. adhering tightly to the past, it does leave out the
If they do take orders and start opportunity for any more new innovations. I think we
producing copies, aside from a still need a ‘Formula NONE,’ especially as a
conversation piece, where can you supplement to troubled Formula 1. Maybe we should
race it? Vintage racing is hot. make a movie about it, using special effects instead of
There are a bunch of magazines, real vehicles. Wait a minute, Spielberg already did that
and they list calendars of historic/ – with the pod race in Star Wars Episode One. RE

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Forum
Nice one Hermann Email the Editor: [email protected]
Well, wouldn’t you know it, just or send your letters to: The Editor, Racecar Engineering, IPC Media, Leon House,
after I submit my column 233 High Street, Croydon, CR9 1HZ, England Fax: +44 (0)20 8726 8399
lambasting the circuit designs of Visit www.racecar-engineering.com and submit your project for a feature online
Hermann Tilke (RE v15n11), he
comes up with an absolute cracker.
I’m talking about the Istanbul
Speed Park – or whatever they’re
calling it this week – of course, a
circuit which has to be just about
the best we could hope for from a
new F1 track in this safety
conscious age.
That said, many of the points I
made still stand, and if you doubt
it, just think: could anything that
occurred at the boringly-named
Turn 8 (rechristen it ‘Ata Turk’
please, it sounds like ‘attack’ and
just about everything else in
Turkey is named after the great
LAT
man anyway) rival what we saw at Turkish track at last proved a challenge for F1 drivers, with mistakes being penalised, just like the good old days…
Suzuka at the end of the season?
Surely Alonso passing Schumacher line unless acted upon by an the engine alone but this was also worth another look. Does anyone
round the outside of 130R would external force. Newton’s third law seen to be impractical. have any thoughts on this?
have been far less spectacular if states that every action has an Well, it also occurred to me Would it be possible to build an
there was an Ikea car park worth equal and opposite reaction. So that revs are the real thing that electronic device that could be
of paved run-off to play with? the question of the month is what cost money to achieve and also set and sealed and checked by
Still, you can’t blame Hermann was Newton’s second law? what destroys engines. If revs the scrutineer on a regular basis?
for that, and the green strip of Also, energy can neither be could be kept within feasible It would have to be completely
grass, or grasscrete, on the outside created nor destroyed, only limits then the need for exotic tamper proof of course but it
of ‘Ata Turk’ at least meant there changed in form. So downforce (read: expensive) components would limit the revs to the set
was some sort of punishment for and stability will always be at the such as steel rods, cranks and peak. This idea, if practical, has
those overstepping the mark. expense of drag. valve trains would be eliminated. always appealed to me as I see it
I proposed something like a 500 as a very effective way of cutting
Mike Breslin Ian Griffiths, by email or a 1000rpm limit over the model costs by eliminating the necessity
Llauo - y - Dos manufacturer’s redline limit. Or of expensive components and
Wales On the limit if that was not possible, a limit expensive blow ups. If it worked
I was originally responsible for for the class ie allowing smaller it could be adapted to a variety
Newton’s legal man penning the rules of a reasonably engines to rev higher. of different championships with
Regarding Owen Brenton’s ‘Load successful modified saloon car This, at the time (it was eight dividends in both performance
of hot air’ in V15N9, Owen seems to race series and at first we had a or 10 years ago) was rubbished and safety.
have confused his Newtons. selling/buying plate in an effort as being unenforceable, and
Newton’s first law states that a to keep costs down but this was maybe it is. However, with the Al Weyman
body remains at rest or in a state not really workable. I did at one recent strides in technology I Taken from the forum section
of uniform motion along a straight time consider a selling plate on was wondering if this idea was of racecar-engineering.com
New! Preview the online edition of

in your browser
Go to ‘This issue’ at www.racecar-engineering.com
Corvette C6-R
Words Dan Carney

Photos Chevrolet; Sam Collins; LAT
Yellow fever
If the Corvette racing programme was to promote the new C6 road car then
a racing version was needed, but it presented some interesting challenges
C
hevrolet netted a surprise GT win at Le Mans with its new C6-R The team’s response was to ask for a single air intake at the front of the
racecar, despite the Aston Martins being tipped for victory. The car in place of the split intakes on the C5, to replace the pop-up headlights
British cars’ reliability was no match for the Corvettes and the US with fixed lights, and to recontour the car’s profile for more downforce.
team’s endurance racing miles proved their worth. But the win ‘The C6 has a completely different angle in the roof and down the back,’
with an all-new car was achieved in the face of a number of a number of Fehan observed.
problems to solve and improvements to be made. The result is more downforce and less drag, with the trade-offs between
The successful Corvette C5-R served as the development mule for the the two adjusted to suit the needs of each track. The five-inch shorter C6
C6-R, while the race team also coordinated with the production team has a longer wheelbase than the C5, trimming front and rear overhangs –
developing the new Corvette C6 in search of production changes that critical to developing downforce – away to almost nothing. ‘The overall
could yield racing advantages. shape of the body has less drag, so the lift-to-drag ratio is very much the
The Corvette production car team sent word to the racers that they’d same,’ observed Steve Wesoloski, GM Racing Road Racing manager.
like a list of items to consider when developing the design of the new car, However, the downforce reductions weren’t the same front and rear,
and the racers responded with three specific requests, said Doug Fehan, eroding the all-critical balance racers seek. ‘What we were faced with was
C6-R programme manager. ‘The design staff came to us and asked what that the [C6] shifted the centre of aero pressure forward. The shorter rear
they could do to make a better racecar,’ he recalled. overhang is more of a detriment then the shorter front overhang.’

Corvette C6-R
A part of the solution to this problem has been to run with windows
installed in the car. ‘We run widows all the time now, where before we
only ran them sometimes at tracks like Le Mans,’ Wesoloski said. Racer’s
instinct said that the windows would trim drag by sealing off the
turbulance-inducing window openings, but CFD modeling revealed that
wasn’t the real source of the benefit. ‘We thought it would reduce drag, but
that is not the case. It keeps the air attached over the body of the car,
flowing air to the rear wing for more rear downforce.’
Making the rear wing more effective lets the team trim the angle of
attack, typically by three or four degrees, for less drag. The range of
operation now is between 11 degrees for a high-speed circuit like Le Mans
and 15 degrees for a tighter, slower track like Lime Rock Park.
Of course, underbody aerodynamics also plays a crucial role. At the
front, the revised bumper fascia is designed to flare outward ahead of the
front wheel openings, creating low pressure areas outside the wheels that Engine placement is limited by regulations mandating stock firewall location
draws air from under the front of the car through the wheels, creating
frontal downforce. runway provides plenty of space for the car to reach terminal velocity.
At the rear, the diffuser has taken on more of a cheese grater The diffuser didn’t even have the benefit of that testing, but was rushed
appearance, going from the typical three or four vertical strakes to a in prototype form to the track, where it quickly demonstrated its value.
surprising 11. ‘It creates little venturis [that] keep airflow in line, with more CFD also let the team refine the design of its rear wing element. ‘It took
laminar flow through the back 15 iterations to find the optimised
rather than having turbulence at wing shape for the C6,’ Wesoloski
the back where the diffuser meets
the rear bumper fascia.’
The diffuser not only increased
“ A PART OF THE SOLUTION TO THIS
PROBLEM HAS BEEN TO RUN
WITH WINDOWS INSTALLED
reported. ‘The car has a pretty big
wing, so you don’t want to make 10
or 12 of them, you want to narrow
”
downforce, it improved the car’s that figure down.’
driveability, too, according to The cumulative result of all the
Wesoloski. ‘It is not only overall aero improvements to the C6-R has
downforce improvement, it reduces sensitivity to pitch and roll as well.’ been six per cent less drag with the same downforce, says Wesoloski.
‘That has probably contributed to increasing downforce more than ‘We’re probably generating a maximum of 1800lbs of downforce.’
anything else,’ confirmed driver Ron Fellows. ‘We’ve messed with a Such a downforce level makes itself felt in high-speed braking zones, as
number of different shapes and styles.’ In the end, drivers could readily the downforce diminishes with speed, forcing drivers to ease off the brake
see the benefit of the new style of diffuser: ‘you can feel it and it shows up pedal as the car slows. According to Wesoloski, the effect varies according
on the stopwatch.’ to the available grip at the track.
With a factory programme backed by the world’s largest automaker,
surely such improvements were the result of countless hours tweaking
prototypes in the wind tunnel, right? Wrong. Comparatively cheap CFD
modelling points to the potential benefits, which are proven in
straight-line speed testing at a defunct airport outside of
Detroit, Wesoloski told Racecar.
‘There aren’t a lot of rolling road wind tunnels, and
our car is very dependent on underbody
ground effects,’ he said.
The two-mile
Considerable attention was paid to safety

features on the 2005 car, including using the
steel chassis from the road going C6, rather
than the available aluminium rails from the
Z6. Wheelbase was actually increased over
C5, despite a reduced overall length,
through shorter front and rear overhangs

Corvette C6-R
Note in these two pictures the

transverse beams running across the
rear of the car connecting each hub to
a third spring arrangement mounted
on the rear of the diff housing
Rear suspension travel was increased,

softer springs used (with conventional
Sachs dampers) and new, smoother
pressed ball joints utilised throughout
“
WE REALLY
CONCENTRATED
ON REDUCING
FRICTION IN A
LOT OF THE
SUSPENSION
ATTACHMENTS
”
That downforce at high speeds also has implications for suspension just a bunch of extra mass, compared to conventional shocks. Further,
performance, hinting at the potential benefits of a third spring heat dissipation under race conditions would be very difficult,’ he added.
arrangement on the rear anti-roll bar visible on the car at Le Mans. While One of the simplest components of the suspension has seen special
the set-up was in plain sight, the team still doesn’t want to discuss its attention on the C6-R, according to Wesoloski. The rod ends that attach
design and operation in any detail. However, with the team’s cars going to suspension arms are typically stiff and resistant to movement, which
privateer teams over the winter, presumably those secrets will soon be makes subtle suspension adjustments more difficult for drivers to discern.
difficult to contain. ‘We really concentrated on reducing friction in a lot of the suspension
The suspension itself has been refined, front and rear, with different attachments,’ he said. Rather than a traditional spherical heim joint or rod
springs, shocks and sway bars, according to engineer Tadge Juechter. A end, ‘it is like a pressed ball joint so it has a little more freedom of
critical improvement is increased suspension travel that keeps the car off movement as it goes through its range of motion,’ he said. ‘You don’t have
its stops. ‘We’ve got enough suspension travel now that you don’t get into any of the hysteresis as it goes through the range of motion, so the smaller
the jounce bumpers even at maximum lateral acceleration,’ he said. changes to shocks and springs are more noticeable and reflected directly
Also helping put the power down accelerating out of corners are softer to the driver.’
rear springs, Juechter said. The C6-R’s rear springs are in fact softer than During races, the primary tuning tool available to drivers is changing
those on the 2006 Z06 road car, he pointed out. This fact is another clue tyre pressure, said Fellows. So suspension that aids detection of subtle
pointing to the use of a third spring arrangement on the rear sway bar that differences may be especially beneficial in this class of racing. While
supports the car under high aerodynamic downforce at speed. cockpit-adjustable anti-roll bars are not permitted, the team has installed
Conventional Sachs dampers are used on the racecar. The production a quick adjustment for the rear sway bar that mechanics can change during
car has high-tech, magneto-resistive shocks that are adjustable to suit pit stops, said Fellows.
conditions, but that technology is unsuitable for racing, said Juechter. ‘It is ‘The first time I really had to use it was at Petit Le Mans at Road Atlanta,’

Corvette C6-R
“
DRAWS AIR
FROM UNDER
THE FRONT OF
THE CAR
THROUGH THE
WHEELS AND
CREATING FRONT
DOWNFORCE
”
At the front the headlights were fixed
upright and faired in, while a single air
intake replaces the twin intakes seen
on the C5-Rs
At the rear, the diffuser features 11

vertical fences rather than the usual
two or three but returns a useful
downforce increase
“ MAKING THE
REAR WING
MORE EFFECTIVE
LETS THE TEAM
TRIM THE ANGLE
OF ATTACK
he said. ‘The track changed dramatically when the weather changed from
overcast to sun, and changing the sway bar during a pit stop eliminated the
”
rail and you are back in business. And you can do that at the racetrack if
you really had to.’
resulting oversteer.’ The new car has also been forced into a compromise over weight
distribution. ‘It has been a difference between the C5 and C6,’ admits
Safety in mind Wesoloski. ‘For the C6 they were much more stringent in making sure you
Despite the road going Z6 having an aluminium chassis, for the racecar the have production content in the car.’ The team was obliged to keep the
team chose to stick with the steel version from the C6. ‘We utilise the front and rear bumper beams and the production windscreen frame so you
rollcage very heavily to add to the stiffness of the structure,’ explains get that weight way up high where you don’t really want it. So it has
Wesoloski. ‘Being a ladder frame, basically like a truck with the hydroform reduced the amount of ballast we have in the car that we put in the right
frame rails and some crossmembers, it is very tough to get the torsional rear corner. I would say it has cut 60 per cent of our ballast out of the car
stiffness. Had we gone to the aluminium chassis rails, crossmember and just by the content we’ve had to add back into the car.’ The result is a
tunnel it would be very difficult to put a proper steel rollcage back in to higher centre of gravity and a greater raised polar moment.
reproduce that connection for the stiffness and the structural integrity The Corvette’s engine has grown to 7.0 litres over the life of the
from a durability standpoint over what we were able to do with a steel to programme, while maintaining reliability, according to Doug Duchart,
steel connection. director of GM Racing, but found 8.0 litres to be too far a stretch. ‘We
‘Another reason that we felt was critical, we’ve had situations where figured out how to make a 427 (cubic inches) with this programme,’ he said.
we’ve had a crash and the hydroform steel frame rail designed for ‘We tried to make an 8.0 litre too, but that didn’t quite work out.’
production is very predictable in its performance – it crushes very much But even within the 7.0-litre displacement, there has been room for
like an accordian. You are then able to just cut off that crushed portion, improvement this season, said Fellows. ‘Our engine guys continue to try to
butt weld and put a wrap around the joint to put a new extension on the find more power,’ he said. ‘It is no secret that Aston Martin was faster

Corvette C6-R
Much of the 2005 car’s development

went into improving aerodynamics.
The result was an improvement in
downforce, less overall drag and
improved (and adjustable) driveability
“ CFD MODELING
POINTS TO THE
POTENTIAL
BENEFITS, WHICH
ARE PROVEN IN
STRAIGHT-LINE
SPEED TESTING
”
than us on the straights at Le Mans but at Road Atlanta [for Petit Le Mans], I cell and the suspension collapsed into the cell, expelling its contents.
was pleased to see them running down the straight-away with these guys To prevent that scenario from recurring, the C6-R eliminates the fuel
and that they weren’t pulling away from us.’ Fellows also said he wishes for filler neck between the bodywork and the fuel cell, said Fehan. Instead, the
another shot at Le Mans. ‘If we could go back to Le Mans with what we had fuel filler has an extension that reaches inside to the fuel cell itself,
at Road Atlanta, I think we’d have done better.’ eliminating one potential failure point from the fuel system. Similarly, the
The C6-R was designed to incorporate side-impact crash absorption rear suspension mounts have been redesigned to direct collapsing
structures that were pioneered in the C5-R, and which Fehan credits with suspension members away from the fuel cell,’ he said.
saving drivers’ lives. ‘We had two potentially fatal impacts in the C5-R – at
Dallas and Miami – where the drivers unbuckled and then walked away,’ Ongoing improvements
he said proudly. Another important safety factor is keeping the driver comfortable enough
‘The crash box that sits to the drivers’ left replaces that bulbous cage to concentrate, points out Fellows. ‘We are continuing to improve the
that you see in NASCAR,’ said Fellows. ‘It is lighter, provides better quality of the air we get into our helmets,’ he said. ‘That paid big dividends
protection and makes a nice ledge to help you get in and out of the car.’ at Le Mans this year.’ It was hotter even than in 2001, when a Corvette
Of course the most infamous C5-R crash was that of Dale Earnhardt Jr. at driver passed out after climbing out of the car, but drivers were more
Infinion Raceway (nee Sears Point), wherein his heavily shunted car comfortable this time. ‘It was hot, but it was not debilitating for us,’
exploded into flames. In that case the fuel filler neck snapped off the fuel Fellows said. ‘I heard the Aston Martin drivers were really suffering.’
Tyre testing, especially for LeMans, has proved to be a challenge for the
team, because the tyres Michelin provides in Europe differ slightly from
those in the US, and because European tracks tend to be smoother than
those in America. ‘We’ve been unable to find a racetrack where we can
apply that tyre to get decent data in North America,’ Fellows said. ‘The
tracks are enough different that it doesn’t apply.’
However, with the expected sale of the 2005 C5-R cars to a European
team, the factory hopes to gain valuable European tyre and track data
from the new owners in preparation for Le Mans in 2006. ‘It sets up some
interesting potentials for us as far as collecting relevant data in Europe,’
Wesoloski noted.
The team will evaluate the benefit of satellite operations when
considering whether to build a number of C6-Rs for private customers,
rather than just selling the team’s old cars at season’s end. The goal isn’t to
put the Corvette racer into limited production, but to potentially fulfill
European demand for the iconic American racecar, while boosting the
team’s ability to gather further relevant information about the car’s
GM tried an 8.0-litre motor for the C6-R but in the end went with the 7.0 (427ci) performance, said Wesoloski. RE

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Racecar Engineering December 2005 37

Mountune RST – V8
Lightweight 8
Interest in the new ‘baby prototypes’ has revived
an old engine project with significant results – not
least its application in the new F1 rulebook...
Words & photos Sam Collins
W
here’s the rest of it?’ is the the outfit’s increasing demands saw the engine
expression that comes to your lips project sidelined.
when you first look at the tiny, But a few years ago the subject of creating an
lightweight unit that is the all-new V8 engine became a much-discussed topic
Motopower – Mountune RST-V8. Conceived just and interest was such that Motopower decided to
over 10 years ago by Russell Savoury, Simon Shaw
“
and Tony Hart (hence RST) the V8 was first
destined to appear in Gordon Murray’s stillborn THE ENGINE WEIGHS
Lightning project. Back then it was quoted as
producing 304bhp. However, Motopower was
IN AT A SHADE
UNDER 74KG
”
then running its own British Superbike team and

Mountune RST – V8
resume work on the old RST. Savoury has Sports racing cars seem a natural home for the RST V8, seen here and opposite in the Zeus chassis
completely reworked the engine since the project
was revived, leaving only the motorcycle-derived
cylinder head castings original to the first variant. Motopower/Mountune RST V8 tech specs
The earliest version of the new RST was fitted to a
Number of cylinders: 8
Caterham SV – and has so far clocked up 20,000
Bank angle: 90-degree V
miles, with no major problems.
Bore: 75mm
The RST engine in its current configuration has
belt driven cams, a change from its original Stroke: 56mm
design, and also that of the original Yamaha head Displacement: 2400cc
design. However there is scope for chains to Spark plugs per cylinder: 1
return, and future variants RST could either belt Valves per cylinder: 5 (3 inlet)
or chain driven. This switch left a cavity in the Number of cams: 4
centre of the engine where the chain would have Compression ratio: Classifiied
sat. If it wasn’t for the stock head castings then Injection/carburettor: 40mm twin injector port throttles
the engine could be made at least 15mm shorter. Power: 401bhp
‘On the drive there are pros and cons both ways – Torque (est.): 190lb.ft at 7800rpm
chains are narrower but can be noisy, belts are
Weight: 74kg
lighter, easy to tension and can drive ancillaries.
Dimensions:
They are both reliable and can handle the revs,’
Length: 550mm
added Mountune’s Roger Allen.
The only parts of the engine that are not Width: 552mm
bespoke are the cylinder head castings. These, Height: 450mm
and the basic layout of the block, are derived
“
from a four-cylinder, in-line Yamaha motorcycle
engine. Pistons, rods and crankshaft are made by
THE SAME LAYOUT AND CAPACITY AS A NEW
”
Pistal, Arrow Precision and DKE respectively. In
the quest for lightness, every component has SPEC GRAND PRIX ENGINE
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Mountune RST – V8
been pared down to the minimum, and the engine

weighs in at a shade under 74kg.
In February, Savoury turned to David
Mountain, the principal of Mountune, for help. In
collaboration with its parent company, Roush
Technologies Ltd, Mountune brought the ability to
productionise the engines, as well as providing
servicing and road car certification from its base
in Essex, England. Through Mountune the engine
has gone into low volume production in a variety
of guises, with the firms’ one-man, one-engine
building philosophy prevalent. Motopower itself
continue to concentrate on further engine
development and special projects.
When Racecar visited Mountune to inspect the
prototype RST engines in build it was still being
developed and ‘productionised’, each early
prototype engine being bespoke. A hypothetical
example is a follower that had been machined to
fit one engine would not fit another apparently
identical engine. This process was joint operation
between Mountune and Motopower. As Racecar The V8 is being productionised at Mountune’s Essex HQ, the engine specialist will also market the engine
closed for press Mountune advised that this stage
Cavity left in the centre of the engine where the timing chain would have sat, RST cams now belt driven
was complete and the production specification
engines were ready for sale.
“ POTENTIAL IS IN
EXCESS OF 400BHP,
AND WITH GOOD
RELIABILITY
”
Currently the Motopower team is developing the
engine and looking into titanium and other
advanced materials to see how far the engine’s
capabilities can be pushed. It is, after all, a
2.4-litre V8 – the same capacity and configuration
that will soon be used in the world’s highest
profile racing series.
‘It’s a mini F1 engine, but somewhat cheaper,’
claims Allen. ‘The target price for the race engines
is between £23,000 and £25,000.’ However, there
is a smaller, cheaper option for those on a tighter
budget – the 2.0-litre version. ‘It gives a nominal
Mountune’s unfinished business
340bhp – more or less depending on application –
a sprint race version can run higher rpm with ‘Le Mans is unfinished business for us,’ claims Roger Allen. And the RST could be the first step back towards LMP racing. The new V8’s
more power and vice versa. The race applications first competitive outings were in sports prototypes, an area of the sport that Mountune feels is missing from its portfolio. But the firm still
for the 2.0-litre are essentially areas where there wants a proper attempt at Le Mans. On a number of occasions it has been all set to head down the N138 to La Sarthe, only to have its
is a 2.0-litre capacity limit. The road applications hopes dashed. The company’s most successful recent attempt was in 2004 with the Taurus Sport VW/Caterpillar diesel engine.
are where there is a budget constraint, because However, the one attempt that really irks the firm was shortly before Reynard collapsed, when Mountune was in the late stages of
the 2.4 will be more expensive.’ development of the MT1 engine. It was destined to be fitted to the chassis now known as the DBA/Zytek, which has since proved to be one
The RST doesn’t quite have the performance of of the fastest prototypes currently racing. The half-finished prototype MT1 is now sat in a corner of Mountune’s Essex HQ, its 2.0-litre
a 2006-spec F1 engine either. ‘The road version turbocharged format clear for all to see, although a number of parts fitted to the engine are only rapid prototyped. Its build objective was to
revs to 10,500rpm and the race version should rev last 5500km of racing conditions or, in other words, the 24 Hours of Le Mans.
in excess of 12,000rpm and produce upwards of Two of the four LMP3 cars featured in last month’s RE were powered by Mountune engines and both the firms behind those cars are
380bhp.’ The final brake horsepower figure is looking at building LMPs. It is abundantly clear that Mountune has its eyes and heart set on racing prototypes at Le Mans again. Perhaps
actually now thought to be around 400 on the the RST is the start of a new era for Mountune in sportscar racing – after all, it already supplies the V6 engine used by Ewan Baldry’s Juno
competition spec unit. The estimated maximum racers and Baldry is known to be considering stepping up to LMP2...
torque is 190lb.ft at 7800rpm.

Mountune RST – V8
There are provisional orders for 30 units so far

– at least one of these has been fitted in the back
of the reworked Zeus racecar, an LMP3-type
chassis built around the RST (see RE V15N10). So-
called ‘LMP3s’ or ‘baby prototypes’ such as the
Zeus will probably account for a large proportion
of the orders. ‘We have an impressive list of
clients already, and we know at least one of our
engines will be competing in Britsports before the
end of the season,’ reveals Allen. ‘We believe that
the 2.4 will mainly end up in sports prototypes,
and that’s certainly where the interest is at the
moment with three outfits having already bought
engines. We have supplied the first to Zeus and
the other two will have their initial engines in the
next few weeks.’
The Zeus spoken of is that run by Alcon’s
Jonathan Edwards in Britsports – a small LMP3-
style prototype featured in V11N4. ‘I had read
articles on it with interest when the test version
was fitted to a Caterham,’ Edwards recalled,
obviously impressed by the concept of the RST. Everything on the RST is pared down to the minimum to make it lightweight, here the crankcase
‘Clearly the engine has great potential. In dealing
with Mountune for spares for our 2.3-litre Duratec
engines which were to be fitted to the two Zeus
Mountune
cars we run we heard about the RST, so we got in
touch with Russell Savory. Within three minutes
“ THE ROAD VERSION

REVS TO 10,500RPM
AND THE RACE
VERSION IN EXCESS
OF 12,000RPM
”
of discussing his powerplant and our cars I
realised the combination would be perfect and we
opened our cheque books.’
Edwards is certain that the engine is perfect for
his ‘baby prototype’: ‘Clearly, at just over 70kg,
and producing well over 360bhp in mild tune
whilst delivering a good flat torque curve, nothing
else comes close. Potential is in excess of 400bhp,
and with good reliability. The engine is a proper
racing engine, utilising technology Russell learnt
when running superbikes.’ As mentioned, the
engine is the same layout and capacity as a new
spec grand prix engine, a fact that has not gone
unnoticed by the first RST customers. ‘It may
sound daft, but this unit looks just like the pukka Mountune was founded in 1970 by David Mountain, and established its reputation building Mini engines. It started gathering pace and
article. It is, as we call it, our little Swiss watch!’ business in the 1980s when wins in the British Willhire 24 Hours race cemented the firm’s reputation as one of the best in the business.
It is also clear that the RST V8 is an engine full Rallying gave the firm a further boost when in 1994 cars using Mountune engines won four rounds of the WRC. Since then, the firm has
of potential, and Racecar will continue to track its supplied rally engines to works teams such as Ford and done development work for a number of others. Sportscar racing and touring car
progress, along with that of the Zeus, both of racing yielded some successes as well. In 2003 the firm was bought out by Roush Technologies and moved into its current premises in
which promise to have some very exciting Brentwood, Essex. Recent high profile projects include the LMP1 diesel engine used by Taurus Sport at Le Mans last year.
developments in the pipeline. RE Because of the sheer breadth of projects undertaken, Mountune’s parts department always has at least half a dozen engine types
actively in stock and the types of engine are constantly changing. A Jaguar V6, the RST V8 and a Ford Super 1600 were all being worked
Contact on the day Racecar visited.
www.rst-v8.co.uk

See us at PRI Booth # 3931

Riley Silver Crown
Silver Crown jewel

USAC’s need for a new paved-oval racecar and ISC’s search for more races
for its newest tracks combined to create an exciting new class of US racers
Words & photos Karl Ludvigsen
W
‘ hat the hell’s a Silver Crown car?’ McMahon knew he was building the prototype of of a mile to just over a mile.
That’s what Ron McMahon a brand new car intended to take Silver Crown the Though at a glance Silver Crown cars look like
remembers NASCAR people asking next step to enhanced national recognition sprint cars, in fact they’re larger, heavier and
when they found the Silver Crown among America’s oval-track series. carry enough methanol to complete a 100-mile
series in the résumés of many of their top drivers. Silver Crown traces its origins to 1971. Until race non stop. That’s how long their races are, or
Tony Stewart, Jeff Gordon and Ryan Newman are then, USAC’s dirt-track cars competed on an equal 100 laps depending on the track. Powering them
former Silver Crown racers. So are Mike Bliss, Carl basis with its longer-track racers on the are ferrous-block American pushrod V8s of
Edwards, Kasey Kahne, Jason Leffler and Ken Championship Trail. In 1971 the two series were 355 cubic inches (5818cc). Derived from Chevrolet,
Schrader. Fans, officials and Bill France Jnr split, the National Championship being the ‘Gold Ford and Chrysler designs, the fuel-injected eights
himself were curious about USAC’s (US Crown’ and the dirt-track cars competing by deliver some 750bhp between 7600 and 8800rpm.
Automobile Club) Silver Crown series, said analogy for the ‘Silver Crown’ Championship. Minimum weight with water, oil and fuel is 1500lbs
McMahon, vice president and general manager of Since then they’ve raced both on dirt ovals (680kg), while pavement sprint cars are only
Riley Technologies in Indianapolis. The next thing and on paved tracks ranging in length from 5/8 1350lbs (612kg). Among traditional makers of

Riley Silver Crown
Crash testing of the mandatory, detachable front, rear and side structures has allowed a known level of driver protection to be incorporated into the cars
Silver Crown chassis are J&J Automotive, Stealth

Motorsports and Beast.
Filling the void

The bright spotlight from the deep South on these
robust racers has focused on more than just their
role as a training ground for NASCAR drivers. Also
part of the France empire is International
Speedway Corporation, owner of 11 race tracks
with a part interest in two more. A recent trend
for ISC has been its building of paved one-mile
ovals such as those at Homestead-Miami and its
new Kansas City track. It also has a 37 per cent
share of the one-mile Chicagoland Speedway.
These are attractive facilities but, says ISC, it
doesn’t have enough races for them. Thus it
eyeballed USAC’s Silver Crown racers.
In the meantime USAC had been trying hard to Ron McMahon holds the worm and sector steering system with power assistance and detachable wheel
enforce common Silver Crown car rules for dirt
and paved ovals, but found it difficult to police
the cheaters who knew that the two types of track
demanded significantly different set-ups. USAC
finally concluded that it would be best to accept
and technical director Mike Devin made the short
stroll from their offices in Speedway, Indiana
around the corner to Riley Technologies to talk
racecar strategy.
“ MORE THAN JUST A
TRAINING GROUND FOR
NASCAR DRIVERS
the status quo and permit distinctly different cars
for the two very different track conditions.
Having decided to establish a distinct Silver
Crown design for paved ovals, USAC then found
They had willing listeners in veteran designer
and president Bob Riley, Riley Motorsports
president Bill Riley and general manager Ron
McMahon. This was right up the street of
already reach 167mph on the back stretch at ”
Phoenix,’ said Ron McMahon, ‘and in tests ran 192
that there weren’t enough of them to set up a McMahon, a GM Institute engineering graduate at Gateway in St Louis’ – a one-mile oval. Without
good series for such cars. Paved ovals at its who, after a score of years with GM, set up his counter measures they’d easily be topping
disposal were only four, ISC’s Richmond and own racecar building company, before joining 200mph on the ISC tracks.
Phoenix plus Milwaukee and Indianapolis Riley 10 years ago. Some two years ago USAC offered, and Riley
Raceway Park. With paved tracks in short supply, All were quick to grasp USAC’s problem – that accepted, a project to develop a new Silver Crown
the idea of competing on ISC’s one-mile tracks the existing Silver Crown cars would be way too car that would remain true to the well-tried series
was appealing. So USAC president Rollie Helmling fast and dangerous on a one-mile track. ‘They format but would also be as safe as possible to
run on these longer ovals. USAC’s requirements
for the work were as follows:
• Keep the look of the cars as little changed
as possible.
• Carry over the same engine specification.
• Stay with the same type of solid axle, coil/
shock suspension, already familiar to car
owners who run Silver Crown cars more as
a hobby than a profession.
• Maintain the present proportion of ready-
made bought parts to keep cost down.
The new Riley design for • Make the car ‘safe’ for running on one-mile
a Silver Crown car
incorporates elements to
tracks. McMahon: ‘We decided to limit the
reduce speeds and maximum speed to 180, and we had to slow
improve safety them in the corners, too.’

Riley Silver Crown
USAC’s assignment to Riley was to design, build

and test a prototype. ‘Rollie Helmling was very
instrumental in getting the project started,’
McMahon recalled, ‘along with Mike Devin, who
provided a lot of input. We worked very closely
with them in the early stages, keeping them
informed on the direction we were going so we
didn’t get too far outside the boundaries they had
established.’ Riley’s task has now been
completed. Based on its findings, USAC has
promulgated new 2006 rules for Silver Crown cars
for paved tracks. The existing cars will continue
to race on dirt race tracks.
Bob Riley’s design for the new car, computer
detailed by Travis Jacobson, met its objectives
right out of the box. ‘Staring late in 2004 we tested
it at the one-mile Kentucky tri-oval,’ said
McMahon. ‘Jason McCord was the driver. On his Front crush structure is removable and feeds loads into the chassis at rigid nodes dispersing forces
seventh lap he was reaching 180mph with a lap
speed of 162mph. We met the targets right away.’
With Tony Ave as well the prototype was put
through the wringer at Phoenix and Homestead in
“ AT A GLANCE SILVER
CROWN CARS LOOK
LIKE SPRINT CARS
”
addition to Kentucky. ‘We ran it as hard and fast
as we could at Homestead,’ McMahon recalled of
the test session. ‘We adjusted ride heights and
spring rates to make it as fast as possible. We had
65 gallons of methanol, and after 100 miles we
had 15 gallons left.’
New for 2006

For 2006 USAC has more than doubled the purses
for these cars and expects 10 races for them. A similarly replaceable crush structure is used at the rear inside the removable tail supporting frame
Interest was sparked by the prototype’s display at
the Performance Racing Industry show in
December 2004. Cars are being built by Joey
Martin’s Stealth Motorsports, Joe Devin’s Devin
Racing Chassis and Keith Kunz Motorsports. Riley
has jumped on the bandwagon as well. ‘We
weren’t planning on being a producer,’ McMahon
said, ‘but as time went on this started to look
interesting. It’s hitting home that this is really
going to happen.’
Cars are being bought and built in spite of the
scepticism that inevitably attends any effort to
tinker with an established racing category. Riley’s
Silver Crown prototype attracted just such doubts
at first. A major change, for example, was moving
the fuel cell from a plastic housing in the extreme
tail to an SAE 4130 sheet-steel container, integral
with the frame and forward of the rear axle. The
aim was three-fold: to move the cell well out of
harm’s way, give it better protection and to keep
the fuel mass within the wheelbase where its
consumption during a race has less effect on The side-mounted crush structures locate in hard points along the side of the chassis preventing intrusion

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Riley Silver Crown
Crash testing for safety

Along both sides of the Silver Crown frame are four mounting points for a crash-absorbing structure, within side pods of a design that’s
standardised for all cars. On each side is a rugged guard beam with four tubular mountings that are designed to be crushable. The nose
piece and tail cone, also standard for all cars, encloses crash-impact structures. The provision of a crash structure at the rear became
feasible only after the fuel tank was moved forward.
All structures have been crash tested at the Center for Advanced Product Evaluation (CAPE) in Westfield, Indianapolis. Set up in 1998,
CAPE is a division of IMMI, which made its reputation in seatbelt design and production. IMMI established CAPE mainly to work on crash
improvements to trucks and coaches, but its capabilities and experience have met Riley’s needs well.
With its crash-test facilities CAPE has evaluated Riley’s proposals for Silver Crown crush structures at impacts of up to 25g, using the
same 31mph impact speed as the FIA’s tests for sports prototypes. So far, nine actual crash tests have been undertaken, in addition to
several simulations.
The various structures have been developed by Riley through simulation, test and redesign with the help of CAPE’s engineers and the
staff of Shape Corporation in Grand Haven, Michigan – the company who makes the energy-management tubes (EMT) that are at the heart
of the driver-protection impact packages. Shape’s manager of research and development, Dave Heatherington, worked closely with Riley to
match his EMTs to their crush requirements. The actual fabrication of the system was up to Riley.
Computer simulation was used by Shape to arrive at the final designs for the crush structures. Initially a triangular structure was
posited for the rear of the Silver Crown, but this was changed during development to a crash bumper mounted on two EMTs, illustrating
All-embracing seats were a mandatory requirement well the mutual benefits of both simulation and testing.
of the new Silver Crown cockpit specifications Other inputs to the final driver-protection configuration of the 2006 Silver Crown came from acknowledged experts in the field. Both
Tom Gideon of GM Racing and Dr. John Melvin of Tandelta Inc. provided advice on the design of the crushable structures and other safety
the overall weight distribution of the car. aspects of the car such as seat design, seat mounting and placement of driver safety nets.
A consequence of the new location was that More comprehensive simulation of the whole vehicle crash performance will be possible with the use of finite element analysis (FEA).
the bottom of the tank is split by the drive torque ‘We do some FEA here,’ said Riley’s McMahon, ‘but we haven’t yet simulated crashes. We’re working on it with a computer company but at
tube. Critics were sure it would never drain the moment it takes 36 hours to simulate a half-second crash. We may well be able to make use of FEA in the future.’
properly to the pump on the left-hand side, By exploiting in full the available techniques, USAC and Riley have advanced the state-of-the-art driver protection in the new Silver
especially at high lateral gs. ‘It drained absolutely Crown racer. The next step, inevitably, will be to see how these structures perform in the real world. To enable full analysis of their
equally on both sides,’ said Ron McMahon. One performance the cars will need to carry on-board recorders of g-force impacts.
objection was overcome.
Another important change is that the new car is
completely symmetrical. Previously Silver
Crown cars were offset by as much as seven
inches, giving left/right weight distribution
around 57/43 per cent. Now the new
design is balanced side-to-side to reduce
“ WITHOUT COUNTER
MEASURES THEY’D
EASILY BE TOPPING
200MPH
”
cornering grip. With the same aim in view the
width of the outside rear wheel was cut back from
18 to 14in. Widths of the front rims, like the rears
of 15in diameter, are 10in and all wheels for all
cars are supplied by Weld Wheels. Solid front
axles must be tubular and of SAE 4130 or Basic chassis is a simple triangulated frame with a roll structure design dictated by USAC’s regulations
equivalent steel. Made by Winters Performance
Products, the rear axle is an open tube with a Silver Crown cars, which as a rule dispensed with built into the pavement-racing Silver Crown. Such
quickchange centre section. them before. Riley decided to recommend a low effete notions weren’t their style, but they soon
Tremendous final drive ratio choice is available gear in view of the cars’ need to have a good came to appreciate that, on the 1.5-mile tracks, a
from several different ring and pinion pairs, plus starting ratio when geared to suit the faster little extra protection wouldn’t go amiss. In
60 quickchange gearsets that can be used on tracks. The driver’s doing around 40mph when he achieving the aim of better crash protection, Riley
either top or bottom shafts, resulting in 120 ratios shifts up at 4000rpm, using the lever at his left reckons it’s given the new Silver Crown more
in all. In contrast, the series spec two-speed Emco with its motorcycle-type squeeze handle to throw actual crash testing, from all directions, than any
transmission is designed so that its low ratio out the clutch. other formula car has ever experienced. See the
cannot be changed. America’s brass-balled oval trackers were also sidebar for details.
The use of a two-speed is an innovation for dubious about the safety provisions that Riley Pilot protection begins with the series-spec

Riley Silver Crown
New rules mandate a symmetrical chassis to reduce adhesion on paved ovals Transmission is a two-speed unit, unusually for a Silver Crown racecar
Panhard rod is a truss-like structure located above and below the differential At 34 inches the cockpit is some 5 inches wider than previous Silver Crown cars
4130 steel tube frame, which makes more room for forward-facing anteater air scoops that pack a 102in (2590mm) wheelbase. Width is set as 75in
the driver with an interior width of 34in. Lateral extra air into the engine. (1905mm) between the outer surfaces of the side
strength is aided by three steel bulkheads, one at Among other chassis features is a cockpit- pods while length is unchanged from 2005 at 15ft
the firewall and two enclosing the fuel tank. Main mounted worm and sector steering gear with (4.57m). To take account of its added safety
frame rails are one-inch 4130 steel tubes, which hydraulic power boost and a detachable steering equipment the minimum weight is raised by 150lbs
may be either round or square. wheel. Riley’s design has four mounting holes in to 1650lb (748kg).
Clear specs are given on USAC’s website for the the pitman arm for the drag link to allow quick The new paved-track Silver Crown has the look
roll cage, an area in which some builders hope to steering ratio variation. A combination of parallelof a robust racer with the rough, tough cockpit
improve on the prototype’s angular structure. A beloved of American drivers. As a kit Riley is
tubular bumper structure outside the body at the
rear is mandatory. All-embracing racing seats are
required, as are harnesses with a minimum of six
mounting points. An on-board fire extinguishing
“ WELL WITHIN
THE REACH OF
THE PRIVATE
charging $16,000 (£8870) with $61,500 (£34,000)
the tab for a car complete less engine. Even at an
increase of around $7000 from the 2005-style car
this is very reasonable for a professional racecar,
system is also mandated. well within the reach of the private enthusiasts
ENTHUSIASTS
”
Exterior Silver Crown body panels are to a who are the backbone of the car owners in the
standard spec as established by Riley. They’re popular Silver Crown series.
made of e-glass with Kevlar in Twin Lakes, radius rods and panhard rods guide the axles. The The first chance to see the new cars on the
Wisconsin by Five Star Bodies, under contract to rear panhard rod of Riley’s car is designed as a track will have been in exhibition races at Kansas
Riley. A feature of the nosepiece is the way its truss structure so it can pass above and below the City over the weekend of 8-9 October, while the
upper surface slopes up to the horizontal air filter differential. Brakes are by Wilwood with 2006 season itself kicks off with its first
above the injectors. ‘At speed that produces a mandatory ferrous discs. championship race at the end of January. With
negative pressure above the engine, starving it of For improved stability on the fast paved ovals multiple cars under way from multiple builders,
air,’ McMahon explained. ‘That’s another Riley/ the 2006 Silver Crown may have a wheelbase of the outlook is good. Silver Crown is stepping up a
USAC trick to slow down the paved-track Silver between 101 and 104in, increased from the gear, ready to nurture even more fine drivers for
Crowns, which are no longer allowed to have big previous legal minimum of 96in. The Riley car has both USAC and NASCAR. RE

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Hydrostatic racecar
Time team
An innovative approach to a design

exercise lead to the rapid development
of a racecar concept and turned up
some unexpected ideas in the process
Words Sam Collins

Images Aston University
T
echnology transfer is part of motorsport, locating design teams around the globe. Each focus on the technologies needed to achieve a
with aircraft technology being perhaps the team worked in local time but passed the design working outcome.
most obvious exponent of this, but what work on to the next team at the end of their day. ‘The question I was asked often was “what if
about agricultural machinery? Well, a My thought was that if industry was doing it, then you fail?” My response was that there is no
group of students based at Aston University in we should be developing the skills and expertise failure, just learning. The risk of not completing,
England thought that applying hydrostatic drive with our own design and engineering students. All the teams not gelling or not having compatible
technology – as found in snow blowers, tractors I needed was a suitable project, willing ideas were minor compared with ensuring the
and road planers – to racecars was a hitherto collaborators and time. Having persuaded my technologies worked and the information flowed
unexplored avenue. colleagues to help, enthusiasm for the project between the teams.’
A highly innovative project known as the grew quickly. There were of course teething troubles, such as
Global Design Initiative (GDI) saw the hydrostatic ‘Of course I had many concerns. But I wanted finding willing teams in the US and Singapore
racer designed in just five days in the summer of to create a continuous working environment prepared to take the risk of being involved in the
2002. The result formed Aston’s class three entry inspired by an exciting concept. The few similar project, getting compatibility in the CAD systems
in the following years IMechE Formula Student collaborations I was aware of tended to look at and selecting a parts data management package
competition. And it won. individual elements rather than a complete (in the end PDMworks was chosen).
Five days is not a very long period of time to product. By involving each team in generating the However, since an early flurry of interest after
create something from scratch, yet the GDI overall concept we aimed to create a sharper the Formula Student success the project has been
project found a very simple way of maximising somewhat forgotten. A few elements of it have
time. ‘I was intrigued by some articles in
engineering magazines that focused on
collaborative development in the design phase of
new product development,’ states Chris Evans,
“ A HIGHLY INNOVATIVE
PROJECT KNOWN AS
THE GLOBAL DESIGN
found their way onto Aston’s current Formula
Student car, mainly in the CVT system. But the car
itself was never actually constructed – and it
remains as a set of plans and renderings,
the man behind GDI. ‘The key element being the somewhere in the archives of the Aston
INITIATIVE
”
creation of a continuous design capability by University School of Engineering.

Hydrostatic racecar
Solidworks was the program that made GDI

possible, effectively allowing students to
construct a variety of designs and evolve them on
screen rather than in the workshop. The students
were tasked with the design of a ‘radical’ racecar
and given just five days to do it. But leaving
students alone for too long can have unexpected
results – in this case four-wheel drive, four-wheel
steering, regenerative braking, four motors and a
lot of hydraulics.
The chassis itself was a fairly conventional
affair, being a steel spaceframe mated to a 600cc
motorcycle engine. Nothing exciting there. In
fact, at first glance, it could be just another of the
current breed of identikit student racers. But
things start to get interesting when you
investigate the pedals – there are none, no
accelerator or brake, instead a pivoting bar in the
centre of the footwell, one side of which would be
pressed to accelerate, the other to brake. You
certainly cannot describe this as any sort of
throttle control because the ‘pedal’ has no direct
bearing on the behaviour of the engine.
Power comes from the omnipresent Honda CBR
600 F3 (the staple engine of FSAE teams) but,
unlike any other car in its class, it is coupled to a
Above:
variable displacement hydraulic pump. The diagrammatic
hydraulic system incorporates large piston representation of
accumulators that act to pressurise nitrogen in a the hydraulic
storage area in the car’s floor. In this initial design system featuring
four wheel-
mounted
“ A VERY SIMPLE WAY

OF MAXIMISING
TIME
reversible motors
which control
acceleration and
braking
”
the storage area is set to allow complete storage
of all energy dissipated when braking hard from
40mph to a dead stop.
600cc Honda
The system serves variable displacement engine is coupled
motors on each corner that drive the wheels to a variable
through fixed 2.5:1 epicyclic gearboxes to achieve displacement
the required top speed (in the case of Formula hydraulic motor
with full energy
Student, the target speed was 65mph). These
storage facility
gearboxes could easily be changed to obtain
higher speed in other racing applications.
All design work on the
hydrostatic racecar was
Stop and go executed in Solidworks
The Honda engine is set to idle at 8000rpm, giving
maximum torque. The throttle is controlled by
pressure in the storage system. Below 280bar the
engine runs at full throttle until the pressure has
built up again and it returns to its 8000rpm idle.
As mentioned earlier, a sway bar takes the
place of pedals in the footwell and this bar
controls motor displacements. In the neutral
inert position the car is stopped or coasting. With
the bias on the bar pushed to the right it increases
the torque of the motors and accelerates the car.
With the bias to the left the car decelerates,

Hydrostatic racecar
Plan view of hydrostatic racecar, showing wheel location and ‘wing’ suspension arms. Note the final design was for an MSA legal car, hence drivers’ foot position
Using GDI meant students around the world worked Side profile and front view of the concept showing body style, cockpit and seat arrangement, chassis and
continually for 120 hours on the design project rear subframe design and in-line engine location. Note full height back to composite seat acting as firewall
effectively braking. In actual fact braking comes the motors from locking up the wheels in this a light car because of the regenerative
by way of the motors producing negative torque scenario a ‘freewheel’ valve is fitted. braking/energy system but its four-wheel drive
or, in other words, running backwards. Four-wheel steering is also controlled by system would transfer this to the road very
In this state the wheel motors act as pumps and hydraulics. When the driver turns the wheel a effectively,’ explains Evans.
pressurise the under floor storage area up to a multi-stage rotary actuator on the steering It seems increasing unlikely that these claims
maximum pressure of 350bar. As the system is column activates linear actuators on each wheel, will ever be proven though as there are currently
designed to operate at 280bar, the extra pressure eliminating the need for a steering rack (the no plans to build and test the car. It was only ever
built up under braking is used up first before the hydraulic actuators acting on the steering arms). constructed in Solidworks and there was no
engine has to replenish the pressure in the system These can be adjusted to suit conditions, circuit, funding available to the team when there was a
again. This is effectively fully regenerative and driving style. It is unclear how this system will will to construct it. Evans, on building the car:
braking. An additional inboard disc brake is fitted affect the ‘feel’ of the car for the driver. ‘The final concept was based on ideas that could
to stop the car in the event of a failure. The anticipated performance of the car be engineered and manufactured. However, a
The front and rear motors are controlled by predicts that it will be able to travel 75m from a concept like this would need the interest and
separate hydraulic circuits allowing the driver to standing start in 4.3 seconds, going on to achieve support of the manufacturing and business sector
adjust the power bias front to rear, and this can a maximum speed of 58.4mph. ‘This would not be if it were to become a reality.’
be adjusted whilst the car is in motion. It is The implications of the project however are
possible for the driver to demand more power
than the system is capable of sustaining, and this
will deplete the storage system until it reaches its
minimum design pressure of 220bar. At this point
“ BASED ON IDEAS
THAT COULD BE
ENGINEERED AND
more obvious. Racecar design firms could set up
offices around the world and be able to complete
design work in a fraction of the time. No longer
will the oft-used phrase ‘not enough hours in the
the accumulator piston bottoms out and the day’ be valid because using the GDI concept there
MANUFACTURED
”
storage system becomes ineffective. To prevent are 24 working daylight hours in every day. RE

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3D Optical Digitisation
V Measure for
arious forms of non-contact 3D coordinate
measurement systems have been in use
throughout industrial and other sectors
for some while, including laser and optical
scanning. The latter has principally been the
preserve of the large manufacturers in the
measure
automotive and aerospace worlds, and a number
of academic bodies. In motorsport one of very
few organisations thus equipped was McLaren,
but until recently the capability was simply not
accessible to a wider potential user base. Now
former McLaren employee Tim Rapley has set up
Physical Digital Ltd, the first independent Mobile, highly accurate, non-intrusive, zero wear
company in the UK to provide a mobile, high-
accuracy, 3D optical digitisation service. Once
and tear, and fast, too. What more could you
potential users are aware of the benefits of such a require of a 3D measurement system?
service and the company’s presence becomes
established it seems likely that Physical Digital’s Words Simon McBeath
services will be in great demand. Some of those
potential benefits that could accrue will become Photos GOM UK; McBeath; PhysicalDigital
apparent shortly, but first we need to understand
a little more about optical 3D scanning. artefacts); and reverse engineering to generate or Optical measurement methods such as those
All forms of 3D coordinate measuring – tactile update 3D CAD data. The latter could possibly be we’ll examine here have additional and very
or otherwise – have similar fundamental uses used for gauging competitors’ products, or significant advantages over tactile methods.
that could be grouped more or less as follows: performing other computer-aided functions such These include the ability to take the measuring
quality assurance inspection against known 3D as computational fluid dynamics (CFD) or equipment to the job and to measure objects as
(CAD) data; object duplication where no CAD data structural finite element analysis (FEA). large as an aircraft or as small as a suspension
exists; digital archiving (for example of ancient Deformation measurement is also available. mounting bracket. Furthermore much reduced

Left: The TRITOP system applied to an RR Racing Formula 3 car
Figure 1: Tim Rapley shows the first stage of optical measurement

using the TRITOP photogrammetry system (McBeath)
“ OPTICAL MEASUREMENT
METHODS HAVE
SIGNIFICANT
ADVANTAGES OVER
”
TACTILE METHODS
techniques. The fast moving world of top-line
motorsport may sometimes be guilty of these
faults, where the prerequisites of zero time to
delivery and geometric perfection – for example
of new aerodynamic parts – are bound from time
to time to be at odds. How many ‘new aero
packages’ have failed to work as well as the
simulations and wind tunnel programmes
predicted because the ‘as made’ geometry was
not what was designed, modelled and tested?
Only disciplined process control procedures such
Reference points are identified by barcodes placed on the car’s surfaces
as root cause analysis would enable these
problems to be identified. Now though, with the
speed and portability offered by 3D optical
measurement, this and other questions can be
answered and, if necessary, pre-empted with
suitable improvements following process
development programmes.
Some relatively simple motorsport-related
projects highlight further benefits of the mobile
optical scanning service now being offered by
Physical Digital. For example, the main element of
a rear wing set was scanned so that comparisons
with the original CAD data could be made. A
further example was a full size historic racecar
measurement times generating higher numbers of processes are sometimes thought of as infallible – (the precise identity of which we are obliged to
data points and higher levels of accuracy there can be an underlying assumption that keep secret but which is housed at the Brooklands
compared to tactile coordinate methods are on because the design, and perhaps also the tooling, Museum in the UK) that was completely digitised.
offer. As such these techniques are finding wide have been aided by computer that post- And the early stages of a job on the Formula 3
applications, and not just in engineering – the manufacture geometry checking is unnecessary. Dallara of RR Racing have been included to
film and computer games industries have been Or where there is the desire to perform post- illustrate some aspects of the measurement
optically scanning objects to provide the basis for checks, there may be insufficient time to carry process. More on these projects later, first let’s
computer-generated animations, which perhaps them out. That may be because of schedules, or take a glimpse at the technology involved.
hints at the high level of surface detail possible. more likely because of the complexity of shape of
So how can motorsport gain from optical the parts, which makes tactile measuring Data acquisition and analysis
scanning? Take one example scenario. CAD/CAM prohibitively slow with currently available Physical Digital uses equipment supplied by
GOM mbH, a company based in Braunschweig,
Germany, which was founded in 1990 as a spin-off
from the Technical University Braunschweig. GOM
employs over 100 people in Germany,
Switzerland, France and Great Britain, and
specialises in the development of optical 3D
measurement technology for industrial use. It
says its equipment is used mainly in product
development and quality assurance, and its
reference list includes many of the OE automotive
manufacturers, but few motorsport related
companies, yet. Perhaps Tim Rapley’s wide
experience in motorsport will see changes here.
Two principal items of GOM’s systems comprise
the Physical Digital armoury – TRITOP and ATOS.
TRITOP is described as a digital photogrammetry
Physical Digital’s ATOS optical scanner in operation at RR Racing’s Woking headquarters system that comprises a high-resolution digital

camera, a laptop computer with potent image

processing software, plus some crucial scale and
marker aids that we’ll look at in more detail
shortly. ATOS is an acronym for Advanced
Topometric Optical Sensor – a dual camera
optical scanner combined with a projector that
uses the principle of triangulation and ‘fringe
projection’ to gather data on the surfaces it scans.
By interfacing with the image processing software
it then converts that data to a point cloud or mesh
that defines the surfaces and surface features. It
can be complemented on larger objects with
TRITOP which pre-measures key reference points.
The combination of these two systems produces a
high-accuracy measurement of the free form
shape of the work piece.
Measurement trials
The aforementioned wing element was set up for Figure 2: TRITOP’s view of the wing being scanned, with reference point recognition visible (courtesy: PhysicalDigital Ltd)
measurement using both TRITOP and ATOS.
TRITOP utilises scale bars and two types of
reference markers – known as coded and
uncoded markers – that are placed on or around
the object being measured. These are used by the
image processing software to determine scale and
orientation. Small self-adhesive discs with a white
circle on a black background that are placed
randomly on the object’s surfaces are referred to
as uncoded points. In addition, larger reference
markers known as coded points are also placed
on and around the object – these can be seen in
figure 1 as the larger white on black markers on
square backgrounds. Also visible in this shot are
the scale bars, these being exactly 1 metre long
and traceable to the international standard of
length. Optical recognition markers are also
visible on the ends of the scale bars, and the bars
are placed at an angle to each other and in
different planes. Figure 3: camera positions, and ray intersections from two such positions, plotted around the reference
The data gathering process then begins with an point locations that have been computed on the Formula 3 car (courtesy: PhysicalDigital Ltd)
initial set of photographs that include the scale
bars, taken at 90 degrees to each other, that allow F3 car. The TRITOP measurement is relatively display deviations from the original CAD data on a
the software to take account of any lens quick, depending on the size of the object, its colour error map. Display labels or sections can
distortions. Then further photographs are taken complexity and the level of detail required. Once also indicate numerical values of deviations at
from random positions around the object to this image data has been gathered, if TRITOP is selected locations, and measurement reports may
provide a set of overlapping images to be used independently of ATOS then the object is no be exported or printed.
analysed by the TRITOPCMM software. The longer required. To provide further detail refinement of the
software then computes a model based on camera At this point the software can be invoked to scanned surfaces, ATOS then comes into play.
positions, ‘ray intersections’ (rays being the lines perform its image processing and triangulation Using the data determined by TRITOP that defined
joining the camera positions to the markers), lens algorithms to enable three-dimensional the locations of the uncoded points placed on the
distortion and object coordinates, and takes into coordinate determination of surface control surface, ATOS then uses a ‘fringe projection’
account the various views of the scale bars, and points, holes and so forth. CAD data can be technique to scan surface details. The area of
the coded and uncoded markers. Figure 2 is one of imported into the window on display to enable each scan is determined by the resolution
the TRITOP camera’s views of the upper surface of access to dimensions, distances, angles, and to required and by the object’s size. A set of scans is
“
the wing, showing how it has recognised these built up by successively moving the scanner head
features. Figure 3 shows a screen grab of the around the object and scanning from various
computed information from the Formula 3 car,
THE MEASURING locations until the required detail has been
with the ray intersections from two camera PRINCIPLE [OF ATOS] captured. Where specific details are required
positions highlighted. The green points are the
IS BASED ON from the ATOS scan, the coordinate system
”
computed locations of the reference markers, and defined by TRITOP maintains everything in the
can be seen to roughly mark out the shape of the TRIANGULATION correct relative positions. Figure 4 shows the

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scanning head, comprising two cameras and a

central projector, being aligned for a scan of the
upper surface of the wing, and figure 5 shows the
striped ‘fringe’ pattern projected onto the wing’s
surface. The visible powdery surface of the wing is
from talc spray, applied to minimise optical
interference from the striped carbon finish.
The measuring principle of ATOS is also based
on triangulation. The scanner projects the fringe
patterns onto the object during each scan, and
the patterns are recorded by two high-resolution
digital cameras. By taking this data into account
along with the previously recorded information
gathered using TRITOP, the software is able to
calculate the 3D coordinates mapped by each of
the four million image pixels recorded during
each scan. The various views and measurements
taken as the scanner is moved around the object
are automatically merged into the ‘global
Figure 4: setting up the ATOS optical scanner to
coordinate system’. This can be done using ATOS measure a wing mainplane (McBeath)
alone on small objects, but TRITOP is required
where larger objects are measured. Figure 5: the fringe pattern projected onto the
Following scanning, the software then object being scanned by ATOS (McBeath)
calculates a high-resolution polygonal surface
“
to assess if surfaces are within tolerance, or can
FOUR MILLION IMAGE

be adjusted to provide a simple go/no-go (pass/
fail) readout.
PIXELS RECORDED If scanning has been performed simply to
”
DURING EACH SCAN
create a digital model of the object, the 3D data
sets can be exported for use in typical CAD
formats. If the object in question is symmetrical
mesh of the surface, with small triangles on areas then scanning half the object and using the
of curvature and larger triangles on flat areas. software’s mirror command to replicate the data
Features like holes, slots, cut-outs and edges are for the other half can reduce the time required for
identified by virtue of their contrast with data acquisition. It is also possible to increase the
surrounding areas and, by intersecting with the data resolution where needed – around fine
surface mesh, coordinates and dimensions for detail for example – and to reduce resolution
these features are defined. aligns characteristic features such as holes; or where it is not needed. In fact, according to Tim
To enable comparison with CAD data, the 3-2-1 transformation, which would be used if the Rapley, ‘you can spend a lot less time and produce
scanned data, which is in effect in its own component is mounted on a gauge. a lot more points than comparable [tactile]
arbitrary coordinate system, is mathematically Having once performed the most appropriate coordinate measurement methods.’
aligned with the CAD coordinate system using one alignment it is then possible to use the software So a brief look at the output on this wing
of three possible methods: best fit, which to generate colour deviation plots and labels, and reveals the types of deviation plots available, and
minimises the average deviation from the CAD also evaluation along sections ‘cut’ through the also that the wing did indeed deviate slightly from
surface; RPS (reference point system), which data. The scale of deviation plots can be altered its original CAD profile (not unexpected, given
Figure 6: surface deviation plot, and sectional deviation superimposed, for the Figure 7: surface deviation and sectional deviation plots for the wing’s lower
upper surface of the wing (courtesy: PhysicalDigital Ltd) surface (courtesy: PhysicalDigital Ltd)

Figure 8: surface deviation and sectional plot, with

discrete point reports (courtesy: GOM UK Ltd)
that the pattern was hand made). Figures 6 and 7

show surface deviations from the original CAD
profile, with sectional reports – which can be
taken at any designated station across an object –
superimposed on these plots. If desired the ATOS
output can be in .stl format, which would permit a
CFD analysis of the ‘as built’ wing to be compared
to the ‘as designed’ wing. It is also possible to
perform repeat scanning on an object placed
under mechanical load so that deformations and
deflections can be accurately measured. (GOM
provides tailor-made systems for this purpose,
and also for the measurement of deformation
under thermal load.) Figure 8 shows an example
of a sectional report on an engine cam cover.
The previously mentioned historic racing car
project is worth bringing up for a number of
reasons, even though we cannot reveal any
images for reasons of confidentiality. Optical
measurement methods were chosen for this
project because more accurate data could be
obtained in less time than using traditional Figure 9: deviation of a sheet metal car body from nominal data (courtesy: GOM UK Ltd)
measuring techniques. In fact, scanning the entire
car apparently took just five hours. Scanning also similar applications, such as replicating a available to its existing chassis has contacted
faithfully recorded undulations in the original previously manufactured exhaust system, or Rapley with a view to scanning the engine.
sheet metalwork, but smoothing functions indeed a great many other possible components. Optical scanning means it is now possible to
enabled some of those undulations to be removed Such a brief encounter with this optical measure and analyse an existing object without
(although no doubt subsequent manipulation in measurement technique can barely scratch the the need for a pre-existing 3D CAD model. And
CAD would also have enabled this). The car was surface (to a depth easily measurable, crucially, you don’t have to spend a large sum on
not quite symmetrical in shape, so although some presumably) of potential applications. It seems capital equipment because a mobile digitisation
extra scanning was needed around the non- likely that one of Physical Digital’s principle service is now available. It’s as if some of the
symmetrical areas of the cockpit surround, sources of work is going to be enabling new digital analysis methods mentioned in the
normally a digital model could be built up after clients to build 3D digital models of objects that introduction have just been waiting for optical
scanning just half the car. Figure 9 shows the type were not originally drawn digitally in 3D. Already scanning to surface into the wider world... RE
of report that can be generated, using an example one small racecar constructor that was carrying
of a more modern passenger car ‘shell. out a feasibility study on fitting an engine for Contacts
Another motorsport-related application which there were apparently no digital models Tim Rapley, Physical Digital Ltd
involved scanning some hand bent stainless steel Tel: +44 (0)1483 857537
“
pipes. This was to enable inspection jigs to be Email: [email protected]
quickly manufactured using stereolithographic MORE ACCURATE DATA Web: www.physicaldigital.com
rapid prototyping techniques so that subsequent
hand-made pipe sets could be made to match and
COULD BE OBTAINED GOM mbH
Tel: +49 531 390 29 0, email: [email protected],
IN LESS TIME
fit like the first set. And it is easy to imagine many
62 December 2005 Racecar Engineering ” Web www.gom.com (lists worldwide agents)
www.racecar-engineering.com
physical digital limited
Brookside, Jacob’s Well, Guildford, Surrey, GU4 7NS
Tel: +44 (0) 1483 857537 Mob: 07880 703010
www.physicaldigital.com [email protected]
physical digital limited Offer a Mobile 3 Dimensional

Non-Contact Optical Digitising Service
• Quality Inspection
Cad Comparison, First Article Inspection and Route Cause Analysis
• Computer Aided Engineering

Aero & Fluid Dynamics, Finite Element Analysis - Requiring
Accurate Scan Data to Compare ‘As Built’ to the Computation
• 3D Design
Capture Free Form Surfaces, Hand Made or Hand Modified
Designs to CAD and Packaging of Components
• Deformation
Under Load, Temperature Change, Stress & Strain and
Deterioration through Life
Utilising the Latest Generation of GOM Optical Measuring

Techniques Giving you the Leading Edge
For all your physical to digital needs

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Raceshop
Engine management
Raceshop is a section of Racecar

Engineering written for people who are
in the process of designing, building or
running racecars. Raceshop is designed to
be interactive. We want you, our readers,
to let us know about your company,
your new products and your engineering
problems. Raceshop can provide you with
a showcase for your products or the
answers to your engineering questions.
Management
Send your details to those listed below
for each of Raceshop’s sections. You can
either send material direct to the Leon
House address on Page 5, or to the
email addresses below…
LAT
training
Racegear: [email protected]
Hi-tech engine management systems are found
Database: Tony Tobias in almost every area of motorsport these days.
[email protected] Racecar looks at the main players in this
The Consultant: Mark Ortiz
increasingly complex and competitive field
[email protected]
Words Ian Wagstaff
Aerobytes: Simon McBeath
via: [email protected]
A
ccording to Magneti Marelli, even with the reduction in electronics
dictated by current regulations, the overall capacity for calculation
of a Formula 1 car’s on-board computer is equivalent to a top-range
professional computer, and its level of sophistication is the same as
a fighter aircraft’s electronics, with an even higher level of component
67 Management Training integration. The Italian company currently supplies complete engine
management systems to Ferrari, Minardi, Renault, Sauber and Toyota – half
Ian Wagstaff explains what makes
of the grand prix field. Magneti Marelli points out that the most important
some engine management systems
part of a Formula 1 cars’ management system is controlling the
superior to others. injection and ignition systems. It has accordingly made improvements in
both these areas for 2005.
75 Racegear Its unit also contains gear change management that is closely linked to
Our review of the latest products and the engine management system. One of the company’s main innovations for
components for racecar engineers this year has been its ‘step 11’ version. This has a faster calculation time,
81 Database
Racecar’s comprehensive, easy to use
“ PRODUCTION-LINE TARGETS CAN ALSO BE
APPLIED TO MOTOR RACING TECHNOLOGY
”
directory of contact details for motorsport
engineering companies, manufacturers,
suppliers, teams and much, much more
– exclusive to Raceshop giving response times of a thousandth of a second. It also sees the integra-
tion of the control system and the telemetry in the same ‘box’. To formulate
data in such a short time five calculation units are used. An important part
91 Aerobytes of the system is that which manages the throttle bodies and the accelerator
Simon McBeath talks us through the
concepts of single-seater aerodynamics pedal, which are not connected directly, but through an electronic control
in yaw. that activates the throttle opening according to the characteristics of the
circuit and the different styles of each driver. Electronic management also
95 The Consultant governs the length of the air inlets to maximise the volume of air entering
Chassis guru Mark Ortiz explains the the engine under different driving conditions.
dynamics of three-wheeled vehicles. According to Bosch Motorsport, its Motronic technology was started in
production line manufacturing at the same time as it was introduced into
racecars. Now though, it is the subject of an independent manufacturing

E-Mail: [email protected]

Engine management
Pectel’s SQ6 was

developed to
replace the
company’s
stalwart T6 in
Formula Nippon
The new T10s-F

process that has hardly anything to do with road cars. Engineers working on from Pectel is an
the latter have to focus on issues such as comfort, safety, long life, fulfilling upgrade of the
emissions standards and fuel consumption. Those involved in motorsport unit used in the
have just one focus – tuning the cars to maximum short-term performance. Aston Martin
DBR9s
That said, production-line targets can also be applied to motor racing
technology. The obvious example is fuel economy, where a reduction in the
number of pit stops can be a winning factor.
The casing of racecar electronic control units will be made from carbon
fibre or aluminium, with extra protection against dust, moisture and shock.
The significantly higher number of entries and exits for sensors, actuators
and communication interfaces can provide a wide variety of set-up driving. One could, for instance, change the moment of ignition or adjust
possibilities. Depending upon customers’ wishes, the electronic control the volume of injected fuel to suit the driving style, circuit and weather.
unit can even receive data in an individual and tailor-made way. The ever- The Bosch range of motor racing electronic control units covers most
increasing volume of processed data can often be handled by linking classes. The basic unit was developed from the serial production MS 3 hybrid
several processors to generate the required computing performance. Such model family and is claimed to be popular for Formula 3 and Porsche Cup.
power can allow a driver to influence the electronic control unit while The MS 2 has had to prove its reliability in endurance sportscar racing. At the
top of the range is the MS 1 unit family, which is available on request. This is
Bosch MS 3 is a popular
unit in Formula 3 and designed for 12-cylinder engines with up to 20,000 revolutions. Finally, the
Porsche Cup MS 4 unit family has been developed for the specific requirements of various
North American motor racing classes.
With the same ownership as Cosworth it is not surprising that Pi Research
supplies the engine management for its Formula 1 engines. For all other
formulae the company offers products under its Pectel brand. Pectel
commenced business in the early 1990s, initially assisting Ford Motorsport
at Boreham in reworking Magneti Marelli hardware and software. The
company designed its own engine management system, the T6, in 1995 and
the product was tested by Gwyndaf Evans a few days prior to the RAC Rally.
Here the unit is installed
on the Lola Formula 3 car The Welshman’s comment was that, unless he was able to use the T6 in the
event itself, he did not want to start. He believed it was worth a second a
kilometre. The company still sells the T6 to this day as a mid-range,
professional offering. It is seen as the mainstay of the product range and is
used in everything from LMP2 to Toyota Atlantic, with 80 per cent of the
current Formula Nippon field currently using the T6. However, with this
formulae about to use old IRL engines, the need arose for a new engine
management system to keep the costs down. The result has been the SQ6,
which has about 10 times the performance of a T6 ECU and embraces

Engine management
MoTeC’s M880 ECU

modern technology with built-in Ethernet. The SQ6 has been the first installed in the WTCC
Pi-funded project since Pectel was acquired by what was then part of Ford. Chevrolet Lacetti
It has been designed to cope with any combination of sensors and actuators
on the market. It is expected that it will also be used in the Cosworth-
engined replacement for the Toyota Atlantic series. An SQ6M variant will
also be available – the same as the SQ6 but with military-style connectors.
Pectel reports that the first batch of SQ6s has already been sold, with the
initial track test expected a couple weeks after the time of writing.
Formula Ford had problems with the road car ECU that was being used
prior to 1997. As a result, Pectel designed its T2, which became the spec for
This is the company’s top
the formula. Pectel founder Stephen Phillips says that over 1000 of these of the range unit
have now been delivered (the same as the number of T6s so far sold). designed to interface
At around the same time Pectel also brought in its T10 high-end model for with the vehicle’s
use by Nissan in the British Touring Car Championship. This has since been standard wiring
replaced by the powerful 32-bit, two microprocessor T10S, which can
control both engine and gearbox from one ECU. This is now used in the
Chevrolet IRL engine, as well as the M-Sport WRC Ford Focus. Prodrive has
also used the T10 for the Aston Martin DBR9 and Ferrari 550 GT cars (the
considerably less expensive DBRS9 understandably uses the latest SQ6). A
new version – the T10S-F – has recently been produced, as an evolution
with a slightly faster processor. built to the same standard, using a Motorola 32-bit processor. Included are
the M4, M48, M400, M600 and the latest M800 plug and play ECU for the
Low-level motorsport Mitsubishi Evolution VIII and the Subaru WRX STi VIII. Like earlier MoTeC
Companies such as Webcon fulfil an important role at the other end of the ‘plug and play’ units for previous Evo and STi models, these are based on the
spectrum. The company was involved with dedicated motorsport engine company’s M800 ECU and are designed to use vehicles’ existing wiring, with
management in the 1990s and, indeed, John Cleland won the British Touring no need to remove or add sensors. The firm has said that it intends to expand
Car Championship in 1995 using one of its systems in his Vauxhall Cavalier. its range of plug and play products to extend to other models.
However, Webcon’s sales director, Martin Eva, says that high-level motor- There is only one company that is racecar manufacturer, engine
sport was moving on and not in the way in which the company wanted to manufacturer and produces its own engine management systems, too, and
develop the product. that is Zytek. Bill Gibson was an electronics engineer
“
The main customer for its current Alpha system with Lucas before establishing Zytek, and his com-
has instead become the kit car market, concentrat- ITS T2 BECAME pany can lay claim to having supplied the first full
ing much of its efforts in this area and offering a
turn-key, pre-calibrated kit for most of the kit car
THE SPEC FOR digital engine management system (to Toleman in
1984). Within a few races Bosch, Delco and Magneti
THE FORMULA
”
OEMs, including Westfield and Tiger. This means Marelli were all supplying such units.
that it is still involved in motorsport though, supply- Significantly, one of Zytek’s current divisions is
ing the spec system for the Westfield Challenge and product for Tiger’s ERA MZ Technologies, an alliance with Motorola. Much of Zytek’s business is in
racing cars. The company also has a network of dealers who may fit the the passenger car world, the company having been the first to introduce
system in motorsport applications. Webcon believes that it is important 32-bit integrated powertrain control in this sector. It also supplies dedicated
that end users do not map the product themselves. This, believes Eva, ena- engine management systems for motor racing, where its own engines have
bles the company to ‘preserve reliability and to offer a solution.’ been used from the old Formula 3000 through to the LMP1 car that has won
The Australian company MoTeC, which specialises in both engine this year at both Spa and the Nürburgring. Topically, its systems are to be
management and data acquisition, covers a whole raft of requirements with found on all the Zytek-engined A1 GP series cars, and are always supported
its systems. However, regardless of the level of the customer, its ECUs are by its own PC-hosted calibration tool. RE
Webcon’s Alpha-managed throttle bodies on a Ford Duratec-R engine Zytek’s management unit on its own race winning LMP1 sportscar, the 04S

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Orange County Convention Center • North/South Building
Technical spotlight
Core
value
Tooling costs need no longer make
casting an uneconomic alternative
for the short production runs
typical in motorsport
Complex shapes can be produced

affordably as one-offs Words Charles Armstrong-Wilson
M
etal casting is a cost-effective way of can be separated from the loose sand.
producing large batches of identical The moulds and cores produced are suitable for all
components making it a popular process in kinds of casting including alloys of aluminium and
the automotive industry. But for racecars, magnesium as well as iron and steel. Apart from
where the batch sizes are typically tiny, the cost quickly avoiding the cost of patterns, the process can also
becomes prohibitive. While the price of having patterns create core shapes that would not be possible with
and core moulds made, if spread across thousands of normal techniques. Undercuts in complex shapes can
units, is insignificant; for a small batch it can become be accommodated because the core does not have to
the dominant overhead. Even with modern CNC come out of a mould. Iterative changes are also easily
techniques the cost of machining a pattern is made allowing developments to be incorporated
substantial. Add into this the price of making moulds without expensive changes to the pattern.
for complex sand cores to create waterways or cylinder The process is particularly attractive for the short
ports and the cost can quickly rule out the process. production runs typical in motorsport and the company
Now a process offered by German company AC Tech often finds that runs of up to 40 or 50 components can
could change all that. It operates on a system similar to work out cheaper than conventional pattern making.
normal stereolithographic rapid prototyping, but rather Alternatively, the system can be used in conjunction
with conventional patterns. Typically a pattern would
be used to create the main outer mould but
“
laser-sintering would be employed to create the finer
THE PROCESS IS and more complex internal cores.
PARTICULARLY It can also be very successfully employed in historic
vehicles to replace worn out cast parts for which
Unsintered sand is poured away
leaving the shape of the cores
ATTRACTIVE FOR THE patterns have long since been lost or destroyed. RE
SHORT PRODUCTION ■ ACTech GmbH

RUNS TYPICAL IN Halsbruecker Str. 51
MOTORSPORT 09599 Freiberg
”
than curing resin a layer at a time this process sinters
casting sand into a solid. Two lasers are used to heat a
Germany
Tel: +49 3731 169 0
www.actech.co.uk
[email protected]
thin layer of the foundry sand into the shape of a slice
of the desired core making it bond together. Then (UK) 141 Northway
another 0.2mm-thick layer is spread over the surface Sedgley
and the process repeated with the next slice of the core. West Midlands DY3 3PY
Gradually it builds up the sand cores that afterwards Tel: +44 (0)1902 652118

ew gies
N olo
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KRONTEC GmbH Pommernstr. 33 • 93073 Neutraubling • Germany • Tel.: +49-94 01-52 53-0 • Fax: +49-94 01-52 53-10
RACEG EAR
New products and services for racecar engineers
Cutting it
Facom’s complete range of cutters and pliers has been improved creating better results.
By changing its manufacturing procedure and investing in new grinding equipment,
Facom is now able to cut edges and mate jaws after the heat treatment has taken place.
It is common practice for manufacturers to machine their tools before the heat
treatment as, in this state, the metal is easier to work with. Yet this can cause distortion
and as a result many manufacturers refrain from using heat treatment at all, losing out on
the added strength and resilience they could gain.
By manipulating the metal after the heat treatment, Facom has managed to provide its
products with increased precision, strength and durability.
● For more information call + 44 (0)1922 702 184 or visit www.facom.com
Silicon hoses
Burton Power in the UK has partnered with SFS Performance to provide silicon coolant
hoses for the Escort Mk1 and 2.
All the hose sets for the crossflow and Pinto engines are available and individual
items can be purchased if required.
A complete set of hoses for the Pinto engine, with either DGAV or DCOE carbs, is
priced at £104.99 (US$183.90). A complete five hose set for the Kent Crossflow
Engine is priced at £105.75 (US$185.26).
A previously unavailable hose running from the RS2000 heater to the DCOE inlet
manifold has also been manufactured.
Individual hoses are priced £13.95 (US$24.44) including VAT.
● For more information call +44 (0)208 554 2281 or visit

www.burtonpower.com
Super Dampers Groovy brakes

ATI Performance Products has Italian brake specialist Tarox is now providing a cheaper alternative to its
manufactured a new machined billet upgrade.
damper shell that removes The new cast brake disc upgrade has been designed for the Subaru
the need for added pulleys STi version 7 onward. Although the discs are outwardly similar, Tarox is
being bolted to the front of able to sell the new cast discs at a much more competitive price due to
the damper. the less expensive manufacturing processes.
The new ATI Crank Trigger Shell Measuring 324mm (12.76in), the fully vented cast discs can be
allows magnets of any quantity to be placed on the damper shell in any purchased with the familiar Tarox G88 or Sport Japan facings. Pictured
position. It is available for most popular models and works with ‘Flying here, the G88 removes dust and gases from the brake surface by a
Magnet’ pick-ups alongside various other trigger sources. series of radiating grooves. The Sport Japan is drilled and grooved.
The ATI Super Dampers are the only dampers to be specifically The discs are priced at £265
designed for rebuildable and tunable high performance engines and ATI (US$464.61) per pair including VAT.
also offers to customise each shell to be compatible with specific
engine requirements. ● For more information call
+44 (0)870 777 2727 or visit
● For more information call +1 800 284 3433 or visit www.tarox.com
www.atiperformanceproducts.com

RACEG EAR
Heavy duty mounts

VF Engineering is offering a new range of high
performance engine and transmission mounts for
VW/Audis, Seats and Skodas.
The improved mount range has been designed to
aid front-to-rear engine and gearbox movement
restriction as well as absorb more unwanted vibration
from the engine.
Various heavy duty mounts are available for
VW/Audi models including pendulum mounts, six or four
cylinder engine offside mounts, four and six cylinder
transmission universal offside mounts and front or rear
engine mounts.
Prices range from £45 to £130 (US$79 to US$228).
● For more information call

+44 (0)2380 079 1000 or visit
www.vag-tuner.com
Visit our Booth

# 1925 at PRI

RACEG EAR
Cool water Long-life filters

The newly launched Generation II Water Circulator Leading performance air filter manufacturer
from C&R Racing has been designed to cool hot K&N Filters has added a series of new
race engines more effectively. panel filters to its range.
Designed for race conditions and with practice Ranging from £34 to £50,
and qualifying in mind, the new water circulator (US$59.60 to US$87.66) the
hosts a 43-Gallon tank (195ltr) and prevents engine new filters are available for a
and radiator thermo shock by having a diverter valve number of Audi, BMW, Ford,
with three cooling positions: radiator only, radiator/tank, and tank only. Honda, Skoda, Vauxhall and
The circulator measures 34” × 25” × Volkswagen models.
36” tall (86cm x 64cm x 91cm), K&N filters are manufactured to last the
providing more laps per session. It is duration of the vehicle’s lifetime whilst being reusable and washable.
fitted with a 40 GPM Pump and 220 Each filter has been designed to be compatible with the original
Volt system that draws 8.2 amps with vehicle’s components and only needs cleaning after 50,000 miles of
a heater and 18.75 amps without. travelling under normal road conditions.
K&N’s extensive range of air filters are compatible for most vehicles.
● For more information call
+1 317 293 4100 or visit ● For more information call +44 (0)1925 636 950 or visit
www.crracing.com www. knfilters.com
See us at PRI
Booth # 3321

RACEG EAR
Cooler by design Slimline sensor

US company 10,000 RPM A new slimline linear transducer has been designed from Variohm
has developed a new Nitrous EuroSensor.
Plate that provides optimum Following 18 months of research, Variohm has developed the new
cooling effort. transducer in accordance with its proven track and wiper technology to
The 10,000 RPM plate prolong life expectancy. It is capable of withstanding some of the
design ignores the common harshest environments and temperatures of up to 175deg C.
practice of including injector The sensor has a diameter of 9.5mm (0.7in) and, by using mounted
tubes and jets. Instead, the rod end bearings, is compatible
nitrous is plumbed directly with a number of applications.
into the plate achieving It is supplied with a lightweight
increased cooling results. housing and with stroke
The billet plate being machined 100 per cent flat also achieves lengths from 12.5mm to 150mm
improved cooling effort. Doing so extinguishes the need for a gasket, as (0.49in to 5.91in).
the plate can be set up as a Flat manifold. Variohm also offers custom
The four-hole design of the new 10,000 RPM increases the airflow, designed sensors to meet the exact
keeping it higher in the carburation. The CFM of the carburettor is also requirements of its customers.
raised and a more beneficial Nitrous to Fuel mixture is provided.
● For more information call +44
● For more information call +1 661 942 1312 (0)1327 351 004 or
or visit www.10000RPM.com visit www.variohm.com
Protective Speedy top-up

synthetics
Millers Oils, the leading oil and
lubricant manufacturer, has
introduced a new range of fully
synthetic competition diesel oils
onto the market.
Optimal engine performance
has been achieved by using
recent additive technology to
produce fully formulated
synthetic based fluids.
The three new oils can
withstand a higher carrying load Sykes-Pickavant’s new Cooling System Speed Filler tops up and fills
and high film strength for cooling systems quickly and efficiently without the need for bleeding.
definitive protection. The The air-operated filler creates a vacuum through standard workshop
incorporation of new triple compressed air to enable the system to then be filled with a coolant.
ester technology helps to guard Wastage and spillages are therefore reduced by this new method whilst
against start-up wear, as the airlocks are even eradicated. Airlocks are normally created through
fluids have superior cold flow traditional gravity filling methods. Vacuum filling eliminates this problem
properties, resulting in and is a quicker, cleaner and more effective means to fill the cooling
enhanced thermal stability for oxidation resistance. Due to this, engine system.
friction losses are also reduced to a minimum, causing the oils to The Speed Filler is simple to operate and is priced at £107.33
achieve a higher output compared to equivalent non-ester oil. (US$188.22) plus VAT.
● For more information call +44 (0)1484 713 201 ● For more information call +44 (0)1922 702 000
or visit www.millersoils.net or visit www.sptools.co.uk

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Database 1
DOWNS ENGINEERING Tel USA 707 938 1001 PHOENIX USA USA (1) 813 655 1199
Database
Fax USA 707 935 0481 Phoenix Race Cars, 364 Hairpin Drive, Sebring,
19564 8th St. East, Sonoma, CA 95476 USA FL 33870, USA Fax (1) 813 665 1199
DRAGON USA (1) 413 267 0904 PICCHIO S.p.A Tel 0039 0861 816015/16
Small Fortune Racing, Fax 0039 0861 86246/805651
77 Stafford Hollow Road, Monson, MA 01057, USA Email: [email protected] or [email protected]
RACECAR MANUFACTURERS ELISE France (33) 1 47 49 15 66
1 Rue Pierre Cassin,
Website: www.picchio.com
Zona Industriale Ancarano
92500 Rueil Malmaison, Paris, France 64010 - Ancarano (Teramo)
EUROCAR Tel 01353 861168 Italy
Section 1 lists manufacturers of Fax 01353 861877 PILBEAM Tel 01778 424838
SHP Motorsport, Unit 7 Farraday Business Park,
Fax 01778 393032
Brand-Name Racecars. 1.1 Littleport, Ely, Cambridgeshire CB6 1SE, England
Pilbeam Racing Design, Graham Hill Way,Cherry Halt
EXTREME CARS Australia (61) 396 822225
(61) 396 821119 Road, Bourne, Lincolnshire, PE10 9PJ
Racecar Manufacturers (61) 396 900809 PIPER USA (1) 708 365 5334
Piper Engineering, 5N461 Meadowview Lane,
Sections 2-3 list component Email [email protected]
A-MAC USA (1) 408 727 9288 King Way House, St Charles, IL 60175, USA
manufacturers. Section 2 is dedicated Fax (1) 408 988 8998 188-190 Kings Way, South Melbourne, PREDATOR USA (1) 313 681 1377
A-Mac Fabrication, 1745 Grant Street, Victoria 3205 Aus. Fax (1) 248 681 1377
to Chassis Components, Section 3 to Suite 2, Santa Clara, CA 95050, USA FABCAR USA (1) 317 872 3664 Crossroads Fabrication, 265 Hillcliff,
ASCARI Tel 01295 254800 Fax (1) 317 872 3835 Waterford, MI 48328, USA
Engine and Transmission Fax 01295 255944 4148 West 99 Street Carmel Indiana PROTECH COMPOSITES LTD
Overthorpe Road, Banbury, FORCE RACING CARS Tel/Fax 01823 698117 Tel: +44(0) 1420 471 400
Components Oxfordshire OX16 4PN England Clyse Farm, Stathe, Nr Bridgwater Fax: +44 (0) 1420 487 047
APOLLO RACING DESIGN LTD Tel 01280 813580 TA7 OJN England www.protechcomposites.co.uk
Fax 01280 823015 GRAN TOURING CLASSICS 001 562 596 9242 Unit 62, Woolmer Trading Estate
Email [email protected] GOULD Tel 01635 44466 Bordon, Hampshire, GU35 9QF, UK
Website www.apolloracingdesign.com Fax 01635 30056
Sections 4-5-6 list equipment Millgate Barn, Radclive, Bucks Gould Engineering Services, Unit 7,
PROTOFORM USA (1) 607 739 7345
MK18 4AB, England Arnhem Road, Newbury, Berks, RG14 5RU Protoform Race Engineering, 51 Ponderosa Drive,
manufacturers Section 4 is dedicated BARRELLI Italy (39) 02 782427 ICP/CITATION USA (1) 317 273 0089 Horseheads, NY 14845, USA
Flli Barrelli, Via La Spezia 5, 20156 Milan, Italy Indianapolis Competition Products, RACEFAB USA (1) 713 694 8335
to Factory Equipment Section 5 to BRD Race Cars Inc. Tel (1) 716 637 9467 1717 Expo Lane, Indianapolis, Fax (1) 713 694 8335
16 Hollybrook Road, Brockport, NY 14420, USA IN 46214, USA 8307 Beauman Road, Houston, TX 77022, USA
Circuit Equipment Sections 6 to BODOLA Tel Sweden 46 171 27690 JADE Tel 01883 744 443 RALT 01865 883354
Fax Sweden 46 171 27690 Fax 01883 744 443 Fax 01865 883789
Driver Equipment Bodin ChassiTeknik, Skalbygatan 8, Address Jade Motorsport Engineering, Unit 2 Pendell Ralt Engineering, Sutton Farm House,
745 37 Enkoping, Sweden Farm, Pendell Road Bletchingley Surrey RH1 4QH Sutton, Witney, Oxfordshire OX29 SRD, England
BREDA Italy (39) 049 9001895 JEDI Tel 01933 440774 US Importer
Fax (390) 49 900 2821 John Corbyn Motors, 36A Stanley Road, Tel (1) 310 533 1144 Fax (1) 310 530 0139
Sections 7-8-9-10 list companies that Breda Racing s.r.l, via Buonarotti 10a, Wellingborough, Northamptonshire Ralt American, 23110 Kashiwa Court,
35035 Mestrino,PD, Italy NN8 1DY, England Torrance, CA 90505, USA
supply services. Section 7 is devoted BRYTEC Tel 01772 786500 KBS USA (1) 909 355 4800 RAPTOR USA (1) 215 775 1938
Fax 01772 786500 Fax (1) 909 355 5933 Performance Engineering,
to Chassis Engineering Services, Lower College, Hothersall Lane, Longridge, KBS Engineering, 8296 Fremontia, RD5 Box 5435, Mohnton, PA 19540, USA
Preston, Lancashire PR3 2XB Suite B, Fontana, CA 91404, USA RAY Tel 0208 680 9418
Section 8 to Engine / Transmission / CARBIR USA (1) 262 377 2850 KUDZU USA (1) 404 457 6300 Fax 0208 688 4026
Fax (1) 262 375 1602 Fax (1) 404 458 6118 15 Silverwing Industrial Park,
Suspension Services Section 9 to Carbir Race Cars Inc, 1220 Falls Road, 5096 Peachtree Road, Atlanta, GA 30341, USA Horatius Way, Croydon, Surrey CR0 4RU, England
Grafton, WI 53024, USA LAZER USA (1) 906 863 5003 RILEY & SCOTT USA (1) 317 248 9470
Testing Services Section 10 to CHEEK Norway (47) 90 78 70 32 Campbell Motorsport, W7719 Fernwood Drive, Fax (1) 317 248 0182
Fax (47) 69 19 02 55 Menominee, MI 49858, USA
Cheek Racing Cars, Flatebyvn 3, 1792 Tistedal, Norway LOLA Tel 01480 451301 1200 Main Street, Speedway,
Non-Engineering Services CHEETAH USA (1) 408 492 1331 Fax 01480 456722 Indianapolis IN 46224, USA
Fax USA (1) 408 492 1333 Lola Cars International, Glebe Road, St Peters Hill,
Omni Fab, 380 Martin Avenue, Santa Clara, CA 95050 Huntingdon, Cambridgeshire PE18 7DS, England
To get your company listed in the CHEVRON Tel 01300 348499 US Importer
The Chevron Centre, Piddle Trenthide, Tel (1) 317 244 2277 Fax (1) 317 390 2121
racecar database please contact Nr Dorchester, Dorset DT2 7RF, England Lola Cars Inc, Suite B, 2801 Fortune Circle East,
US Importer Continental Crosslé Tel (1) 513 777 4545 Indianapolis, IN 46241, USA RML LTD Tel 01933 402440
9000 Debbie Drive, West Chester, OH 45069, USA LUCCHINI Italy (39) 0376 391271 Fax 01933 676519
Andy King - 0208 726 8329 DALLARA Italy (390) 525 550711 Fax (39) 0376 391200 www.rmlmallock.co.uk
Fax (390) 525 53478 Lucchini Engineering, via Valeggio 2, 6-10 Whittle Close, Park Farm Ind Est,
[email protected] Dallara Automobili, Via Provinciale 33, 45100 Mantova, Italy Wellingborough, Northants NN8 6TY England
43040 Varano Melegari, Parma, Italy LYNCAR ENGINEERING Tel 01635 860066 SABRE USA (1) 714 693 0296
DEBORA France (33) 381 52 02 10 36 Fax 01635 860066 USA Race Cars, 1535 Harmony Circle, Anaheim,
Fax (33) 381 51 18 51 Email: [email protected] CA 92807, USA Fax (1) 714 693 3164
Costs listed below: bis Rue du Docteur Moras, 25000 Besancon, France Briff Lane, Bucklebury, Reading, Berkshire RG7 6SN SCCA USA (1) 303 693 2111
DAN GURNEY’S ALL AMERICAN RACERS,INC MAGNUM Tel 01933 442861 Fax (1) 303 680 5633
Name and number £50 - 12 issues Tel USA 714 540 1771 Fax 01933 22552 Spec Racer, 7476 South Eagle Street, Unit 5, Englewood,
Fax USA 714 540 3749 141 Laurence Leyland Industrial Estate, CO 80112, USA
Name and number bold 2334 South Broadway PO BOX 2186, Wellingborough, Northamptonshire SCARAB Tel 01636 822033R
Santa Ana, CA 92707, USA NN8 1RA, England
£70 - 12 issues MALLOCK Tel 01604 863504 RS Racing & Specialised Services,
Fax 01604 863807 High House,Kirton Road, Egmanton,
Logo and full company details Mallock Racing, Rowley Wood Lane, Hartwell, Newark, Nottinghamshire NG22 0HF, England
Northamptonshire NN7 2QT, England SEZIO FLORIDA RACING
£420 - 12 issues including web, MARK BAILEY RACING Tel 01380 850130 Tel: 001 776 878145
Fax 01380 850140 SHELBY USA (1) 310 538 2914
address, email etc etc MBR Building, 8A Jockey Lane Bromham, Fax (1) 310 538 0126
DJ RACECARS Tel 01663 734518 Chippenham, Wiltshire, SN15 2EZ Shelby Can-Am, Shelby Technologies Inc, 19021 South
£210 - 6 issues Fax 01663 732 130 MATT WATERMAN MOTORSPORT DESIGN Figueroa, Gardena, CA 90248, USA
Email [email protected] Tel 0408 216357 SPECTRUM Australia (61) 3 95 80 52 36
Unit 10, Britannia Rd Est, MYGALE Tel France 33 3 8621 8621 Fax (61) 3 95 80 53 31
Buxworth, Nr Whaley Bridge, High Peak, SK23 7NF Fax France 33 3 8621 8622 Spectrum Racing Cars, Borland Racing Developments,
www. DOME CO. LTD 198-1 Hanajiricho, Yase, Sakyoku,
Kyoto, Japan
Technopole du Circuit, 58470 Magny-Cors, France
OSELLA S.R.L Tel 0972 715852
39 Industrial Drive, Braeside, Victoria, Australia 3195
STRYX Tel 01789 750567
Tel 81 (0)75744-3131 Fax 0972 715391 Fax 01789 292183
racecarengineering.com DOME CARS. LTD
Fax 81 (0)75744-3035
Roebuck House PANOZ
Z.I Valle di Vitalba, 85020 Atella, (PZ)
Tel USA (1) 770 967 2310
Minerva Developments, Grafton Lodge, Binton,
Stratford-on-Avon, Warwickshire CV37 9TX, England
Cox Lane, Chessington, Surrey KT9 IDG England Fax USA (1) 770 965 8762 SPICE RACING CARS LTD Tel 01483 203956
Tel 0208 397 9999 5294 Winder Highway, Braselton, Fax 01483 203956
Fax 0208 397 6830 GA 30517, USA
Int House, 31 Church Road, Hendon,
Andy King on NW4 4EB, England
Tel: +44 (0)20 8726 8329 SWIFT US Importer International Racing Products
Tel (1) 800 793 0496
1034 Riva Ridge, Great Falls, VA 22066, USA
SYMBOL Italy (39) 0362 903967
[email protected] Symbol Team srl, via Fiume 17,
Carate Brianza, 20048 MI, Italy
MODULAR + ERGONOMIC TAMPOLLI Italy (39) 055 8873268
Fax (39) 055 8825777
RACECAR DATABASE is compiled by IPC Media for publication only in ● WORKBENCHES Tampolli Engineering, via degli Artigiani 44-46,
RACECAR ENGINEERING magazine. RACECAR has not tested products, Calenzano, 50041 FI, Italy
equipment or services that are listed, and this listing does not imply ● TOOL STORAGE TOM’S Japan (81) 3370 46801
any form of endorsement. Although every care is taken to ensure that Fax (81) 3370 46805
RACECAR DATABASE is accurate and up-to-date, the publisher can ● RACKING 6-13-10 Todoroki Setagaya-ku, Tokyo, Japan 158
accept no responsibility for errors or omissions.
TPG 0039 682 32225
STATIC or MOBILE VAN DIEMEN Tel 01953 888195
Fax 01953 888178
© IPC MEDIA 2003. All rights reserved. Reproduction (in whole or in
Van Diemen International Racing Services, Chalk Road,
part) of any text contained in RACECAR DATABASE (including repro- www.gwssystems.com Snetterton, Norfolk NR16 2JZ, England
duction by photocopying), without the written permission of the pub- US Importer Primus Racing
lisher, is strictly prohibited. 01403 276 445 Tel (1) 813 522 7544 Fax (1) 813 522 7417
3608 Morris Street, St Petersburg, FL 33407, USA

Database 2
FUEL CELLS THE STRAIN GAUGING CO 01256 320666
ATL UK 01908 351700 Fax 01908 351750
Aero Tec Laboratories Ltd (Europe), LIGHTS
1 Patriot Drive, Rooksley, Milton Keynes MK13 8PU HELLA 01295 272233 WOODWARD MACHINE CORP TEL: USA (1) 307 472 0550
FAX: USA (1) 307 235 1551
COMPETITION CAR CHASSIS FUEL SAFE SYSTEMS
GOMM METAL DEVELOPMENTS
USA (1) 714 842 2211
01483 764876
PRODRIVE 01295 254400
Website: www.woodwardsteering.com
PO Box 4479, 3592 Burd Road, Casper, WY82604, USA
COMPONENTS KS MOTORSPORT
PRONALS
Germany (49) 2271 44905
France (33) 320 99 75 10
LOAD CELLS
NOVATECH MEASUREMENTS 01424 852 744 STEERING WHEELS
TRANSAUTOSPORT 01772 454647 DEMON TWEEKS 01978 664466
ACTIVE ENG USA 001 714 637 1155 SPARKPLUGS MOUNTNEY 01525 383055
GARTRAC 01428 682263 BERU 01295 272233
ROLLCENTRE 01480 464052 SWITCHES & KILL-SWITCHES
2.1 Chassis/BodyWork Ancillaries SAFETY DEVICES 01353 724202
BOSCH Germany (49) 711 8111
UK 01895 834466 USA (1) 312 865 5200 IS MOTORSPORT USA (1) 317 244 6643
SIGMA Switzerland (41) 61 9717600 CHAMPION AUTO 0151 522 3000 MAGNETI MARELLI Italy (39) 02 972 27570
AEROFOILS CORBEAU 01424 854499 KS MOTORSPORTS Germany (49) 2271 44905 MM COMPETITION 08707 444666
ACTIVE ENG USA (1) 714 637 1155 GRAND PRIX RACEWEAR 020 8987 5500 MAGNETI MARELLI Italy (39) 02 972 27570 SAKATA MOTORSPORT ELEC. INC. (714) 446 9473
AERODINE COMPOSITES GROUP, LLC MOMO USA 001 714 637 1155 MM COMPETITION 08707 444666 TONY JAMES 01379 854485
Tel: 317 271 1207 Fax: 317 271 4455 EARS MOTORSPORTS 01625 433773 NGK Japan (81) 52 872 5937 UK 0208 202 2151 TRIDENT RACING 01536 770777
www.aerodinecomposites.com KS MOTORSPORT Germany (49) 2271 44905
8201 Indy Lane, Indianapolis, Indiana 46214 OMP USA (1) 973 361 0508 SPARKPLUG LEADS THROTTLE CABLE
ANDREAM LTD CUSTOMIZED COMPOSITE WINGS MOMO USA 001 714 637 1155 CENTURY CABLES Tel 01733 211 600 / Fax 01733 211 082
LUKE 01323 844791 MAGNETI MARELLI Italy (39) 02 972 27570 Email: [email protected]
Tel: 01953 885775 / Fax: 01953 884176 MM COMPETITION UK 08707 444666
Email: [email protected] Total Restraint Systems 01722 326080 Web: www.centurycables.com
Unit 12 Norwich Road Industrial Estate, Watton, TRW SABELT 020 7736 2881 JLS MOTORSPORT 0121 525 7733
WILLANS 01264 810712 WIRING HARNESSES KINSLER USA (1) 810 362 1145
Norfolk IP25 6DR A.N. MOTORSPORT DESIGN 01628 776320 LUMENITION 020 8403 4334
C&B CONSULTANTS 01202 661707 RUBBER & ELASTOMERIC COMPONENTS COMPETITION DATA SYS USA (1) 716 631 2880 RALLY DESIGN 01795 531871
DJ RACECARS LTD 01663 734518 DC ELECTRONICS 01621 856451 SPOT-ON CONTROL 0118 9790682
JANUS TECHNOLOGY 01753 869996 BUTSER RUBBER LTD Tel: 01730 894034 RINGSPANN 01234 342511
SBD MOTORSPORT 0208 391 0121
PROTECH COMPOSITES LTD EFI TECH USA (1) 310 793 2505
Tel: +44(0) 1420 471 400 Fax: +44 (0) 1420 487 047 BERU F1 SYSTEMS 01374 646200
www.protechcomposites.co.uk
Unit 62, Woolmer Trading Estate
2.2 Electrical Systems MAGNETI MARELLI
MM COMPETITION
Italy (39) 02 972 27570
08707 444666 2.4 Suspension Systems
Bordon, Hampshire, GU35 9QF, UK MOTEC Australia (61) 3 9761 5050
MOTEC (EUROPE) UK 08700 119100 DEREK BENNETT ENG 01565 777433
MOTEC JAPAN Japan (81) 489 46 1734 DON FOSTER RACING France
MOTEC SYSTEMS USA USA (1) 714 897 6804 (33) 4 70 58 0308
REDLINE MOTORSPORT Tel 01606 737500 DYNAMIC SUSPENSIONS 01842 755744
LOLA Tel 01480 451301 / Fax 01480 456722 Fax 01606 737683 PALLAS CONNECTIONS 01869 277053 GROUND CONTROL USA (1) 916 638 7888
Lola Cars International, Glebe Road, St Peters Hill, PERFORMANCE WIRING SOLUTIONS +44 (0)1954 253620 LOLA Tel 01480 451301
Huntingdon, Cambridgeshire PE18 7DS, England ALTERNATORS RAYCHEM 01793 572217 Fax 01480 456722
US Importer BOSCH 01895 834466 PROFLEX UK 01200 442345
Tel (1) 317 244 2277 / Fax (1) 317 390 2121 Germany (49) 711 8111 USA (1) 312 865 5200 RICARDO MIDLANDS TECHNICAL CENTRE 01926 477208
Lola Cars Inc, Suite B, 2801 Fortune Circle East, BRISE AUTO ELECTRICS 01322 277622 ROD MILLEN MOTORSPORT USA (1) 714 8472111
Indianapolis, IN 46241, USA MM COMPETITION 08707 444666
McCLAREN ELECTRONICS 01483 261400 SAKATA MOTORSPORT ELEC. INC. Tel (714) 446 9473
ROAD & STAGE M/SPORT 01524 844066 Fax (714) 446 9247
SARDOU
THE WING SHOP
France (33) 1 60 01 03 67
Tel: 01258 860716 CABLES Website www.sakatamotorsport.com
689 S. State College Blvd, Unit F Fullerton, CA 92831
2.5 Suspension Components
Fax: 01258 860716 CENTURY CABLES Tel 01733 211600 / Fax 01733 211082 SERVO & ELECTRONIC SALES LTD 01797 322500
Email [email protected] / web www.centurycables.com ANTIROLL BARS
E-mail: [email protected] SIMTEK (UK) 01706 877644 COIL SPRINGS 01142 758573
Web: www.wingshop.co.uk IS MOTORSPORT USA (1) 317 244 6643 THE STRAIN GAUGING CO 01256 320666
PERFORMANCE WIRING SOLUTIONS +44 (0)1954 253620 COMPTECH USA USA (1) 916 933 1080
SPA AEROFOILS LTD 01827 260026 RINGSPANN 01234 342511 TONY JAMES 01379 854485 DEREK BENNETT ENG 01565 777395
UNI OF MARYLAND USA (1)301 405 6861 SPEEDY CABLES 020 7226 9228 DON FOSTER RACING France (33) 4 70 58 0308
QINETIQ 02700 100942 SPOT ON CONTROL 0118 979 0682 DTM CONSULTANTS UK 01865 407726
ZEUS MOTORSPORT 01604 878101 GROUND CONTROL USA (1) 916 638 7888
TRIDENT RACING
CONTINENTAL
01327 857822
USA (1) 513 459 8863 2.3 Controls KIC INT MOTORSPORTS USA (1) 604 589 3354
FASTENERS HARROP Australia (61) 3 9499 7433
CONNECTORS GEARSHIFT SYSTEMS PRECISION USA (1) 708 766 4402
BERU F1 SYSTEMS 01374 646200 CENTURY CABLES Tel 01733 211600 / Fax 01733 211082
Email [email protected] / web www.centurycables.com BEARINGS & BUSHES
DEUTSCH 01424 852721
ABC AUTOSPORT BEARINGS + COMPONENTS IS MOTORSPORT USA (1) 317 244 6643 DAVID BROWN 01484 422180
Tel : +44(0)1932 225777 Fax : +44(0)1932 222215 MAGNETI MARELLI Italy (39) 02 972 27570 SBD MOTORSPORT 0208 391 0121
Unit 3 Shepperton Business Park MM COMPETITION 08707 444666 HEWLAND ENG 01628 827600
JACK KNIGHT 01483 764326 ABC AUTOSPORT BEARINGS + COMPONENTS
Shepperton, Middlesex TW17 8AA PERFORMANCE WIRING SOLUTIONS +44 (0)1954 253620 Tel : +44(0)1932 225777
SAKATA MOTORSPORT ELEC. INC. (714) 446 9473 PRODRIVE 01295 273355 Fax : +44(0)1932 222215
ALL WAYS FORWARD 01242228111 QUAIFE ENGINEERING 01732 741144
ARP USA (1) 805 525 5152 SERVO & ELECTRONIC SALES LTD 01797 322500 Unit 3 Shepperton Business Park
SPECIALITY FASTENERS 01803 868677 RICARDO MIDLANDS TECHNICAL CENTRE 01926 319399 Shepperton, Middlesex TW17 8AA
ARROW SUPPLY 01234 840404 RAYCHEM 01793 572217 RINGSPANN (UK) 01234 342511
CLARENDON 01455 841200 AURORA BEARING USA (1) 630 859 2030
THE STRAIN GAUGING CO 01256 320666 FASTENER FACTORY 01327 311018
COAST FABRICATION USA (1) 714 842 2603 DISTRIBUTORS STONE FOUNDRIES 020 8853 4648 GETECNO Italy (39) 010 835 6016
DATUM ENGINEERING 02476 383032 QINETIQ 08700 100942
DZUS FASTENERS EUROPE 01252 714422 IS MOTORSPORT USA (1) 317 244 6643 HYDRAULIC VALVES
FASTENER FACTORY 01327 311018 MM COMPETITION 08707 444666
PALLAS CONNECTIONS 01869 277053 A.N. MOTORSPORT DESIGN 01628 776320
FLUID CONTROL PRODUCTS INC USA (1) 217 324 3737 PAD RACING NZ (64) 3 3386 288 LEE PRODUCTS 01753 886664
Fax (1) 217 324 3717 MOOG CONTROLS 01684 296600 GOLDLINE BEARINGS Tel 01952 292401
PROTEX FASTENERS LTD 01527 63231 IGNITION SYSTEMS Fax 01952 292403
SPECIALITY FASTENERS 01803 866371 INSTRUMENTATION Stafford Park 17, Telford, TF3 3DG
BOSCH UK 01895 834466 GROUND CONTROL USA (1) 916 638 7888
STAUBLI France (33) 4 50 65 60 60 Germany (49) 711 8111 USA (1) 312 865 5200 ACTIVE SENSORS 01202 480620 RESB 0121 520 8271
TRIDENT RACING SUPPLIES TEL 01327 857822 SBD MOTORSPORT 0208 391 0121 CRANFIELD IMPACT CENTRE 01234 750944 ROSE BEARINGS 01522 500933
FAX 01327 858096 EFI TECH USA (1) 310 793 2505 LMI STACK USA 001 714 637 1155
Unit 31, Silverstone Circuit, Northants NN12 8TN HELLA UK 01295 272233 LUMENITION 020 7403 4334 COILSPRINGS
LUMENITION 020 7403 4334 MAGNETI MARELLI Italy (39) 02 972 27570 COIL SPRINGS 01142 758 573
FIRE EXTINGUISHERS MAGNETI MARELLI Italy (39) 02 972 27570 MM COMPETITION 08707 444666 COMPTECH USA USA (1) 916 933 1080
LIFELINE 02476 712999 MM COMPETITION 08707 444666 MOTEC Australia (61) 3 9761 5050 EIBACH 01455 285850
MOTEC Australia (61) 3 9761 5050 MOTEC (EUROPE) UK 08700 119100 EIBACH Germany (49) 2721 511220
LINREAD NORTHBRIDGE MOTORSPORT 01162 572924 MOTEC JAPAN Japan (81) 489 46 1734
RALLY DESIGN 01795 531871 MOTEC (EUROPE) UK 08700 119100 GROUND CONTROL USA (1) 916 638 7888
MOTEC JAPAN Japan (81) 489 46 1734 MOTEC SYSTEMS USA USA (1) 714 897 6804 HYPERCOILS USA (1) 574 753 6622
SAFETY DEVICES 01353 724202 MOTEC SYSTEMS USA USA (1) 714 897 6804 PENNY & GILES 01202 409409 HERBERT TERRY 01527 64261
SPA DESIGN 01827 288328 MSD IGNITION USA (1) 915 857 5200 PI RESEARCH 01954 253600 PERFORMANCE SPRINGS 01253 716900
SPA TECHNIQUE USA (1) 317 271 7941 PI RESEARCH 01954 253600 QINETIQ 08700 100942 WOODHEAD 0113 2441202
ATL USA (1) 201 825 1400 Fax (1) 201 825 1962 PIAA (UK) 01934 814812 SPA DESIGN 01827 288328
Aero Tec Laboratories Inc, STACK 01869 240404 STACK 01869 240404 DAMPERS
Spear Road Industrial Park, Ramsey, NJ 07446-1221, USA McCLAREN ELECTRONICS 01483 261400 McCLAREN ELECTRONICS 01483 261400 DTM CONSULTANTS UK 01865 407726
THE STRAIN GAUGING CO 01256 320666
VARIOHM 01327 351004 DYNAMIC SUSPENSIONS 01842 755744
PROFLEX UK 01200 442345
MIRRORS GROUND CONTROL USA (1) 916 638 7888
GRAND PRIX RACEWEAR 0208 987 5500 JRZ SUSPENSION +314 026±19155
SPA DESIGN 01827 288328 MONROE AUTO EQUIPMENT 01904 631441
MORRIS DAMPERS INC USA (1) 586 826 9141
Parc Fermé Racing PEDALS
MOTON
OHLINS RACING
Netherlands (31) 413 259838
UK 0208 974 1615
AP RACING 02476 63595 PENSKE RACING SHOCKS USA (1) 215 375 6180
Global Motorsport Mailorder CHEVRON RACING 01565 777395
ROEHRIG
UK 01827 288328
USA (1) 336 431 1827
LOLA Tel 01480 451301
Brands Hatch Warehouse TILTON
Fax 01480 456722
USA (1) 805 688 2353 RODS & ROD-ENDS
AURORA BEARING CO USA (1) 630 859 2030
+44 (0)1474 850 666 WILWOOD ENG USA (1) 805 388 1188
STEERING SYSTEMS
www.parcfermeracing.com FLAMING RIVER USA (1) 440 826 4488
MOBILIS Canada (1) 450 647 1890 ABC AUTOSPORT BEARINGS + COMPONENTS
RALLY DESIGN 01795 531871 Tel : +44(0)1932 225777 Fax : +44(0)1932 222215
ZF Germany (49) 7541 772543 Unit 3 Shepperton Business Park
UK 0115 9869211 Shepperton, Middlesex TW17 8AA
Proflex UK Ltd Sole UK Sales & Service

Thorn Street Garage, Thorn Street, Clitheroe BB7 2LJ
phone: 01200 442345 fax: 01200 443050
FASTENER FACTORY 01327 311018 FLUIDS DUCKHAMS OILS 0208 290 0600
GOLDLINE BEARINGS 01952 292401 ALCON COMS 01827 312500 ELF France (33) 1 4744 4546
GROUND CONTROL USA (1) 916 638 7888 AP RACING 02476 639595 UK 0208 902 8820
KINSLER USA (1) 810 362 1145 BENDIX France (33) 14 972 2305 ESSO UK 01372 222000
RESB INTERNATIONAL 0208 390 8076 UK 01942 723828 MILLERS OILS 01484 713201 SAENZ EUROPE-JACQUEMIN TUNING
ROSE BEARINGS 01522 500933 CASTROL 01793 512712 QINETIQ 08700 100942 France Tel: +33(0)320746480
SPECIALITY FASTENERS 01803 866371 CASTROL Malaysia (603) 245 2642 RED LINE OILS 01476 861195 Fax: +33(0)320746489
CASTROL USA (1) 305 270 9433 REPSOL Spain (34) 91 456 53 00 Email: [email protected]
SEALS CASTROL USA (1) 973 305 3912 UK 0207 581 1933 Website: www.jacquemintuning.com
SPECIALITY FASTENERS 01803 866371 PERFORMANCE FRICTION USA (1) 803 222 2141 SLICK 50 UK 0116 2881522 SAENZ USA (1) 305 717 3422
WALTHER 01442 891929 01280 843390 USA (1) 713 932 9954 SCHRICK Germany (49) 21 91 9500
TILTON USA (1) 805 688 2353 STP USA (1) 305 771 1010 SWINDON RACING ENGINES 01793 531321
STRUT BRACES WILWOOD USA (1) 805 388 1188 UK 01488 682655
DEMON TWEEKS 01978 664466 TECH-LINE USA (1) 919 480 0905 CONROD BOLTS
EIBACH Germany (39) 2721 5110 PADS TEXACO UK 0207 719 3000 ARIAS FORGED PISTONS USA (1) 310 532 9737
UK 0455 285850 ALCON COMPS 01827 312 500 VALVOLINE USA (1) 606 264 7222
Database 3
USA (1) 714 727 3700 AP RACING 02476 639595
FASTENER FACTORY 01327 311018 BT BRAKE TECHNOLOGY Germany (49) 6003 829119
OHLINS RACING UK 0208 974 1615 USA (1) 239 772 4261
CARBONE INDUSTRIE France (33) 14 972 2305 A.R.P. USA Tel: (1) 805 339 2200
Fax: (1) 805 650 0742
2.6 Braking Systems ENGINE & TRANSMISSION Website www.arp-bolts.com

1863 Eastman Avenue,Ventura 93003
ALCON COMPONENTS 01827 312500

PERFORMANCE FRICTION (1) 803 222 2141
EUROPE +44 (0) 1280 843 390 COMPONENTS
AP RACING 02476 639595 EBC BRAKES 01604 583344
ATE 0208 654 8836 ENDLESS BRAKES Japan (81) 267 68 0071
CARBONE INDUSTRIE France (33) 0472 355700 FERODO 01298 812520 ARROW PRECISION ENGINEERING LTD
FGR 01885 400639
MINTEX 01274 854000 3.1 Engine Components Tel +44 (0) 1455 234200
Fax +44 (0) 1455 233545
CIRCUIT SUPPLIES (UK) LTD Tel 01525 385888 PAGID MOTORSPORTS USA (1) 941 772 4261 Website www.arrowprecision.co.uk
Fax 01525 385898 PERFORMANCE FRICTION USA (1) 803 222 2141 BEARINGS Email: [email protected]
Unit 22, Harmill Ind Est, Grovebury Road, 01280 843390 BRITISH TIMKEN 01604 730047 12 Barleyfield, Hinckley, Leicester LE10 1YE
Leighton Buzzard, Beds, LU& 8ff RAYBESTOS USA (1) 815 363 9000 CONNAUGHT 01795 843802 BLANC AERO France (33) 296 68 33 39
Email: [email protected] TAR.OX Italy (39) 039 587814 FASTENER FACTORY 01327 311018 CARRILLO INDUSTRIES USA (1) 949 498 1800
Web: www.circuitsupplies.com TILTON USA (1) 805 688 2353 RESB 0121 520 8271 COAST FABRICATION USA (1) 714 842 2603)
BT BRAKE TECHNOLOGY Germany (49) 6003 829119 WILWOOD USA (1) 805 388 1188 QINETIQ 08700 100942 COSWORTH 01604 752444
USA (1) 239 772 4261 QUAIFE ENGINEERING 01732 353747 USA (1) 310 534 1390
DELPHI BRAKE SYSTEMS 01926 472472 VALVES VANDERVELL 01788 538500 CROWER USA (1) 213 543 1390
EBC BRAKES 01604 583344 ALCON COMPS 01827 312 500 SBD MOTORSPORT 0208 391 0121
ENDLESS BRAKES Japan (81) 267 68 0071 AP RACING 02476 639595 BLOCKS LINREAD NORTHBRIDGE MOTORSPORT
TILTON USA (1) 805 688 2353 INTEGRAL POWERTRAIN 01908 278600 Tel 01162 572924 Fax 01162 572901
WILWOOD USA (1) 805 388 1188 PERFORMANCE CONNAUGHT 01795 843802 Viking Road, Wigston, Leicester, LE18 2BL
MILLINGTON 01746 789268 PANKL Austria (43) 386 251 2500
GRANDPRIX RACEWEAR STONE FOUNDRIES 020 8853 4648 ATECH MOTORSPORTS USA (1) 330 630 0888
Tel: 01908 220777
Email: [email protected] 2.8 Wheels TREMELLING PATTERN 01494 533897
Web: www.grandprixwear.com
Unit 3 Fitzhamon Court, Featherstone Road, DYMAG RACING UK 01249 655481 CAMSHAFTS
Wolverton Mill, Milton Keynes MK12 6LB HILLGARD Sweden (46) 300 60590 AUTOSPRINT 01675 464857 CO-ORD SPORT
GOODRIDGE UK 01392 369090 KINESIS MOTORSPORT USA (1) 760 598 5300 CAT-CAMS Belgium (32) 3 320 2560 ARP, FIDANZA, ROSS & OLIVER DISTRIBUTORS
USA (1) 310 533 1924 USA (1) 317 244 1000 USA (1) 704 662 9095 MOMO Italy (39) 0276 111072 COMPETITION CAMS USA (1) 901 795 2400 Tel: +44 (0)1384 216102
MOSA FREIN Belgium (32) 81 73 32 73 SPARCO Italy (39) 011 470 2343 CONNAUGHT 01795 843802 Fax: +44 (0)1384 216109
CROWER USA (1) 619 422 1191 Email: [email protected]
WHEEL TETHERS DAVID NEWMAN 01689 857109 Kings Street, Dudley, West Midlands DY2 8PX, UK
SBD MOTORSPORT 0208 391 0121 DKE 01455 273738
DUNNELL ENGINES 01449 677726 EAGLE USA (1) 901 345 5886
PERFORMANCE FRICTION (1) 800 521 8874 FGR 01885 400639 FARNDON ENG 02476 366910
EUROPE +44 (0) 1280 843 390 HARROP Australia (61) 3 9499 7433 GRAINGER & WORRALL 01902 324460
KATECH USA (1) 313 791 4120 LAYSTALL ENGINEERING 01902 451789
THE RIG SHOP LTD KENT CAMS Tel 01303 248666
Tel/Fax: +44(0) 2380 338341 KENT CAMS BY JT FRANCE (33) 3207 46480
REDLINE MOTORSPORT Tel 01606 737500 Ocean Village, Marina Service area,
Maritime Walk, Southampton SO14 3TL LUNATI USA (1) 901 365 0950
Fax 01606 737683 PAD RACING New Zealand (64) 3 3386 288 LINREAD NORTHRIDGE MOTORSPORT Tel 01162 572924
E-mail [email protected] Fax 01162 572901
WILWOOD ENG USA (1) 805 388 1188 Viking Road, Wigston, Leicester, LE18 2BL
MILLINGTON 01746 789268
PIPER CAMS Tel 01233 500200 SWINDON RACING ENGINES 01793 531321
FUTURE FIBRES Specialists in Flexible Fax 01233 500300
2.7 Brake Components Composite Wheel Tethers
Tel: 023 8066 1160 Fax: 023 8066 1161
www.pipercams.co.uk CRANKSHAFTS
2 St. John’s Court, CUSTOM CRANK Tel: 01902 422144
CALIPERS Unit 4dd Marchwood Industrial Park, Ashford Business Park, Fax: 01902 422133
ALCON COMPONENTS 01827 312500 Southampton SO40 4PB Web: www.customcrank.co.uk
Ashford, Kent, TN24 0SJ
AP RACING 02476 639595 QUAIFE ENGINEERING 01732 353747 Email: [email protected]
BREMBO Italy (39) 035 605111 SWINDON RACING ENGINES 01793 531321 THE CRANKSHAFT PEOPLE
UK 02476 679168
BT BRAKE TECHNOLOGY Germany (49) 6003 829119 2.9 Tyres TWR ENGINES
ULTRADYNE
01993 871000
USA (1) 601 349 4447 CRANKSHAFT DAMPERS
USA (1) 239 772 4261 VIBRATECH USA (1) 716 895 8000
GKN SQUEEZEFORM 01952 244321 AVON RACING 01225 703101
PERFORMANCE FRICTION USA (1) 803 222 2141 CO-ORD SPORT 01384 216102 CAMSHAFT DRIVES
01280 843390 DUNLOP 0121 306 6000 CONNAUGHT 01795 843802 FLYWHEELS
EUROPE +44 (0) 1280 843 390 Australia (61) 330 50333 DAVID BROWN 01484 422180 ALVIS ATL 02476 539311
PROFESSIONAL M/SPORTS 01626 332289 Ireland (353) 178 3599 SBD MOTORSPORT 0208 391 0121 ARROW PRECISION ENGINEERING LTD
QINETIQ 08700 100942 KENT CAMS 01303 248666 Tel +44 (0) 01455 234200
RACE BRAKES New Zealand (64) 9377 2000 PIPER CAMS 01233 500200 Fax +44 (0) 01455 233545
TAR.OX Italy (39) 039 587814 QUAIFE ENGINEERING 01732 353747 COMPTECH USA USA 001 916 933 1080
WILWOOD USA (1) 805 388 1188 VINTAGE TYRES LTD SWINDON RACING ENGINES 01793 531321 FARNDON ENG 02476 366910
(Distributor of Dunlop Race Tyres in North America) HARROP Australia (61) 39 499 7433
Tel Canada (1) 902 228 2335 KAITEN PRODUCTS USA (1) 714 220 2227
DISCS Fax Canada (1) 902 2282241 CONRODS QUARTERMASTER USA (1) 847 540 8999
ALCON COMPS 01827 312500 Email [email protected] ARIAS FORGED PISTONS USA (1) 310 532 9737 SWINDON RACING ENGINES 01793 531321
AP RACING 02476 639595 255 Southwest Cove Road, Hubbards, ARROW PRECISION 01455 234200
ATE 020 8654 8836 Nova Scotia, Canada, BOJ 1TO ATECH MOTORSPORTS USA (1) 330 630 0888 GASKETS
BREMBO Italy (39) 2 240 9631 GOODYEAR Germany (49) 2234 82031 CLARENDON ENG 01455 841200 COMETIC BY JT FRANCE (33) 03207 46480
UK 01280 700664 USA (1) 216 796 2121 GOETZE Germany (49) 221 21 74690
BT BRAKE TECHNOLOGY Germany (49) 6003 829119 Canada (1) 416 684 7418 GORE-TEX USA (1) 410 392 3200
USA (1) 239 772 4261 MICHELIN 01782 403284
CARBONE INDUSTRIE France (33) 0472 355700 France (33) 73 90 77 341 HEADS
TOYO 01933 411144 ARROW PRECISION ENGINEERING LTD
YOKOHAMA 01582 633339 INTEGRAL POWERTRAIN 01908 278600
Tel +44 (0) 1455 234200 DUNNELL ENGINES 01449 677726
Japan (81) 33 432 7111 Fax +44 (0) 1455 233545 KENT AEROSPACE 01795 415000
GRANDPRIX RACEWEAR Website www.arrowprecision.co.uk
Tel: 01908 220777 Email: [email protected] INJECTORS
Email: [email protected] 2.10 Fuels & Lubricants CARILLO IND.
12 Barleyfield, Hinckley, Leicester LE10 1YE
USA (1) 949 498 1800
ASNU
HOLLEY PERFORMANCE
0208 420 4494
USA (1) 502 781 9741
Web: www.grandprixwear.com
Unit 3 Fitzhamon Court, Featherstone Road, AGIP Italy (39) 65 9981 CONNAUGHT 01795 843802 KINSLER USA (1) 810 362 1145
Wolverton Mill, Milton Keynes MK12 6LB BP 01442 232323 CO-ORD SPORT 01384 216102 KS MOTORSPORT Germany (49) 2271 44905
PERFORMANCE FRICTION USA (1) 803 222 2141 BURMAH 01793 511521 CROWER USA (1) 619 422 1191 MARREN USA (1) 203 732 4565
EUROPE +44 (0) 1280 843 390 PETROCHEM CARLESS 01372 380532 SBD MOTORSPORT 0208 391 0121
MARDI GRAS M/SPORTS 01327 858 006 CASTROL 01793 512712 ENGINES & DYNO SERVICES 01708 857108 INTAKE MANIFOLDS
RAYBESTOS USA (1) 815 363 9000 CASTROL Malaysia (603) 245 2642 FARNDON ENG 02476 366910 SBD MOTORSPORT 0208 391 0121
TAR.OX Italy (39) 039 587814 CASTROL USA (1) 305 270 9433 MANLEY PERFORMANCE USA (1) 732 905 3366 DUNNELL ENGINES 01449 677726
TILTON USA (1) 805 688 2353 CASTROL USA (1) 973 305 3912 OLIVER USA (1) 616 451 8333 EDELBROCK USA (1) 310 781 2222
WILWOOD USA (1) 805 388 1188 CENTURY 01782 202521 PANKL Austria (43) 3862 512500 GRAINGER & WORRALL 01902 324460
Circuit Supplies are the main UK distributor for Ferodo Racing brake pads including the new
DS2500 material - developed especially for track day and high performance road use.
ALSO AP RACING MAIN DISTRIBUTOR
Unit 22, Harmill Industrial Estate, Grovebury Road, Leighton Buzzard, Beds LU7 4FF, England
Telephone: 01525 385 888 (International +44 1525 385 888)
Fax: 01525 385 898 (International +44 1525 385 898) Mobile: 07774 689600
Main UK Distributors Email: [email protected] Website: www.circuitsupplies.com Main Distributors

JENVEY DYNAMICS 01746 768810 VALVE GUIDES Ramsey, NJ 07446-1221, USA OIL COOLERS
KINSLER USA (1) 810 362 1145 ARROW PRECISION ENGINEERING LTD ATL UK 01908 351700 / Fax 01908 351750 AEROQUIP USA (1) 419 238 1190
LINGENFELTER USA (1) 219 724 2552 Tel +44 (0) 01455 234200 Aero Tec Laboratories Ltd (Europe), 1 Patriot Drive, CV PRODUCTS USA (1) 910 883 4096
SCHRICK Germany (49) 21 91 9500 Fax +44 (0) 01455 233545 Rooksley, Milton Keynes, MK13 8PU DOCKING & CO 01372 857164
SWINDON RACING ENGINES 01793 531321 KAITEN PRODUCTS USA (1) 714 220 2227 BROWN AND MILLER UK 01753 553610 EARL’S USA (1) 310 609 1602
SERDI 01895 232215 USA 704 793 4319 EXACT ENGINEERING 01803 866464
LINERS CONNAUGHT 01795 84380 FAE MACHINE USA 317 243 3092
AE PISTONS 01274 729595 EXACT ENGINEERING 01803 866464 FLUID CONTROL PRODUCTS INC USA (1) 217 324 3737
FAE MACHINE USA 317 243 3092 Fax (1) 217 324 3717
APPERLEY HONING
CROMARD
01242 525868
01902 451789
3.2 Engine Ancillaries FLEXOLITE 01684 891898 GOODRIDGE UK 01392 369090
FUEL SAFE UK 01799 541955 GOODRIDGE CA USA (1) 310 533 1924
DATRON SLEEVES USA (1) 760 603 9895 AIR FILTERS GOODRIDGE INDY USA (1) 317 244 1000
GOETZE Germany (49) 217 4690 USA (1) 714 842 2211
GOODRIDGE CA USA (1) 310 533 1924 GOODRIDGE EAST USA (1) 704 662 9095
GKN SQUEEZEFORM 01952 244321 LAMINOVA Sweden (46) 85 907 4045
LAYSTALL ENG 01902 451789 GOODRIDGE INDY USA (1) 317 244 1000 PROCOMP 0121 350 3258
MAHLE Germany (49) 217 4690 GOODRIDGE EAST USA (1) 704 662 9095 SECAN France (33) 14 790 6512
INDUCTION TECH GROUP Tel 02476 305386 SERCK MARSTON 020 8965 2151
OIL SEALS Fax 02476 307999 SETRAB Sweden (46) 40 158060
RACETEK NAK 02380 246986 Unit B, Quinn Close, Seven Stars Industrial Estate, SPECIALTY FASTNERS 01803 866371
Whitley, Coventry CV3 4LH SPV RACING Australia (61) 2 791 9899
PISTONS K&N ENGINEERING USA 800 858 3333 THINK AUTOMOTIVE 020 8568 1172
ACCRALITE PISTONS Tel 0121 525 6450 K&N FILTERS (EUROPE) UK 01925 636950 TREVOR MORRIS ENG 01547 530289
Fax 0121 553 5951 KINSLER USA (1) 248 362 1145 GOODRIDGE UK Tel 01392 369090 / Fax 01392 441780
Accralite Piston Division, Spon Lane South, PIPERCROSS 01604 671100 Exeter Airport Business Park, Exeter, EX5 2UP OIL FILTERS
Smethwick, West Midlands B66 1QJ HENRY’S ENG USA (1) 410 535 3142 AN MOTORSPORT DESIGN 01628 776320
AE PISTON PRODUCTS O1274 729595 CARBURETTORS JLS MOTORSPORT Tel 0121 525 7733 COSWORTH 01604 752444
ARIAS 01403 784022 BG FUEL SYSTEMS USA (1) 706 864 8544 USA (1) 310 534 1390
ARIAS FORGED PISTONS USA (1) 310 532 9737 CARBURETOR SHOP USA (1) 909 481 5816 EARL’S USA (1) 310 609 1602
BATTEN PERFORMANCE USA (1) 313 946 9850 SOLEX France (33) 14 729 7171 ED PINK ENGINES USA 818 785 6740
CONNAUGHT 01795 84380 WEBER Italy (39) 51 417995 EXACT ENGINEERING 01803 866464
COSWORTH 01604 752444 WEBCON 01932 787100 KRONTEC MASCHINENBAU Gmbh FLEXIBLE HOSE 01753 570863
USA (1) 310 534 1390 Fitting & Hose Systems FRAM FILTERS 01443 223000
HEPWORTH & GRANDAGE 01274 729595 EXHAUST SYSTEMS Pommernstraße 33 93073 Neutraubling KINSLER USA (1) 248 362 1145
JE PISTONS USA (1) 714 898 9763 ACTIVE ENGINEERING USA (1) 714 637 1155 Tel: 09401 5253-0
MALVERN RACING USA (1) 804 971 9668 BURNS STAINLESS USA (1) 949 631 5120 Fax: 09401 5253-10 OIL PUMPS
MANLEY PERFORMANCE USA (1) 732 905 3366 KS MOTORSPORTS Germany (49) 2271 44905 ED PINK RACING ENGINES USA 818 785 6740
OMEGA PISTONS 0121 559 6778 PRONAL’S France (33) 320 99 75 10 KENT CAMS 01303 248666
PAD RACING New Zealand (64) 3 3386 288 SPECIALTY FASTENERS 01803 866371 PACE PRODUCTS 01440 760960
ROSS USA (1) 310 644 9779 PACET 01628 526754
GDS EXHAUSTS Tel: 01280 702510 / Fax: 01280 705225 SPV RACING Australia (61) 2 791 9899 SPV RACING Australia (61) 2 791 9899
Email: [email protected] THINK AUTOMOTIVE 0208 568 1172 SWINDON RACING ENGINES 01793 531321
Website: www.gds-exhausts.co.uk FLEXOLITE 01684 891898 TITAN MOTORSPORT 01480 474402
Unit 8C Boundary Road, Brackley NN13 7ES GOODRIDGE 01392 369090
PRONALS France 33 3 20997510 OIL SEALS
ROSS PISTON STOCKITS RACETECH 01327 359912
Tel 01384 216102 Fax 01384 216109 RACE-TEC NAK 02380 246986
WELDON RACING PUMPS USA (1) 216 232 2282 PIONEER WESTON (WYKO) 0161 703 2011
Website: www.coordsport.com
Email: [email protected] GOOD FABRICATIONS LTD OIL SUMPS
Kings Street, Dudley West Midlands DY2 8PX Tel: +44 (0)1844 202850 / Fax:(0)1844 202833
SWINDON RACING ENGINES 01793 531321 AH FABRICATIONS 01432 354704
Email: [email protected] www.goodfabs.com XRP INC Tel USA (1) 562 861 4765
TOTAL SEAL USA (1) 602 678 4977 Unit 3a, Drakes Farm, Drakes Drive, Long Crendon, FAX USA (1) 562 861 5503
WISECO PISTON USA (1) 216 951 6600 Aylesbury, Bucks HP18 9BA England 5630 Imperial Highway, South Gate, CA 90280, USA
Canada 800 265 1029 FLOWMASTER USA (1) 616 463 4113 A.R.E DRY SUMP SYSTEMS
JETEX EXHAUSTS 01789 298989 FUEL VALVES USA: (1) 916 987 7629
PISTON RINGS MARK ORTIZ USA (1) 715 835 3292 www.drysump.com
AE PISTON PRODUCTS O1274 729595 PIPER CAMS 01233 500200 AN MOTORSPORT DESIGN 01628 776320
ATL USA (1) 201 825 1400 CONNAUGHT 01795 843802
ARIAS FORGED PISTONS USA (1) 310 532 97371900 SPECIALISED EXHAUST 0208 648 4786 JENVEY DYNAMICS 01746 768810
CORDS PISTON RING 0208 998 9923 UK 01908 351700 MILODON USA (1) 818 407 1211
FORD AUTO ENG USA (1) 805 2983785 FUEL FILTERS EXACT ENG 01803 866464 PACE PRODUCTS 01440 760960
GOETZE Germany (49) 221 217 4690 AN MOTORSPORT DESIGN 01628 776320 KINSLER USA (1) 248 362 1145 STONE FOUNDRIES 0208 853 4648
HI-TECH USA (1) 801 972 8766 CONNAUGHT 01795 843802 PRONALS France 33 3 20 997510 SWINDON RACING ENGINES 01793 531321
TOTAL SEAL USA (1) 602 678 4977 EARL’S PERFORMANCE UK 01327 858221 SPECIALTY FASTNERS 01803 866371 TITAN MOTORSPORT 01480 474402
TWR ENGINES 01993 871000 Fax 01327 858473 TREVOR MORRIS ENG 01547 530289
Unit 17 Silverstone Circuit, Towcester, HOSES & HOSE-ENDS
RUBBER & ELASTOMERIC COMPONENTS Northamptonshire NN12 8TL, England AEROQUIP USA (1) 419 238 1190 OIL TANKS
ED PINK RACING ENGINES USA 818 785 6740 AN MOTORSPORT DESIGN 01628 776320 BS ENGINEERING 01908 618080
EXACT ENGINEERING 01803 866464 GARTRAC 01428 682263
FHS MOTOR RACING 01753 513080 GOMM METAL DEVELOPMENTS 01483 764876
FLUID CONTROL PRODUCTS INC USA (1) 217 324 3737 KS MOTORSPORT Germany (49) 2271 44905
FRAM EUROPE 01443 223000 MIDAS METALCRAFT 01933 355512
KINSLER USA (1) 248 362 1145 PACE PRODUCTS 01440 760960
LEE PRODUCTS 01753 886664 THINK AUTOMOTIVE 020 8568 1172
BUTSER RUBBER LTD Tel: 01730 894034 / Fax: 01730 894344 SPV RACING Australia (61) 2 791 9899 BROWN AND MILLER UK Tel: 01753 553610
Website: www.butserrubber.com THINK AUTOMOTIVE 0208 568 1172 Fax: 01753 577477
Email: [email protected] TJ FILTERS 01752 667675 Unit 7-7A, Langley House, Middle Green Trading Estate, RUBBER & ELASTOMERIC COMPONENTS
Mint Road, Liss, Hampshire GU33 7BQ WEBCON 01932 287100 Langley, SL3 6DF USA Tel: 704 793 4319 BUTSER RUBBER LTD Tel: 01730 894034
Fax: 704 793 4321 STARTER MOTORS
VALVES FUEL INJECTION 4005 Dearborn Place NW, Concord, NC 28027
AC ROCHESTER USA (1) 716 359 6361 DELPHI BRAKES SYSTEMS 01926 472472 ARK RACING 01785 715234
ASNU Tel 0208 420 4494 EARL’S USA (1) 310 609 1602 EARL’S USA (1) 310 609 1602
BGC MOTORSPORT 0208 880 4205 RTRAC Germany (49) 9725 5075
EXACT ENG 01803 866464 STARTLINE UK LTD 01933 665752
BOSCH 01895 834466 FASTENER FACTORY 01327 311018
Germany (49) 711 8111 FHS MOTOR RACING 01753 570863
DEL WEST ENG USA Tel: (1) 661 295 5700 USA (1) 312 865 5200 THROTTLE BODIES
CONNAUGHT 01795 843802 FLUID CONTROL PRODUCTS INC USA (1) 217 324 3737 JENVEY DYNAMICS 01746 768810
Fax: (1) 661 295 8300 Fax (1) 217 324 3717
28128 West Livingston, Valencia CA 91355, USA SBD MOTORSPORT 0208 391 0121 KINSLER USA (1) 248 362 1145
FLUID CONTROL PRODUCTS Tel (1) 314 291 7223 GOODRIDGE UK 01392 369090 LINGENFELTER USA (1) 219 724 2552
FERREA USA (1) 954 733 2505 GOODRIDGE CA USA (1) 310 533 1924
G&S VALVES LTD 01483 415444 GENESIS ELECTRONIC SYSTEMS 01635 582255 LUMENITION 0207 403 4334
QINETIQ 08700 100942 INDUCTION TECHNOLOGY 02476 305386 GOODRIDGE INDY USA (1) 317 244 1000 SWINDON RACING ENGINES 01793 531321
MANLEY PERFORMANCE USA (1) 732 905 3366 JENVEY DYNAMICS 01746 768810 GOODRIDGE EAST USA (1) 704 662 9095 TWM INDUCTION USA (1) 805 967 9478
RACING ENGINE VALVES USA (1) 954 772 6060 JOHN WILCOX COMPETITION 01455 230576 HCL FASTENERS 01282 411992
SCHRICK Germany (49) 21 91 9500 HENRY’S ENG USA (1) 410 435 3142 THROTTLE VALVES
SUPERTECH PERFORMANCE USA (1) 408 448 2001 JLS MOTORSPORT 0121 525 7733 JENVEY DYNAMICS 01746 768810
SWINDON RACING ENGINES 01793 531321 KINSLER USA (1) 248 362 1145 KINSLER USA (1) 248 362 1145
VALVE TECHNICS 01604 706541 SAMCO SPORT 01443 238464 LUMENITION 0207 403 4334
KINSLER FUEL INJECTION Tel: USA (1) 248 362 1145 TREVOR MORRIS ENG 01547 530289
XCELDYNE TECHNOLOGIES USA (1) 336 472 8281 Fax: USA (1) 248 362 1032 TWM INDUCTION USA (1) 805 967 9478
Email: [email protected] Website: www.kinsler.com
LINGENFELTER USA (1) 219 724 2552 TURBOCHARGERS
VALVE SEATS MAGNETI MARELLI Italy (39) 2 618 351 GARRETT AUTOMOTIVE 01695 22391
ARROW PRECISION ENGINEERING LTD MM COMPETITION SYSTEMS 08707 444666 HOLSET ENG 01484 422244
Tel +44 (0) 1455 234200 MARREN USA (1) 203 732 4565 INTERPRO ENGINEERING 01454 412777
Fax +44 (0) 1455 233545 MILLINGTON 01746 789268 SFS PERFORMANCE Tel: 01582 488040
Fax: 01582 412277 QINETIQ 08700 100942
CHE PRECISION INC Tel (1) 805 499 8885 MOTEC Australia (61) 3 9761 5050 TURBO TECHNICS 01604 764005
Fax (1) 805 499 7810 MOTEC (EUROPE) UK 08700 119100 Website: www.sfsperformance.co.uk
2640 Lavery CT,Unit C, Newbury Park, CA91320, USA MOTEC JAPAN Japan (81) 489 46 1734 Unit E Kingsway Industrial Estate, Kingsway WATER COOLERS
SERDI 01895 232215 MOTEC SYSTEMS USA USA (1) 714 897 6804 Luton LU1 1LP AH FABRICATIONS 01432 354704
SWINDON RACING ENGINES 01793 531321 NIPPON DENSO Japan (81) 56 625 5511 SPECIALTY FASTNERS 01803 866371 DOCKING & CO 01327 857164
UK 0208 591 7700 SPEED FLOW 0208 530 6664 DENSO MARSTON 01274 582266
VALVESPRINGS PECTEL CONTROL SYSTEMS +44 (0)1954 253610 THINK AUTOMOTIVE 0208 568 1172 NIPPON DENSO Japan (81) 56 625 5511
SAKATA MOTORSPORT ELEC. INC. (714) 446 9473 UNICLIP AUTOMOTIVE 01932 355277 UK 0208 591 7700
CONNAUGHT 01795 843802 TWM INDUCTION USA (1) 805 967 9478
DIAMOND USA (1) 313 792 6620 XRP INC USA (1) 562 861 4765 PACE PRODUCTS 01440 760960
EDELBROCK USA (1) 213 781 2222 FUEL LINES SERCK MARSTON 0208 965 2151
HERBERT TERRY & SONS 01527 64261 INTERCOOLERS
AEROQUIP USA (1) 419 238 1190 WATER INJECTION
KENT CAMS 01303 248666 AN MOTORSPORT DESIGN 01628 776320 AH FABRICATIONS 01432 354704 ERL 01273 581007
KURT KAUFFMANN Germany (49) 711 518300 FLUID CONTROL PRODUCTS INC USA (1) 217 324 3737
MANLEY PERFORMANCE USA (1) 732 905 3366 Fax (1) 217 324 3717 WATER PUMPS
PERFORMANCE SPRINGS 01253 716900 PACE PRODUCTS 01440 760960 DAVIES, CRAIG Australia (61) 39 499 7433
SCHMITTHELM Germany (49) 62 217060 ATL USA (1) 201 825 1400 SERCK MARSTON 0208 965 2151 ED PINK RACING ENGINES USA 818 785 6740
VALVE SPRING RETAINERS Fax (1) 201 825 1962 SFS PERFORMANCE 01582 412 697 EDELBROCK USA (1) 213 781 2222
G&S VALVES LTD 01483 415444 Aero Tec Laboratories Inc, Spear Road Industrial Park, TREVOR MORRIS ENG 01547 530289

MAGCANICA INC USA 858 454 8950 METALORE USA (1) 310 643 0360 CRACK DETECTION
McCLAREN ELECTRONICS 01483 261400 PANKL 0043 3862 33999 ABS PRODUCTS USA (1) 714 671 0728
3.3 Engine Electronics THE STRAIN GAUGING CO
VARIOHM
01256 320666
01327 351004
TEX RACING
TRAN-X GEARS LTD
USA (1) 910 428 9522
02476 659061
DCM TECH
KRAUTKRAMER BRANSON
USA (1) 800 533 5339
USA (1) 717 242 0327
COMPUTER SUPPLIERS REV-LIMITERS GEARS CRYOGENIC TEMPERING
ACES 01206 395324 LUCAS ELECTRICAL 0121 536 5050 FROZEN SOLID 01449 674914
ADVANCED AUTOMOTIVE 01753 642019 LUMENITION 020 7403 4344
COMPETITION DATA USA (1) 716 631 2880 MM COMPETITION 08707 444666 DUST EXTRACTION EQUIP
FUELTRONICS Australia (61) 88363 2199 B&M 001 818 882 6422 DENCER 01789 470198
PAD RACING New Zealand (64) 3 3386 288 www.bmracing.com
PERFORMANCE TRENDS USA (1) 248 473 9230
RACELOGIC 01280 823803 3.4 Transmission Components COLLEDGE & MORLEY
Chatsworth CA 91311 USA
02476 462328
DYNAMOMETERS: CHASSIS
FROUDE CONSINE 01905 856800
DATA-ACQUISITION CLUTCHES COMPTECH USA USA (1) 916 933 1080 International Dynamometers LTD/Dynapack
DAVID BROWN 01484 422180 USA 001 559 292 3800 New Zealand 64 4587 0484
ACTIVE SENSORS Tel 01202 480620 GEARACE LIMITED 01869 277563 LAND & SEA USA (1) 603 329 5645
Fax 0120 2480664 HEWLAND ENG 01628 827600 KISTLER Instruments Ltd 01420 544477
ADVANCED AUTOMOTIVE 01753 642019 JCM TRANSAXLES USA (1) 303 695 6093 ROTOTEST Sweden (46) 8 532 55890
B&G RACING USA (1) 602 274 2537 KERSCHBAUMER Ger (49) 6074 47 663 SUPERFLOW USA (1) 800 471 7701
BOSCH 01895 834466 MARK BAILEY RACING 01380 850130 Belgium 3215 216300
Germany (49) 711 8111 ALCON Tel +44 (0) 1827 723700
Fax +44 (0) 1827 723701 PANKL 0043 3862 33999 UNICO (UK) LTD 01908 260000
USA (1) 312 865 5200
COMPETITION DATA SYS USA (1) 716 631 2880 Email [email protected] TEX RACING USA (1) 910 428 9522
www.alcon.co.uk RICARDO MIDLANDS TECHNICAL CENTRE 01926 319399 DYNAMOMETERS: DAMPER
COMPUTECH SYSTEMS USA 800 870 8383 BEHRENTS SPEED CENTER USA (1) 914 651 7389
COMPUTERACE TIMING 01905 796090 Apollo, Tamworth, Staffordshire B79 7TN TRAN-X GEARS LTD 02476 659061
CORSA INSTRUMENTS USA (1) 313 761 1545 XTRAC LTD 01635 293800 CZECH MATE USA (1) 800 819 7223
2D DEBUS Germany (49) 721 944850 DYNAMIC SUSPENSIONS Can (1) 905 470 8778
UNIVERSAL JOINTS UK 01842 755744
DATASPARES ACQUISITION 0208 463 9222 ND TECH SHOCK DYNOS USA (1) 520 624 3907
DATRON TECHNOLOGY 01908 261655 FLAMING RIVER USA (1) 440 826 4488
GEARACE LIMITED 01869 277563 SCHMITT EUROPE UK 02476 697192
DIGICON ENGINEERING Canada (1) 604 984 9437 SPA DESIGN 01827 260026
FOREFRONT USA (1) 404 448 9550 AP RACING (0)24 7663 9595 SPA TECHNIQUE USA (1) 317 271 7941
Database 4
Fax (0) 24 7663 9559 TAT Germany (49) 7252 84258
Wheler Road, Coventry, CV3 4LB
FICHTEL & SACHS 0208 654 8835 DYNAMOMETERS: ENGINE
INTERCOMP USA Tel (1) 763 476 2531 GOODRIDGE 01392 369090 AVL Germany (49) 61 34 71 790
Fax (1) 763 476 2613 LOLA Tel 01480 451301 DSP TECHNOLOGY 01932 351516
14465 23rd Avenue N, Minneapolis, MN 55447, USA Fax 01480 456722 DYNAMIC TEST SYSTEMS 01842 755744
ISAAC INSTRUMENTS INC. Tel: (450) 658 7520
Fax: (450) 658 3322
QUARTER MASTER USA (1) 847 540 8999
Fax (1) 847 540 0526 FACTORY EQUIPMENT ENGINE & DYNAMOMETER
FROUDE CONSINE
01708 857108
01905 856800
Email: [email protected] 510 Telser Road, Lake Zurich, IL 60047, USA JKM AUTOMOTIVE USA (1) 508 966 2531
Website www.isaac.ca SUPER CLUTCH UK 01926 812136 LAND & SEA USA (1) 603 329 5645
25 Robert, Chamby, Quebec, Canada J3L IS2 RTRAC Germany (49) 9725 5075 LOTUS ENGINEERING 01953 608000
LONGACRE USA (1) 425 485 0620
McCLAREN ELECTRONICS 01483 261400 4.1 Factory Hardware MOTORSPORTS INTERFACE
TAT
01788 890412
Germany (49) 7252 84258
MM COMPETITION SYSTEMS 08707 444666
MOTEC Australia (61) 3 9761 5050 AIR LINES & FITTINGS DYNAMOMETER INSTRUMENTATION
MOTEC (EUROPE) UK 08700 119100 A.N. MOTORSPORT DESIGN 01628 776320 AQUIRED DATA SYSTEMS USA (1) 810 566 0131
MOTEC JAPAN Japan (81) 489 46 1734 EARL’S UK 01327 858221 DEPAC DYNO SYSTEMS USA (1) 315 339 1265
MOTEC SYSTEMS USA USA (1) 714 897 6804 EXACT ENGINEERING 01803 866464 DYNOLAB USA (1) 206 243 8877
MOTECH USA (1) 804 973 1399 SACHS RACE ENGINEERING GmbH Fhs Motor Racing Ltd 01753 513080
MOTOR SPORT ELEC Australia (61) 7 3290 1309 Tel +49 9721-984300 FROUDE CONSINE 01905 856800
GOODRIDGE UK 01392 369090 LAND & SEA USA (1) 603 329 5645
MOTORSPORTS INTERFACE 01327 311011 Fax +49 9721-984299 GOODRIDGE CA USA (1) 310 533 1924
MTS Powertrain Tech Tel 01932 351516 Email [email protected] KISTLER Instruments Ltd 01420 544477
Website www.sachs-race-engineering.de GOODRIDGE INDY USA (1) 317 244 1000 PERFORMANCE TRENDS USA (1) 248 473 9230
Fax 01932 351517 GOODRIDGE EAST USA(1) 704 662 9095 QUADRANT SCIENTIFIC USA (1) 303 666 8414
7 Glen Court,Canada Road, Byfleet, Surrey KT14 7JL Ernst-Sachs-Strasse 62, 97424 Schweinfurt, Germany
SACHS BOGE UK 01788 822353 INGERSOLL RAND 01204 690690 ROEHRIG ENGINEERING USA (1) 336 431 1827
NIPPON DENSO Japan (81) 56 625 6951 JLS MOTORSPORT 0121 525 7733 SUPERFLOW USA (1) 800 471 7701
PECTEL CONTROL SYSTEMS +44 (0)1954 253610 TILTON ENGINEERING USA (1) 805 688 2353
Fax (1) 805 688 2745 KRONTEC Germany (49) 9401 703062 Belgium 3215 216300
PENNY & GILES 01202 409409 25 Easy Street, Buellton, CA 93427 USA REGENT 01908 612602 TAT Germany (49) 7252 84258
PERFORMANCE TRENDS USA (1) 248 473 9230 WILWOOD ENGINEERING Fax (1) 805 388 4938 ROTOTEST Sweden 46 8532 55890
PI RESEARCH 01954 253600 USA (1) 805 388 1188 THINK AUTOMOTIVE 0208 568 1172 ENGINE BALANCING EQUIP
POLY LOGIC 01462 621066 416 Calle San Pablo, Camarillo, CA 93012, USA ABS PRODUCTS USA (1) 714 671 0728
QINETIQ 08700 100942 AIR TOOLS BC GEROLAMY USA (1) 916 638 9008
QUANTUM SUSPENSION 01243 865058 COMPLETE TRANSMISSIONS POWERHOUSE PRODUCTS USA 800 872 7223
RACE DATA ENGINEERING USA (1) 714 449 1445 DESOUTTER AUTOMOTIVE 0208 205 4884
SAKATA MOTORSPORT ELEC. INC. (714) 446 9473 SCHMITT EUROPE 02476 697192
STACK Tel 01869 240404 SUNNEN PRODUCTS USA (1) 800 772 2878
Fax 01869 245500 WINONA VAN Canada (1) 800 833 4870
email: [email protected] ENGINE HOISTS
Wedgewood Road, Bicester Oxfordshire, OX26 4UL RICARDO MIDLANDS TECHNICAL CENTRE MR GASKET PERFORMANCE USA (1) 216 398 8300
STEVE BUNKHALL 01223 303025 DINO PAOLI S.R.L. Tel: +390 522 300828
Tel: 01926 319399 Fax: +390 522 304864 SILVER SEAL USA (1) 800 521 2936
VARIOHM 01327 351004 Fax: 01926 319352 email: [email protected]
Email: [email protected] Website: www.dinopaoli.com ENGINE STANDS
ENGINE MANAGEMENT SYSTEMS Website: www.ricardo.com ABS PRODUCTS USA (1) 714 671 0728
ADVANCED AUTOMOTIVE 01753 642019 Southam Road, Radford Semele, Via Guido Dorso, 542100, Reggio Emilia, Italy
FACOM 01932 566099 BLUEBIRD USA (1) 800 808 2473
ASNU 0208 420 4494 Leamington Spa CV31 1FQ C-LINE USA (1) 800 645 7267
BOSCH 01895 834466 INGERSOLL RAND 01204 690690
JLS MOTORSPORT 0121 525 7733 DYNAMIC TEST SYSTEMS USA (1) 800 243 3966
Germany (49) 711 8111 CWP’S GOODSON USA (1) 507 452 1830
USA (1) 312 865 5200 DAVID BROWN 01484 422180 JEGS USA (1) 614 294 5451
CONNAUGHT 01795 843802 DTS USA (1) 313 778 0540 CNC MACHINING CENTRES
MOROSO PERFORMANCE USA (1) 203 453 6571
DATASPARES 0208 463 9229 JCM TRANSAXLES USA (1) 303 695 6093 ABSOLUTE MACHINE TOOL USA (1) 440 324 5133 MR GASKET PERFORMANCE USA (1) 216 398 8300
SBD MOTORSPORT 0208 391 0121 MARK BAILEY RACING 01380 850130 BOSTON DIGITAL USA (1) 508 473 4561 RACER COMPONENTS USA (1) 903 581 5976
McCLAREN ELECTRONICS 01483 261400 XTRAC LTD 01635 293800 BRIDGEPORT MACHINE USA (1) 248 299 1750 SCRIBNER USA (1) 916 638 1515
MM COMPETITION 08707 444666 DEREK ROBINSON 0116 266 2222
DIFFERENTIALS DEWCO USA (1) 765 962 7201 FLOW BENCHES
AJEC INDUSTRIES 01242 222739 MACHINERY SALES USA (1) 510 490 4000 ASNU 0208 420 4494
GEARACE LIMITED 01869 277563 MAKINO USA (1) 800 552 3288 AUDIE TECHNOLOGY USA (1) 610 630 5895
GKN AXLES 0207 930 2424 MEDDINGS MACHINES 01752 893277 CV PRODUCTS USA (1) 800 448 1223
HEWLAND ENG 01628 827600 MILLS ENGINEERING 01603 745531 CLO-FLOW South Africa (27) 11 963128
MOTEC PTY LTD Aus Tel: 613 9761 5050 JCM TRANSAXLES USA (1) 303 695 6093 MILLSITE ENGINEERING USA (1) 304 273 5353 DEPAC DYNO SYSTEMS USA (1) 315 339 1265
Aus Fax: 613 9761 5051 MARK BAILEY RACING 01380 850130 RGS PERFORMANCE USA (1) 716 434 2509 FLOWDATA USA (1) 714 632 7828
Japan +81 489 461 734 QUAIFE ENGINEERING 01732 741144 RMT MECHATRONICS 01565 650411 HODGE MFG USA (1) 800 262 4634
121 Merringdale Drive RICARDO 01273 455611 SERDI 01895 232215 PERFORMANCE TRENDS USA (1) 248 473 9230
Croydon South Victoria Australia RICARDO MIDLANDS TECHNICAL CENTRE 01926 319399 SOUTHWESTERN IND USA (1) 310 608 4422 ROEHRIG ENGINEERING USA (1) 336 431 1827
UK: +44 8700 119100 TOM’S DIFFERENTIALS USA (1) 310 634 8431 SPA AEROFOILS LTD 01827 260026
TRAN-X GEARS LTD 02476 659061 SUPERFLOW USA (1) 800 471 7701
USA +1 714 895 7001 T&S USA (1) 940 668 1002 Belgium 3215 216300
PECTEL CONTROL SYSTEMS +44 (0)1954 253610 XTRAC LTD 01635 293800
ZEXEL-GLEASON USA (1) 716 464 5000 TOYODA EUROPE 02476 547200 TAT Germany (49) 7252 84258
PRECISION RACE SERVICES USA (1) 248 844 1060
SAKATA MOTORSPORT ELEC. INC. (714) 446 9473
STACK 01869 240404 DRIVESHAFTS
SUPERCHIPS
TERRY SHEPHERD TUNING
01280 816781
01695 574454
Dynamometer Services Group Ltd
WALBRO ENGINE MANAGEMENT USA (1)989 872 7091 Contact DSG (Formerly EDS)
ZYTEK SYSTEMS 0121 323 2323
CTG Tel: +44 (0)1295 220130
ENGINE SENSORS Fax: +44 (0)1295 220138 Sales of New & Second-hand Dynamometers
Email: [email protected]
ACTIVE SENSORS Tel 01202 480620 www.ctgltd.co.uk Engine Test Equipment incl. Computer Control & Data Logging
Fax 01202 480664 Thorpe Park, Thorpe Way, Banbury, Oxfordshire
Unit 12, Wilverley Rd, Christchurch, Dorset, BH23 3RU England OX16 4SU United Kingdom Refurbishment & Updating of Dynamometers & Ancillaries
AVL DEUTSCHLAND (49) 6134 7179-0
Gmbh Germany Fabrication of Engine Test Stands
DATASPARES 0208 463 9229 Dynamic Balancing & CARRILLO Con-Rods
ENTRAN 01923 893 999
KISTLER INSTRUMENTS 01420 544477
GKN MOTOR SPORT Tel 0121 313 1661 Dynamometer Services Group Ltd.,
Fax 0121 313 2074
Unit 5, Kingsbury Business Park, P.O. Box 163, Upminster RM14 3WL
KULITE SENSORS Tel 01256 461646 Kingsbury Road, Minworth, Sutton Coldfield, Tel/Fax: 01708-857108
Kulite House, Stroudley Road, Basinstoke, RG24 8UG, England Birmingham B76 9DL, England

GENERATORS: PORTABLE HARRISON AUTO USA (1) 602 254 0024 JACKS REDLINE MOTORSPORT Tel 01606 737500
HANCO GENERATING USA (1) 800 413 6688 LONGACRE RACING USA (1) 425 885 3823 ARGO MANUFACTURING USA (1) 630 377 1750 THE STRAIN GAUGING CO 01256 320666
LINCOLN ELECTRIC USA (1) 216 481 8100 OMS RACING 0113 2575956 DEMON TWEEKS 01978 664466
PACE PRODUCTS 01284 850960 DUNLOP AUTOMOTIVE 02476 667738 SPACE HEATERS
HORIZONTAL/VERTICAL FACOM UK 01932 566099 FASTENER FACTORY 01327 311018
MACHINING CENTRES FASTENER FACTORY 01327 311018
MAKINO USA (1) 800 552 3288 JLS MOTORSPORT 0121 525 7733 STOPWATCHES
MILLS 01603 745531 REDLINE MOTORSPORT Tel 01606 737500 KS MOTORSPORT Germany (49) 2271 44905
Fax 01606 737683 CASIO 0208 450 9131
MITSUBISHI-YAMAZEN 0208 549 9161 PADDY.HOPKIRK LTD 01525 850800 DEMON TWEEKS 01978 664466
RGS PERFORMANCE USA (1) 716 434 2509 E-mail [email protected] PERFORMANCE MACHINE USA (1) 303 828 4546
TOYODA 02476 547200 TRIDENT 01327 857822 REDLINE MOTORSPORT Tel 01606 737500 GRAND PRIX RACEWEAR 020 8987 5500
SLINGSBY 01274 721591 KS MOTORSPORT Germany (49) 2271 44905
LATHES DEMON TWEEKS 01978 664466 RACING RADIOS USA (1) 404 366 3796
CHASSIS STANDS REDLINE MOTORSPORT Tel 01606 737500
RMT MECHATRONICS 01565 650411 DEMON TWEEKS 01978 664466 KS MOTORSPORT Germany (49) 2271 44905
LOCK-N-STITCH USA (1) 800 736 8261 MARDI GRAS MOTORSPORTS 01327 858 006 TRIDENT 01327 857822
SMR COMPONENTS USA (1) 708 949 9100
MAGNAFLUX USA (1) 847 657 5300\ MECHANIX WEAR USA (1) 661 257 0474
THE STRAIN GAUGING CO 01256 320666 COMPUTER HARDWARE RALLY DESIGN 01795 531871 STORAGE SYSTEMS
SILVERSTONE RACE SERVICES 01327 858441 KAISER & KRAFT 01923 233312
RAPID PROTOTYPING ADVANCED AUTOMOTIVE 01753 642019
CALEX INSTRUMENTATION 01525 373128 LISTA (UK) LTD 01908 222333
CRP TECHNOLOGY Italy (39) 059 821135 NOISE METERS POLSTORE STORAGE 01403 750000
3D SYSTEMS UK 01442 282600 CRANFIELD 01234 751361
DYNOLAB USA (1) 206 243 8877 CIRRUS RESEARCH 01723 891655 PRONALS France (33) 3201 997510
TOOL CABINETS FASTER SYSTEMS USA (1) 415 332 6064
FUELTRONICS Australia (61) 0883632199 PIT BARRIERS TAPE
DURA 01295 712800 KAISER & KRAFT 01923 233312 DEMON TWEEKS 01978 664466
FUJITSU 0208 573 4444
GENESIS 01635 582255 SLINGSBY 01274 721591 CLARENDON 01455 841200
KISTLER Switzerland (41) 52 224 1111 DRC RACE CAR USA (1) 609 397 4455
NOVA USA (1) 615 832 6355 PIT BOARDS FASTENER FACTORY 01327 311018
GWS Systems Oy Tel: 01403 276445 OLIVETTI 0208 785 6666 ACTIVE ENGINEERING USA 001 714 637 1155 KS MOTORSPORT Germany (49) 2271 44905
Fax: 01403 276434 PERFORMANCE TRENDS USA (1) 248 473 9230 DEMON TWEEKS 01978 664466 RALLY DESIGN 01795 531871
Email: [email protected] RACING CAR COMPUTERS 01279 812496 GRAND PRIX RACEWEAR 0208 987 5500 REDLINE MOTORSPORT Tel 01606 737500
Website: gwssystems.co.uk STACK 01869 240404 KS MOTORSPORT Germany (49) 2271 44905 TRIDENT 01327 857822
Units 10-12 Horsham Court, City Business Centre, 6 REDLINE MOTORSPORT Tel 01606 737500
Brighton Road, Horsham, West Sussex RH13 5BA CORNER SCALES TRIDENT 01327 857822 TIMING SYSTEMS
LISTA 01908 222333 A.R.T. USA (1) 914 889 4499 CASIO 0208 450 9131
MAC TOOLS USA (1) 614 755 7000 DEMON TWEEKS 01978 664466 PIT CANOPIES
PIT BITS 01727 858297 CONTINENTAL SPORT USA (1) 513 459 8888
LONGACRE RACING USA (1) 206 885 3823 ME MOTORSPORT 01884 253070
WELDING EQUIPMENT NOVATECH 01424 852744 MOTEC Australia (61) 3 9761 5050
AMILLER ELECTRIC MFG USA (1) 800 426 4553 REDLINE MOTORSPORT Tel 01606 737500 PIT LANE MARKERS
ROLLCENTRE 01480 464052 MOTEC (EUROPE) UK 08700 119100
KAISER & KRAFT 01923 233312 MOTEC JAPAN Japan (81) 489 46 1734
SLINGSBY 01274 721591
DAMPER DYNAMOMETERS (PORTABLE) MOTEC SYSTEMS USA USA (1) 714 897 6804
MST SPORTS TIMING 01684 573479
4.2 Factory Software DYNAMIC SUSPENSIONS
ROEHRIG ENGINEERING
01842 755744
USA (1) 313 344 8120
PIT TROLLEYS
CHAMPION 01953 888664 Pi RESEARCH 01954 253600
SERVOTEST LTD 020 8707 1400 DEMON TWEEKS 01978 664466 PIT BITS 01727 858297
CAD & CAM SOFTWARE STACK 01869 240404
BRIDGEPORT MACHINE USA (1) 248 299 1750 SPA DESIGN 01827 288328 GTC COMPETITION 01483 272151
SPA TECHNIQUE USA (1) 317 271 7941 LISTA 01908 222333 UNISYS 0208 453 5562
DASSAULT SYSTEMES USA (1) 818 673 2134 VULCAN ENTERPRISES USA (1) 602 759 7926
DELCAM 0121 766 5544 REDLINE MOTORSPORT Tel 01606 737500
EXA USA (1) 781 676 8551 EAR DEFENDERS OMS RACING 0113 2575956
DEMON TWEEKS 01978 664466 TOOL CABINETS
MITUTOYO UK 01264 353123
PARAMETRIC TECHNOLOGY 01252 817000 FASTENER FACTORY 01327 311018 PYROMETERS FACOM UK 01932 566099
QinetiQ 08700 100942 RACING RADIOS USA (1) 404 366 3796 KAISER & KRAFT 01923 233312
REDLINE MOTORSPORT Tel 01606 737500 POLSTORE STORAGE 01403 750000
PARTS USE LIFING SLINGSBY 01274 721591
ADVANCED RACING SYSTEMS USA (1) 513 893 2773 ELECTRIC STARTERS
LIFECHECK 01285 720665 POWER TRANS SOLUTIONS 01722 332126 TORQUE WRENCHES
KINETIC RACING TECHNOLOGIES USA (1) 248 245 2330 AP RACING Tel 02476 639595 FACOM UK 01932 566099
NOSKECOMP Australia 07 32 88 3895 ENGINE HOISTS Fax 02476 639559 NORBAR TORQUE TOOLS 01295 270333
DUNLOP AUTOMOTIVE 0121 384 4444 Wheler Road, Coventry, CV3 4LB RALLY DESIGN 01795 531871
PERF SIMULATION FACOM UK 01932 566099
D.A.T.A.S 01603 506526 RADIO SCANNERS TRACKING GAUGES
PI RESEARCH 01954 253600 ENGINE STANDS QINETIQ 08700 100942 A.R.T. USA (1) 914 889 4499
PERFORMANCE TRENDS USA (1) 248 473 9230 GUYON RACING Canada (1) 403 277 6020 RACING RADIOS USA (1) 404 366 3796 DEMON TWEEKS 01978 664466
RICARDO USA (1) 734 397 6666 TITAN MOTORSPORT 01480 474402 GMD COMPUTRACK Austra (61) 2 9644 1946
SERVOTEST 0208 707 1400 RADIO SYSTEMS/INTERCOMS REDLINE MOTORSPORT Tel 01606 737500
VEHICLE DYNAMICS PERFORMANCE USA (1) 512 450 1035 FIRE EXTINGUISHERS AUTOCOM 01926 431249 THE STRAIN GAUGING CO 01256 320666
CHUBB 01932 785588 AUTOTEL RACE RADIO 01508 528837
Database 5
MRTC 0150 981 2610 TYRE PRESSURE GAUGES
QINETIQ 08700 100942
STRODE SOUND 01761 419248 BERU F1 SYSTEMS 01374 646200
GRAND PRIX RACEWEAR 0208 987 5500
RAIN SUITS THE STRAIN GAUGING CO 01256 320666
FEV Tel 01243 555566 Fax 01234 555660 DEMON TWEEKS 01978 664466 TRIDENT 01327 857822
Email [email protected]
CIRCUIT EQUIPMENT
GRAND PRIX PROMOTIONS 01474 879524
www.f-e-v.co.uk JAYBRAND 01733 68247 TYRE TEMPERATURE GAUGES
Unit 10 Ford Lane Business Park, REDLINE MOTORSPORT Tel 01606 737500 THE STRAIN GAUGING CO 01256 320666
Ford, West Sussex BN18 0UZ TRIDENT 01327 857822
FIREMASTER 0208 852 8585 REFUELLING LINES & VALVES
5.1 Pits Equipment LIFELINE FIRE SYSTEMS
Mardi Gras Motorsports
02476 712999
01327 858 006
DUNLOP
EXACT ENGINEERING
01235 863863
01803 866464
TYRE TROLLEYS
OMS RACING 01132 575956
OMP 0208 656 7031 GTC COMPETITION 01483 272151
AIR COMPRESSORS Italy (39) 10 680 851
COMPAIR UK 01494 465000 KRONTEC Germany (49) 9401 703062 TYRE WARMERS
QINETIQ 08700 100942 PREMIER FUEL SYSTEMS 01332 850515
COMPAIR UK 01473 602222 SILVERSTONE RACE SERVICES 01327 858441 BANDIT Australia (61) 3 9318 0644
ROTOTEST Sweden 46 8532 55 890 THE STRAIN GAUGING CO 01256 320666 DEMON TWEEKS 01978 664466
SPA DESIGN 01827 288328
SPA TECHNIQUE USA (1)317 271 7941 GRAND PRIX RACEWEAR 020 8987 5500
AIR LINES & FITTINGS REFUELLING RIGS JAYBRAND O733 68247
TRIDENT 01327 857822 DEMON TWEEKS 01978 664466
EXACT ENGINEERING 01803 866464 REDLINE MOTORSPORT Tel 01606 737500
FASTENER FACTORY 01327 311018 GTC COMPETITION 01483 272 151 SEEKERS 0151 524 0919
FLOOR CRANES PREMIER FUEL SYSTEMS 01332 850515
FHS Motor Racing Ltd 01753 513080 ANRICK TRADING NZ (04) 5899371
GOODRIDGE UK 01392 369090 REDLINE MOTORSPORT Tel 01606 737500
FASTNER FACTORY 01327 311018 SPA DESIGN 01827 288328
GOODRIDGE CA USA (1) 310 533 1924 SLINGSBY 01274 721591
GOODRIDGE INDY USA (1) 317 244 1000 THE STRAIN GAUGING CO 01256 320666 5.2 Paddock Equipment
GOODRIDGE EAST USA (1) 704 662 9095
JLS MOTORSPORT 0121 525 7733 FUME EXTRACTORS SCISSOR PLATFORMS AWNINGS
KRONTEC Germany (49) 9401 703062 DENCER 01789 470198 SLINGSBY 01274 721591
INGERSOLL RAND 01204 690690 ALFRED BULL 01483 575492
Fax (49) 9401 70 24 76 ALRESFORD TECTONICS 01962 736316
Berliner Straße 31, 93073 Neutraubling, Germany SETUP FLOORS
HAND PUMPS AWNING COMPANY 01204 363463
MOTORSPORTS NZ NZ 0064 2596 5599 ACTIVE ENGINEERING USA 001 714 637 1155 BARKERS 020 8653 1988
THINK AUTOMOTIVE 0208 568 1172 EXACT ENGINEERING 01803 866464 4-PATCH 01376 348246
FACOM 01932 566099 KS MOTORSPORT Germany (49) 2271 44905 DEANS AWNINGS 01942 241399
BATTERY CHARGERS SILVERSTONE RACE SERVICES 01327 858441 ME MOTORSPORT 01884 253070 MAYFLOWER 01494 712131
POWER TRANS SOLUTIONS ~Tel 01722 332126 SNAP-ON USA (1) 414 656 5372 RML 01933 402440 PIT BITS 01727 858297
Fax 01722 333 522 0161 969 0126 THE STRAIN GAUGING CO 01256 320666 TOP MARQUEES 01623 740777
www.wynall.com WURTH UK 0208 310 6666 SPA AEROFOILS LTD 01827 260026
Stephens Road, Church Fields UNIVERSITY OF HERTFORDSHIRE 01707 284270 MOTORHOME HIRE
Salisbury, Wiltshire, FP2 7NX HAND TRUCKS SETUP GAUGES ATLANTIC COAST 01297 552222
TRIDENT 01327 857822 OMS RACING 01132 575956 A.R.T. USA (1) 914 889 4499 DAVID WILSON’S TRAILERS 01825 740696
CAMBER GAUGES SILVERSTONE RACE SERVICES 01327 858441 CYBER DYNAMICS 01869 347812 DUDLEYS 01993 703774
DEMON TWEEKS 01978 664466 HEAD TORCHES DEMON TWEEKS 01978 664466 MIDLAND INTERNATIONAL 02476 336411
75 Ash Road South, Wrexham Industrial Estate, ESSEX RACING USA (1) 404 889 4096 ILONGACRE RACING USA (1) 206 885 3823 SPIRES OF OXFORD 01865 875539
Wrexham, Clwyd LL13 9UG, Wales HELLA 01295 272233 ME MOTORSPORT 01884 253070 WESTCROFT AMERICAN 01902 731324

Database 6
EUROTECH MOTORSPORT 0121 3314944 EDS 01708 857108
FOXCRAFT ENGINEERING 01264 810110 ELABORAZIONE COLASUNO 0207 738 8331
B Y G.FORCE PRECISION ENG 01243 544192 ENGINE DATA ANALYSIS 01977 516622
GOMM METAL DEVELOPMENTS 01483 764876 ENGINE SHOP 01280 812199
CRANFIELD UNIVERSITY Tel 01234 754902 GRAHAM HATHAWAY RACING 01621 856956 FISCHER ENGINEERING USA (1) 818 767 8840
COMPETITION CAR Fax 01234 751671
Cranfield, Bedfordshire, MK43 OAL
GTC COMPETITION
HAMLYN MOTOR SERVICES
01483 272151
01582 600745
FORWARD ENGINEERING
GEMINI ENGINEERING
01676 523526
01474 534779
CHASSIS COMPONENTS www.motorsport.cranfield.ac.uk
[email protected]
HAUS OF PERFORMANCE
JAGO DEVELOPMENTS
USA (1) 714 545 2755
01243 789366
GEOFF RICHARDSON ENGINEERING
GF BECK MOTORSPORT PREPARATION
01480 861599
01646 621184
CROSBY GRP 01327 857042 KRONTEC MASCHINENBAU (49) 9401 700352 GOLDFLOW 01491 875554
CTG +44 (0)1295 220130 LOTUS ENGINEERING 01953 608000 GOODMAN RACING ENGINES 01327 300422
CTS 01480 459378 LYNX MOTORS 01424 851277
6.1 Driver’s Equipment DELTA COMPOSITES 01280 824498 MACDONALD RACE ENG 0208 889 1633
GRAHAM HATHAWAY RACING
GRIFFIN MOTORSPORT
01621 856956
01793 771802
DEREK BENNETT 01565 777395 MATRIX ENGINEERING USA (1) 888 249 0013 HARPERS PERFORMANCE 01642 818188
ANTI MIST FLUIDS ELAN COMPOSITES USA (1) 706 658 2853 MASON ENGINEERING USA (1) 805 527 6624
DEMON TWEEKS Tel 01978 664466 / Fax 01978 664467 DU PONT UK 01438 734000 MICRO CRAFT USA (1) 909 947 1843 HARTWELL 01202 556566
Hugmore Lane, Llan-y-Pwll, Wrexham, Clwyd LL13 9YE, Wales Switzerland (41) 22 717 5111 MIKE TAYLOR DEVELOPMENTS 01609 780123 HAUS OF PERFORMANCE USA (1) 714 545 2755
GRAND PRIX RACEWEAR Tel 0208 987 5500 USA (1) 302 774 1000 MIRKO RACING USA (1) 408 776 0073 HT RACING 01474 872888
Fax 0208 742 8999 FIBREGLASS FABRICATIONS 0208 568 0293 POLSON 01440 820371 IRMSCHER 01543 414466
Power Road, Chiswick, London, W4 5PY, England G FORCE COMPOSITES 01243 544192 PREMIER AEROSPACE 01332 850515 IVAN DUTTON 01923 816277
HEYES ENGINEERING 01453 750491 QinetiQ 08700 100942 JANSPEED MOTORSPORT 01722 321833
HITCO USA (1) 213 516 5707 RACEPREP 3001 01903 734499 J MATTIS ENGINETECH Greece 003 019 512 761
JANUS TECHNOLOGY 01753 869996 RBS 01788 543094 JOHN WILCOX COMPETITION ENG 01455 230576
REDLINE MOTORSPORT Tel 01606 737500 RETRO TRACK & AIR UK 01453 545360 JONDEL 01933 411993
Fax 01606 737683 RICARDO MIDLANDS TECHNICAL CENTRE KENT AUTO DEVELOPMENTS 01303 874082
E-mail [email protected] Tel: 01926 477152 KREMER RACING Germany (49) 221 171025
KOMPREX Tel 0191 416 8200 Fax 0191 415 5962 Fax: 01926 319352 LE SPORT France (33) 14 582 4400
BOOTS & GLOVES Website www.komprex.com Email: [email protected] LIGHTNING PERFORMANCE USA (1) 904 439 5283
Email [email protected] RILEY & SCOTT USA (1) 317 248 9470 LINGENFELTER USA (1) 219 724 2552
DEMON TWEEKS 01978 664466 58-59 Hutton Close, Crowther Ind Est, Ray Mallock LTD (RML) Tel 01933 402440 MARDI GRAS MOTORSPORTS 01327 858 006
GRAND PRIX RACEWEAR 0208 987 5500 Tyne & Wear NE58 0AH Fax 01933 676519 MATHWALL ENGINEERING 01252 703191
MECHANIXWEAR USA (1) 805 257 0474 LOTUS ENGINEERING 01953 608000 www.rmlmallock.co.uk MATRIX ENGINEERING USA (1) 888 249 0013
REDLINE MOTORSPORT Tel 01606 737500 MICRO CRAFT USA (1) 909 947 1843 6-10 Whittle Close, Park Farm Industrial Estate, MAXSYM ENGINE TECH 01608 685155
MIRA 0247 6355 000 Wellingborough, Northants NN8 6TY England MERLIN DEVELOPMENTS 01283 511184
COOL CAPS & SUITS NERO 01254 202085 SNAPDRAGON MOTORSPORTS USA (1) 413 2560861 MILLINGTON 01746 789268
DEMON TWEEKS 01978 664466 PANKL Austria (43) 3862 512500 SPA AEROFOILS LTD 01827 260026 MINERVA MOTORSPORT 01509 233970
GRAND PRIX RACEWEAR 020 8987 5500 PODIUM DESIGN 07000 763486 SOUTH CERNEY ENGINEERING 01285 860295 MINISTER RACING ENGINES 01634 682577
REDLINE MOTORSPORT Tel 01606 737500 PRONAL’S France (33) 320 99 75 10 UNICLIP AUTOMOTIVE 01932 355277 MIRKO RACING USA (1) 408 776 0073
QINETIQ 08700 100942 VAN DYNE ENGINEERING USA (1) 714 847 4417 MIS M/SPORTTECHNIK GERMANY (49)263680394
DRIVING SUITS & ACCESSORIES RICHARD HINTON RACING 01279 771667 VIN MALKIE RACING 01565 777395 MOUNTUNE RACE ENGINES 01621 854029
DEMON TWEEKS 01978 664466 RMCS (CRANFIELD) 01793 785359 NEIL BROWN ENGINEERING 01775 723052
GRAND PRIX RACEWEAR 020 8987 5500 SAMCO sport 01443 238 464 MOULDING
SECART USA (1) 203 798 6698 PHIL JONES ENGINE DEV 01454 310936
REDLINE MOTORSPORT Tel 01606 737500 ADVANCED COMPOSITES 01773 763441 PHIL MARKS ENGINE DEV 01564 824869
SCOTT BADER 01933 663100 AERODINE COMPOSITES USA (1) 317 271 1207
SPA COMPOSITES 01543 432904 PRICE MOTORSPORT USA (1) 812 546 4220
HELMETS & ACCESSORIES ASTEC 01332 875451 PRIMA RACING 0115 9491903
SQUARE ONE MOTORSPORT 01825 723425 BENTLEY CHEMICAL TRADING 01562 515121
STRAND GLASSFIBRE 0208 568 7191 PRODRIVE 01295 273355
BUTSER RUBBER 01730 894034 QUICKSILVER RACE USA (1) 301698 9009
TAG EQUIPMENT 01787 477790 CML GROUP 0151 647 5531
TECHFLEX USA (1) 201 729 6253 COMPOSITE DESIGN USA (1) 727 539 0605 QUORN ENGINE DEVELOPMENTS 01509 412317
QINETIQ Tel 44 (0) 8700 100942 TECHNICAL RESIN BONDERS 01480 52381 COMPOSITE WINGS 01953 885478 RACE ENGINE DEVELOPMENT USA (1) 760 630 0450
www.QinetiQ.com TONY THOMPSON RACING 01664 812454 CROSBY GRP 01327 857042 RACESPEC 01925 636959
Cody Technology Park, TURBO HEAT 01535 664903 CROMPTON TECH GROUP 01295 220130 RACE TECHNIQUES 01242 245640
Ively Road , Farnborough, Hampshire, GU14 OLX UNIVERSITY OF HERTFORDSHIRE 01707 284270 CTG +44 (0)1295 220130 RACING BENT USA (1) 714 779 8677
RANDLINGER Germany (49) 761 16373
Database 7
VIN MALKIE RACING 01565 777395 G FORCE COMPOSITES 01243 544192
ZEUS M/SPORT ENG LTD 01604 878101 GRIFFITHS ENGINEERING 01582 600629 ROAD & STAGE MOTORSPORT 01524 844066
JANUS TECHNOLOGY 01753 869996 ROADSPEED PERFORMANCE 01453 750864
DESIGN AND ANALYSIS MICRO CRAFT USA (1) 909 947 1843 RPM FRANCE (33) 3 86 66 00 08
PROTECH COMPOSITES LTD Tel: +44(0) 1420 471 400 SCARBOROUGH Canada (1) 416 759 9309
CHASSIS ENGINEERING Fax: +44 (0) 1420 487 047
www.protechcomposites.co.uk
SEARLE
STEVE CARBONE RACING
0208 305 2250
USA (1) 918 835 6596
SERVICES ENABLING TECHNOLOGIES CONSULTING ENGINEERS LTD
Unit 62, Woolmer Trading Estate
Bordon, Hampshire, GU35 9QF, UK
SWAYMAR
SWINDON RACING ENGINES
01932 868377
01793 531321
Tel +44 (0)1983 550480 Fax +44 (0)1983 550489 ROSS COURTNEY 01384 291919 TECNO 01268 764047
Email [email protected] STARTLINE UK LTD 01933 665752 TERRY SHEPHERD TUNING 01695 574454
Web enablingtechnologies.co.uk SECART ENGINEERING 001 203 798 6698 THINK AUTOMOTIVE Tel 0208 568 1172
7.1 Chassis Services Innovation Centre, St Cross Business Park, Fax 0208 847 5338
Monks Brook, New Port, Isle of Wight PO30 5WB, England SPACEFRAME DESIGN Email [email protected]
BODYWORK SPECIALISTS LOLA Tel 01480 451301 ÆOLUS TECHNOLOGY USA (1) 970 472 1288 292 Worton Road, Isleworth, Middlesex, TW7 6El
ABBEY PANELS 02476 644999 Fax 01480 456722 ENABLING TECHNOLOGIES LTD 01983 550483 THUNDERBIRD RACING INT LTD 01623 622848
ADVANCED COMPOSITES 01773 763441 COSINE TECHNOLOGY 01706 378851 VAN DYNE ENGINEERING USA (1) 714 847 4417
ANDY ROUSE ENGINEERING 02476 635182 CRANFIELD UNIVERSITY 01234 754152 WARRIOR 01825 764833
AERO APPLICATIONS USA (1) 562 597 0001 DAVID POTTER CONSULTING 0033(0) 494 339090 ZYTEK ENGINEERING 01332 48974
AERODINE COMPOSITES USA (1) 317 271 1207 DEREK BENNETT ENGINEERING 01565 777395 ZEUS MOTORSPORT ENGINEERING LIMITED
AERODYNAMIC CONSULTANTS (661) 729 5628 MAGNUM CARS 01933 442861 Tel 01604 878101 Fax 01604 878111
APPLIED FIBREGLASS 01842 765339 RICARDO MIDLANDS TECHNICAL CENTRE Ray Mallock LTD (RML) Tel 01933 402440 The Racing Stables, Blisworth Hill Farm,
ASQUITH BROTHERS 01924 402001 Tel 01926 477208 Fax 01926 477222 Fax 01933 676519 Stoke Road, Blisworth, Northants NN7 3DB
Email: [email protected] www.rmlmallock.co.uk
C&B Consultants Aerodynamics 01202 617 1707 Website: www.ricardo.com
CML GROUP 0151 647 5531 6-10 Whittle Close, Park Farm Industrial Estate,
Southam Rd, Radford Semele, Leamington Spa CV31 1FQ Wellingborough, Northants NN8 6TY England
COMPOSITE DESIGN USA (1) 727 539 0605
CRANFIELD UNIVERSITY 01234 754152 FABRICATION
STARTLINE UK LTD 01933 665752
8.2 Engine Services
CROPREDY BRIDGE GARAGE 01295 758444
Database 8
ABBEY PANELS 02476 644999
DEREK PALMER ENGINEERING 01555 893315 A-MAC FABRICATION USA (1) 408 727 9288 REBUILDS
DON FOSTER France (33) 470 580308 ANDY ROUSE ENGINEERING 02476 635182 ANDREASON RACING 01300 348499
EARS MOTORSPORT 01625 433773 ANEX SYSTEMS 01869 345038 ANEX SYSTEMS 01869 345038
FIBRESPORTS 01268 527331 BTR PREPARATIONS 01977 522348
GRAHAM HATHAWAY RACING
GTC COMPETITION
01621 856956
01483 272151 DRIVETRAIN & SUSPENSION EARS MOTORSPORT
GTC COMPETITION
01625 433773
01483 272151
GTI ENGINEERING
HAMLYN MOTOR SERVICES
01280 700800
01582 841284 ENGINEERING SERVICES HAUS OF PERFORMANCE USA (1) 714 545 2755
HEDDINGTON COACHWORKS 01380 850198
INTAPORSCH 01273 834241
LOTUS ENGINEERING 01953 608000
LYNX MOTORS 01424 851277 AUTOMOTIVE FABRICATION Tel/Fax 001 214 745 1148 8.1 Engine Services
MERLIN BODYCRAFT 01280 705156 Email [email protected]
MITCHELL NZ (64) 78236188 1027 Levee Street Dallas, Texas 75207 RACE PREPARATION HEWLAND ENGINEERING Tel 01628 827600
PODIUM DESIGN 07000 763486 ASTEC 01332 875451 ALDON 01384 572553 Fax 01628 829706
SPA COMPOSITES 01543 432904 AZTEK 01509 261299 ANDY ROUSE ENGINEERING 02476 635182 Waltham Road, Maidenhead, Berks, SL6 3LR
BBW 01483 722 713 AUTOKRAFT 0121 777 2083 JACK KNIGHT 01483 764326
COMPOSITES SPECIALISTS BOB SPARSHOTT ENGINEERING 01908 618080 AZTEK 01509 261299
BRADY FABRICATIONS 01869 252750 BJ MOTOR ENGINEERS 0161 748 8663 JP RACE CENTRE 01327 858151
Active engineering USA 001 714 637 1155 BRISE ALLOY FABRICATIONS 01322 222343 BR MOTORSPORT 01926 451545 KREMSPEED EQUIPMENT INC. USA (1)814 724 4086
ACTIVA TECHNOLOGY 020 8974 1615 BSS PARTS 01772 601602 DAVE CROSS MOTOR SERVICES 01246 477566 MARK BAILEY RACING 01380 850130
ÆOLUS TECHNOLOGY USA (1) 970 472 1288 CHEVRON RACING 01565 777395 SBD MOTORSPORT 0208 391 0121 MATRIX ENGINEERING USA (1) 888 249 0013
AERODINE COMPOSITES USA (1) 317 271 1207 CHIP GANASSI RACING 01243 544192 CLEM COMPETITION USA (1) 214 503 8044 ME MOTORSPORTS 01884 253070
APPLIED FIBREGLASS 01842 765339 CML GROUP 0151 647 5531 CONCEPT MOTORSPORT 0208 568 0293 QUAIFE ENGINEERING Tel 01732 741144
ASTEC 01332 875451 COLMET PRECISION 01296 681658 CONTINENTAL M/SPORT USA (1) 513 459 8888 Fax 01732 741555
B&K RESINS 0208 464 7734 COMPOSITE DESIGN USA (1) 727 539 0605 DBR MotorSport Tel 0161 627 4189 Fax 0161 627 4189 Email [email protected]
C&B CONSULTANT AERODYNAMICS 01202 661707 COMPETITION FABRICATIONS 01953 454573 Unit 4 Forge Ind Estate, Green Acres Road, www.quaife.co.uk
CARBON FIBRE TECHNOLOGY 01508 488257 CRANFIELD UNIVERSITY 01234 754152 Oldham Lancashire, ol4 7LE Vestry Road, Sevenoaks, Kent, TN14 5EL
CARBONE INDUSTRIE France (33) 14 972 2305 CTG RACING 01202 871102 DJ RACECARS 01663 734518 ROADSPEED PERFORMANCE 01453 750864
COMPOSITE AUTOMOTIVE TECH 01249 443438 DEREK BENNETT 01565 777395 DTM POWER 01865 407726 TONY THOMPSON RACING 01664 812454d
COMPOSITE DESIGN USA (1) 727 539 0605 DJ RACECARS 01663 734518 DUNNELL ENGINES 01449 677726 ZF Germany (49) 7541 77 2543
COMPOSITE WINGS 01953 885478 DOCKING ENGINEERING 01327 857164 EARS MOTORSPORT 01625 433773 UK 0115 9869211

RICHARD BARRETT MOULDS USA 353 282 9842 COAST FABRICATION USA (1) 714 842 2603 KISTLER INSTRUMENTS LTD 01420 544477
ZEUS ALUMINIUM PRODUCTS 01384 482222 DATUM ENGINEERING 02476 383032 LONGACRE USA (1) 425 485 0620
8.3 Suspension Services FOUNDRIES
DONCASTERS LTD
PANKL
01332 864900
Austria (43) 3 8625 12500
LOTUS ENGINEERING
MICROLEASE
01953 608000
0208 427 8822
AEROMET 01795 415000 QINETIQ 0 8700 100942 MIRA LTD 0247 635 5000
SETUP SPECIALISTS SPA AEROFOILS LTD 01827 260026 MOTORSPORTS INTERFACE 01788 890412
BA HARRISON 0116 2769351
ACTIVE ENGINEERING USA (1) 714 637 1155 GM DESIGN 0117 985 9964 QINETIQ 0 8700 100942
ANDREASON RACING 01300 348499 ROEHRIG ENGINEERING Tel USA (1) 336 431 1827
ATHON MOTORSPORT 0114 2490 272 ROTO TEST AB Sweden (46) 85 325 5890
AZTEK 01509 261299 THE STRAIN GAUGING CO 01256 320666
BEAUFORT RESTORATION 01795 830288 TITANIUM INTERNATIONAL Tel: 0121 789 5764
FINECAST 01903 765821 Fax: 0121 784 8054
DAVID POTTER CONSULTING 0033(0)494 339090 H GRIFFITHS ENGINEERING 01582 600629 ROLLING ROADS
BRADY FABRICATIONS 01869 252750 Email: [email protected]
JENVEY DYNAMICS 01746 768810 Keys House, Granby Avenue, Garretts Green, ALDON AUTOMOTIVE 01384 78508
CRANFIELD UNIVERSITY 01234 754152 KENT AEROSPACE CASTINGS 01795 476333 Birmingham B33 OSP AUTOMECH 0161 775 1851
DON FOSTER France (33) 470 580308 KENT MOTORSPORT CASTINGS 01795 662288 AUTOPOINT 01842 766226
EARS MOTORSPORT 01625 433773 QUALCAST 01332 760260 TUBE FORMING AUTOSPRINT 01675 464857
GEOSCAN (G.I.L. Design) 01225 790568 UK RACING CASTINGS 01227 750877 CONTRACT MFG & ASM USA (1) 920 720 4225 BD ENGINEERING 01795 843980
LOLA Tel 01480 451301 MALVERN AIRCRAFT 01684 892600 PIT STOP 01993 850654
Fax 01480 456722 HEAT TREATMENT SPA AEROFOILS LTD 01827 260026 B&J MOTOR ENGINEERS 0161 748 8663
HAUS OF PERFORMANCE USA (1) 714 545 2755 BOSCH 01895 834466
INTERPRO ENGINEERING 01454 412777 AR CORNELL 01245 268098
AUTOSPRINT 01675 464857 BBR GTI LTD 01280 702389
LOTUS ENGINEERING 01953 608000 BRUNO HANSON Denmark (45) 65 99 1616
AVONBAR 01932 840058
MARDI GRAS MOTORSPORT
MARK ORTIZ
01327 858006
USA (1) 704 933 8876 BEAUFORT RESTORATION 01795 830288 8.5 Race Preparation CARBURETTOR CENTRE 0208 340 5057
JENVEY DYNAMICS 01746 768810 CHAMPION MOTORS 01621 857444
PILBEAM RACING DESIGNS 01778 424838 CHASSIS CRANFIELD INSTITUTE 01908 694134
PODIUM DESIGNS 07000 763 486 PANKL Austria (43) 3862 512500
QUANTUM HEAT TREATMENT 01908 642242 ACTIVE ENGINEERING USA (1) 714 637 1155 DERBY AUTO ACCESSORIES 01332 671493
Ray Mallock LTD (RML) Tel 01933 402440 AMS 01831 501363 DTM CONSULTANTS (UK) 01865 407726
Fax 01933 676519 TECVAC 01954 233700
ZEUS MOTORSPORT 01604 878101 AMT MOTORSPORT 01444 483477 ELABORAZIONE COLASUNO 0207 738 8331
www.rmlmallock.co.uk ANEX SYSTEMS 01869 345038 FGR 01885 400639
6-10 Whittle Close, Park Farm Industrial Estate, AUTOMECH 0161 775 1851 FROUDE CONSINE 01905 856800
Wellingborough, Northants NN8 6TY England MACHINING
AVONBAR 01932 840058 INTERPRO ENGINEERING 01454 412777
FSUSPENSION TECHNOLOGY 01327 858558 ABBEY PANELS 02476 644999 BARWELL MOTORSPORT 0208 397 4411
ACTIVE ENGINEERING USA (1) 714 637 1155 JANSPEED MOTORSPORT 01722 321833
BR MOTORSPORT 01926 451545 MACHTECH 01923 269788
APPERLEY HONING 01242 525868 BRR MOTORSPORT 01327 858055
ATHENA MANUFACTURING LP USA (1)512 928 2693 CHRIS LEWIS MOTORSPORT 01677 422623 MATRIX ENGINEERING USA (1) 888 249 0013
AVONBAR 01932 840058 DEREK BENNET ENG 01565 777395 MIRA LTD 0247 635 5000
SHOCKBOX DAMPER SERVICES Tel: 07919 340550 MOTORSCOPE 01609 780155
Website: www.shockbox.co.uk AZTEK 01509 261299 PRO MOTORSPORT 01555 893315
BEAUFORT RESTORATION 01795 830288 DOME CARS LTD Japan (81) 75 744 3131 OHIO STATE UNIVERSITY USA (1) 614 292 5491
Email: [email protected] OSELLI ENGINEERING 01865 248100
67 Blackthorn Road, Attleborough, Norfolk, NR17 1YJ UK CML GROUP 0151 647 5531 DON FOSTER France (33) 470 580308
COLEMAN MACHINE USA (1) 906 863 8945 FOXCRAFT ENGINEERING 01264 810110 RE PERFORMANCE CENTRE 0161 761 1177
THE STRAIN GAUGING CO 01256 320666 FRP RACING 01494 771609 RICHARD LONGMAN RACING 01202 486569
UNIVERSITY OF HERTFORDSHIRE 01707 284270 DATUM ENGINEERING 02476 383032
FORMULA FABRICATIONS 01953 605490 GRAHAM WISEMAN 01278 685349 ROADSPEED PERFORMANCE 01453 750864
DONCASTERS LTD 01332 864900 HAUS OF PERFORMANCE USA (1) 714 545 2755 SARDOU France (33) 16 00 10 367
ENGINEERING SERVICES HAWKINS RACING 0208 579 1438 SCHENCK 01869 321111
RACING INDUSTRY TECHNICAL SERVICES JENVEY DYNAMICS 01746 768810
INTERPRO ENGINEERING 01454 412777IVAN SOUTHAMPTON UNIVERSITY 01703 585044
USA (1) 248 645 1724 JACK CRONE RACING USA (1) 909 371 6090 TIM STILES RACING 01278 453036
JOHN VILLAGE AUTOMOTIVE 01246 450580 TIPTON GARAGE 01404 812091
K2 RACE ENGINEERING 01825 766728
MACDONALD RACE ENG 020 8889 1633 STRESS ANALYSIS
8.4 Metal Services KRONTEC GMBH Tel Germany (49) 9401 5253-0
Fax Germany (49) 9401 5253-10
MARDI GRAS MOTORSPORT
MARK BAILEY RACING
01327 857246
01380 850130 COSINE TECHNOLOGY 01706 378851
Pommernstrabe 33, 93073 Neutraubling, Germany MARK DUNHAM RACE ENG 01353 648922 LOLA Tel 01480 451301
BEAD & SAND BLASTING LANGSTONE ENGINEERING LTD 02392 452430 Fax 01480 456722
MATRIX ENGINEERING USA (1) 888 249 0013
BLAST-IT-ALL USA (1) 800 353 2612 LINGENFELTER USA (1) 219 724 2552 MELTUNE PX MOTORSPORT 01923 242536 WELD TESTING
CAMCOAT PERFORMANCE COATINGS 01925 445003 LOTUS ENGINEERING 01953 608000 MIRKO RACING Tel USA (1) 408 776 0073
COMPAIR AUTOPOWER 01494 465000 MACDONALD RACE ENG 0208 889 1633 Fax USA(1) 408 779 9319
HANKOE MOTORSPORT 01753 522779 MASON ENGINEERING USA (1) 805 527 6624 16890 Church Street, Building no.14, Morgan Hill, CA 95037, USA
MACDONALD RACE ENG 0208 889 1633 METAL SPINNERS 0191 267 1011 PLANET MOTORSPORT 01403 891553
SWAYMAR CASTING 01932 868377 MILSPEC PRODUCTS USA (1) 407 814 8997 PODIUM DESIGNS 07000 763486
AEROMET 01795 415000 QINETIQ 0 8700 100942 QINETIQ 0 8700 100942 C & B CONSULTANTS AERODYNAMICS LTD
GM DESIGN 0117 985 9964 PANKL AUSTRIA (43) 386255122500 RACECRAFT INTERNATIONAL 01789 297000 Tel 01202 661707 Fax 01202 685588
GRIFFITHS ENGINEERING 01582 600629 PERFORMANCE MACHINE USA (1) 303 828 4546 RACE TEC DESIGN & ENGINEERING 01386 871292 Email [email protected]
HILLGARD Sweden (46) 300 60590 PREMIER AEROSPACE 01332 850515 RILEY & SCOTT USA (1) 317 248 9470 www.candbconsultants.com
JENVEY DYNAMICS 01746 768810 PREMIER FUEL SYSTEMS 01332 850515 Ray Mallock LTD (RML) Tel 01933 402440 Unit2B, 8 Cowley Road, Nuffield Ind Est,
KENT AEROSPACE CASTINGS 01795 476333 Fax 01933 676519
QUAIFE ENGINEERING 01732 741144 www.rmlmallock.co.uk Poole, Dorset, BH17 0UJ
PANKL Austria (43) 3862 512500 RICARDO INC USA (1) 734 397 6666 C & B INTERNATIONAL INCORPORATED
QUAIFE ENGINEERING 01732 741144 6-10 Whittle Close, Park Farm Industrial Estate,
RICHARD BARRETT MOULDS USA 353 282 9842 Wellingborough, Northants NN8 6TY England Tel 317 291 0978 Fax 317 536 0656
QDF COMPONENTS 01332 760260 TITAN MOTORSPORTS 01480 474402 ROY KENNEDY RACING 01327 858055 email [email protected]
QUARTERMASTER USA (1) 847 540 8999 TREVOR MORRIS ENGINES 015474 289 SCHNITZER Germany (49) 8654 2034 6210 La Pas Trail, Indianapolis, IN 46268, USA
QINETIQ Tel 08700 100942 TRICK MACHINING 01493 751666 SHENPAR PRODUCTS 01332 862901 KISTLER INSTRUMENTS LTD 01420 544477
www.QinetiQ.com VIN MALKIE 01565 777395 STARTLINE UK LTD 01933 665752 WIND TUNNELS ACTIVA TECH 0208 974 1615
Cody Technology Park, Ively Road, Farnborough, STORM MOTORSPORT 01474 85 4367 AIOLOS ENG Canada (1) 416 674 3017
Hampshire, GU14 0LX METAL MATRIX COMPOSITES TECH-CRAFT MOTORSPORT 01926 496075 CRANFIELD INSTITUTE 01908 694134
ZEUS ALUMINIUM 01384 482222 BP METAL COMPOSITES 01252 37 TOLLBAR RACING 01433 631698 CRANFIELD UNIVERSITY 01234 754152
TT AUTOMOTIVE RACING 0147 485 3456 DOME CARS LTD Japan (81) 75 744 3131
COATINGS VIN MALKIE 01565 777395 IMPERIAL COLLEGE LONDON 0207 589 5111
CAMCOAT PERFORMANCE COATINGS 01925 445003 ZAKSPEED Germany (49) 2636 87923 LANGLEY FULL-SCALE USA (1) 757 766 2266
Database 9
CRANFIELD UNIVERSITY Tel 01234 754902 MARCH 01280 704160
Fax 01234 751671 MICRO CRAFT USA (1) 909 947 1843
Email [email protected] MIRA LTD 0247 635 5000
www.motorsport.cranfield.ac.uk OHIO STATE UNIVERSITY USA (1) 614 292 5491
Motorsport Group, Cranfield University, RMCS (CRANFIELD) 01793 785359
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LOTUS ENGINEERING 01953 608000 STRENGTH TESTING
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Database 10
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A.H. FABRICATIONS FOR THE FOLLOWING

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[email protected]

The Third International
Show
24 25 26 February 2006
Stoneleigh Park, Coventry
EXPERIENCE SEVEN
DECADES OF
MOTORSPORT AT
EUROPE'S PREMIER
WINTER SHOW
Four Exhibition Halls, with 450 exhibitors and over 20,000
enthusiasts and competitors visiting over three days.
Four Live events on the Showground included in the ticket
price - Group B Rally Car Stage; Championship Level
Autotest; Indoor Classic Motorcycle Trial and Historic Kart
Racing, will run at the weekend.
Showcasing cars and bikes from 1930s to the 1990s -
racing, rally, hillclimb and trials cars; classic racing and offroad
motorcycles; plus autograss, historic oval and nostalgia
dragsters.
Meet all historic sectors under one roof. Series and Event
Organisers, historic motorsport engineering, car preparers
and the supporting trades.
The only event for newcomers to explore this exciting sport,
which is affordable, accessible and fast growing.
Meet celebrity competitors from yesteryear and watch them
in action at the live events.
Attend Bonhams Car and Motorcycle Auction and
The Historic Motorsport Awards Dinner on the Saturday.
A unique interactive experience spanning seven decades of
motorsport - a weekend for the whole family.
International Historic Motorsport Show,

Simmonds, Downington, Lechlade, Glos. GL7 3DL
Tel: 01367 250001/6 or email: [email protected]
Call The Ticket Hotline

08450 70 68 70 or book on line.
www.historicmotorsportshow.com
using the Tickets Page.
AE ROBYTES
With Simon McBeath
Yaw changes things

It’s always easier, and certainly tempting, to think in
straight lines, but in aerodynamics life is rarely that simple
A cornering
racecar can
exhibit very
different
aerodynamic
effects to running
straight ahead
LAT
C
reating any model is simpler if we make more assumptions and
simulate the fewest variables. But more assumptions furnish less Downforce % Drag %
realistic results. An assumption frequently used in aerodynamic Total -4.91 -3.14
modelling is that the car runs straight. But if we’re interested in Wheels, front -27.53 +3.96
aerodynamics relating to cornering performance then the ‘straight ahead’ Wheels, rear -79.2 +2.83
model is less than realistic. Wing, front -1.25 -1.24
One way that computational fluid dynamics (CFD) can address this Wing, rear -5.05 -6.25
complication is to rotate the computational domain surrounding the model Underbody -1.6 +29.3
by pivoting it about a vertical axis, an appropriate distance along the car’s
centreline. In this way, the virtual airflow and the moving road beneath
approach the car at an angle that simulates a fixed yaw condition. Naturally Overall, the car saw a significant reduction of 4.9 per cent downforce and 3.1
this is another simplification, the choice of yaw angle and axis location per cent drag, but some of the detail changes need to be put in perspective.
being two of infinite possibilities. Furthermore, the angle at which the The highlighted values show large percentage changes, but the baseline
airflow encounters the front and the rear of the car will also differ in reality, values in these cases were small contributors to downforce and drag, and so
to an extent that depends on the radius of the corner and the geometry of are of minor significance. The other values relating to components show
the car. The direction the front wheels point as the car progresses around a smaller percentage changes, but these were changes to major contributors
corner will change. But these realities aside, a study by Advantage CFD of to overall downforce or drag and so were of considerable significance.
how a four-degree yaw angle affected the pressures and forces on a Reynard As ever, the picture is far from simple, so let’s use some CFD visualisation
01I ChampCar yielded some fascinating insights. to illustrate how pressures have altered around the car. Figure 1 shows the
The table above right shows the changes to the aerodynamic forces changes to static pressure (delCp) on the two sides of the car. The positive
running at four-degrees yaw, compared to the baseline ‘dead ahead’ case yellow (and red) colours indicate where static pressure increased when
(actual forces cannot be revealed). The airflow was effectively approaching yawing the car, relative to the baseline case. The negative green (and blue)
the car from the driver’s right side. colours show where the static pressure reduced in yaw. The windward side
clearly saw increases in pressure because a component of the airflow was
Produced in association with Advantage CFD now incident upon this side. The airflow was thus slowed down (partially
stagnated), so the static pressure increased. The leeward side saw reductions
in pressure because the air’s lateral component that flowed, for example,
Tel: +44 (0)1280 846806 around the side curvature of the nose and sidepod accelerated, and so static
Email: [email protected] pressure reduced. There are also small areas of flow separation arising from
Web site: www.advantage-cfd.co.uk this lateral velocity component, the most obvious being the lee side of the
front and rear wing end plates (blue colours).

Aerobytes
Figure 1: changes to static pressures on the sides of a

Reynard ChampCar at four-degrees yaw, ‘windward’ side top
Illustrations courtesy: Advantage CFD
Figure 4: total pressures along a horizontal slice level with the bottom of
the front wing endplates, as viewed from above
Figure 2: changes to static pressures on

the top surfaces at four-degrees yaw
Figure 5: total pressures along a horizontal slice level with the tops of the
front tyres, as viewed from above
Figure 3: changes to static pressures on
the lower surfaces at four-degrees yaw
result of a lateral shift of the front wing tip vortices. Figure 4 reveals how the
blue low total pressure region formed by the front wing vortex on the
windward side (top in the image) interacted with the sidepod vortex
generators, whereas that on the leeward side passed outboard of them. This
resulted in the asymmetric changes to the static pressures across the car.
Other changes to the wings were rather different. The windward side of
the front wing, viewed from below, saw decreased static pressure outboard
and increased static pressure near the nose. The outboard decrease was
because of changes to the tip vortices under the end plates – the windward
side vortex was intensified (as figure 4 again shows), leading to greater static
pressure reduction. Adjacent to the nose, however, the angle of the incident
flow again saw it partially stagnate here, which increased the static pressure
on the windward nose underside and on the adjacent front wing surface.
In the delCp plot from above (figure 2), the increases in static pressure on The leeward side front wing saw completely opposite pressure changes
the front wing right side and front of the right sidepod coincided with the when at yaw. The leeward side vortex was weakened, leading to increased
windward side view. The decreases in static pressure on the left side of the static pressure outboard, and the lateral acceleration under the nose saw
front wing and the front of the left sidepod were the result of these parts decreased static pressure inboard.
being, in terms of the lateral component of the airflow, in the wake of the The static pressure can be seen to have decreased on top and increased
nose and cockpit respectively. The patterns over the tyres show marked underneath the rear wing, both changes losing downforce. The windward
changes to static pressure distributions, these resulting from changes to side end plate appears to be responsible for some of the losses, masking
separation patterns that caused increased tyre lift. [Note this CFD model that side of the wing from clean flow. The wake of the windward side front
included a support strut (the ‘sting’) located ‘through’ the driver so that tyre also impinged on that side of the rear wing, whereas the wake from the
direct comparisons with the wind tunnel model could be made.] This in part leeward side front tyre did not, as figure 5 reveals. The engine cover wake,
explains the area of the rear wing, just left of centre, which was at lower which in figure 5 has clearly enlarged at yaw, also impinged just off centre of
static pressure when yaw was applied – caused by the sting’s wake. the rear wing. Both these wakes reduce energy, and possibly alter the angle
In the delCp plot seen from below (figure 3), the patterns of change to of the flow reaching the wing, which can both lead to reduced downforce.
static pressures in the underbody region pretty much matched those seen So, although the force changes at four-degrees yaw were relatively minor,
from above, but the marked changes seen under the forward parts of the it’s not hard to imagine, when such a racecar gets really out of shape, that
sidepod underbody, just aft of the curved vortex generators, seem to be the there would be far greater aerodynamic disruption. RE

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Mark Ortiz is
THE CONSULTANT
Dynamics of
three wheelers
Three-wheeled
chassis exhibit
behaviour that is
unique to this
configuration
LAT
Q
at the wheels, and without picking up a wheel, even if the entire chassis is
If you were building a three-wheeled vehicle, would
rigid. This fact led many of the earliest designers of motor vehicles to adopt
you put some roll in the two-wheeled end or not?
tricycle layouts. Among these vehicles was the very first self-propelled, off-
rail vehicle – the Cugnot steam tractor of the 1760s (or 1771, if we go by the
still-existing second model). Carl Benz’s first petrol buggy, in 1885, was also
three wheeled.
A
I am assuming that the questioner is asking whether there should The trike layout was not universal, however, even in the early days.
be some roll compliance at the wide end, or whether the Benz’s petrol-powered buggy was preceded by two models of internal-
suspension should be essentially rigid in roll. combustion, petrol-fuelled (or more accurately, benzine-fuelled) cars
This is a reasonable question because, at least at low speed, a three- built by Siegfried Marcus in 1865 and 1874. I don’t know what the first
wheeler doesn’t need suspension to keep all its wheels on the ground. of these looked like, but the second model (of which three were built)
Because any three points invariably lie in a common plane, a tricycle can had four wheels. In 1879, George Selden applied for a US patent on the
trundle over very uneven ground at low speed with very little load change automobile. The model he submitted to the patent office had four wheels.
Mark Ortiz Automotive is a chassis consulting service

primarily serving oval track and road racers. In these
pages Mark answers your queries on chassis set-up and
“ ANY THREE POINTS
INVARIABLY LIE IN A
COMMON PLANE
handling. If you have a question to put to him, email to
[email protected], call 704-933-8876 or write to
Mark Ortiz, 155 Wankel Dr., Kannapolis,
”
It also had unitised body/frame construction and front wheel drive!
By the time automobiles became common, a wagon-style four-wheel
NC 28083-8200 USA layout had become the norm. This is not surprising, because this layout
provides the best resistance to roll and pitch available within an

The Consultant
LAT
2000 Pikes Peak Hillclimb. Swedes Anders Nilsson and Tom Grindberg demonstrate the art of motorcycle sidecar racing. Even with the optimum centre of gravity
– as far away from the two-wheeled side as possible – and a wheel spread as wide as regulations permit, rollovers are a very definite possibility
envelope defined by a maximum length and width. Despite this, the tricycle vehicle will tend to wheelstand under power. We can minimise this problem,
layout has refused to die out completely. and improve rollover stability, by making the wheelbase long, and by getting
The primary reason people have kept building trikes is economic. In most the c of g as low as we can.
of the world, trikes are licensed and taxed as motorcycles rather than cars. When choosing between the rear-engined and front-engined approaches,
Where cars are heavily taxed, this gives the trike a substantial price there is a safety advantage to the front-engine, front-drive layout. It has its
advantage. A secondary reason is that a trike can be made very light. Due to best rollover resistance when decelerating, whereas the rear-engine, rear-
the aforementioned fact that a trike’s tyre contact patches always lie in a drive layout is most likely to flip when the driver tries to lose speed upon
common plane, the frame does not see the torsional loadings that a four entering a turn too fast. The front-engine, front-drive layout also provides
wheelers does. Consequently, it can be built considerably lighter. much better crosswind stability.
The tricycle layout does bring problems, however. The main problem is Returning to the original question, what sort of characteristics should the
poorer resistance to rollover. A trike can tip over by rolling about a line suspension have at the wide end? First of all, it should not have large jacking
connecting the contact patches of the outer tyre at the wide end and the forces. Either it should be an independent layout with a low roll centre, or
single tyre at the narrow end. For a it should be a beam axle layout.
“
given wheelbase and track, the Particularly with an independent
vehicle’s centre of mass will THE MAIN PROBLEM IS POORER suspension, the wheel rate in roll
unavoidably be closer to this line in
RESISTANCE TO ROLLOVER needs to be substantial, but it should
plan view than it would be to a line
connecting the front and rear outer
tyre contact patches on a four wheeler. Strictly speaking, the tipping motion
we refer to here is not pure roll, but a combination of roll and pitch. But
” not approach infinity. If there is too
much wheel rate in roll, the vehicle
will see large roll accelerations, and large wheel load changes, when
traversing one-wheel bumps at speed.
regardless of what we call the motion, the vehicle is limited by the easiest Barring a great increase in the popularity of trikes, we are unlikely to see
way it can tip. a class for them in racing, except vintage racing where one does see Morgans
The key to minimising this problem is to put the c of g toward the wide end and their contemporaries. We do, however, have racing for sidecar rigs.
as far as we can. If the single wheel is at the front, we need a rear-engine These are normally constrained by the rules to have two wheels in line, with
layout, similar to the VW-engined tricycles that are still fairly common the rear one driven, and a third wheel to one side. This is not the way to
today. If the single wheel is in the rear, we need a front engine, as in a design a three wheeler if we have a free hand, but it retains the connection
Morgan trike. It is important to assure that the operator does not place any to a roadgoing motorcycle with sidecar, and it provides thrilling, if somewhat
heavy cargo toward the narrow end. dangerous, racing.
It is best to drive the two wheels at the wide end, rather than the single To optimise a sidecar layout, the wheels should again be spread as far in
wheel at the narrow end. Not only does this provide much better traction, all directions as the rules allow and the heavy side should, if possible, be
but it further concentrates the masses at the wide end. toward the predominant turn direction. The c of g should be away from the
One problem we encounter when the c of g is toward one end of the two-wheeled side, and fairly close to the single wheel in the fore-and-aft
vehicle is that in hard longitudinal acceleration, the single wheel may lift, or direction. Even when all of this is carefully attended to, there will be no
become so lightly loaded as to impair directional stability. In a front-engine substitute for a good ‘monkey’ or passenger, and the best possible helmet
trike, the rear wheel will tend to lift in braking. In a rear-engine trike, the and leathers… RE

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Racecar Engineering Volume 15 Numbers 1–12
F E AT U R E S I N D E X
I Cars Splitters and diffusers V15N5 P93
Allard J2X V15N7 P38 Wing end plates V15N4 P93
Aston Martin DBR9 V15 N07 P30
Chevrolet Corvette C6-R V15N12 P32 I The Consultant (Mark Ortiz)
Chevrolet Lacetti WTC V15N6 P26 Anti-roll bars on stock cars V15N10 P97
GWR Predator hillclimber V15N11 P38 Below ground roll centres V15N5 P97
Lola B05/40 LMP2 V15N5 P28 Dynamics of three wheelers V15N12 P95
I Features Riley MkXIII Silver Crown V15N12 P44 Ideal steering geometry V15N8 P97
3D Cad introduction V15N6 P60 SAAB rallycross car V15N9 P40 Load transfer in cornering V15N2P101
Aerodynamic tips V15N11 P54 Spirit WL05 Formula Ford V15N1 P38 Monoshock suspension V15N9 P97
AP Racing’s cushioned clutch V15N11 P62 X-Facktor trials car V15N5 P58 Rear percentage vs. yaw inertia V15N6 P97
Autosport Engineering 2005 preview V15N1 P44 Roll centre migration V15N1 P97
Autosport Engineering 2005 report V15N3 P32 I Engines Roll moments and anti geometry V15N7 P97
BAR’s torque transfer system V15N1 P32 GM Ecotec engine V15N11 P48 The benefits of wider tyres V15N3 P97
Bosch engine simulation software V15N3 P50 Rover K-Series tuning V15N1 P56 Too much left percentage V15N11 P97
CFD optimisation software V15N4 P48 RST V8 V15N12 P38 Tyre width and effect V15N4 P97
Comeld composite surface treatment V15N5 P40
Computers for CAD guide V15N10 P46 I Transmissions I V-Angles (Paul Van Valkenburgh)
Creuat suspension V15N10 P30 ZeroShift gearbox V15N6 P54 Discussion for future topics V15N6 P21
Dakar 2005 V15N4 P40 Engineering vs. academia V15N8 P21
David Richards interview V15N8 P36 I Raceshop Has FSAE lost its inspiration? V15N10 P21
Designing suspension uprights V15N3 P42 Chassis set-up V15N2 P73 Inside look of Toyota’s NASCAR V8 V15N1 P21
Digital scanning of solids V15N12 P56 Crash testing V15N10 P69 Psychology and super sensitivity V15 N07 P21
D Sports Racecars V15N2 P58 Damper testers V15N1 P69 Open forum V15N5 P19
F1 launches 2005 V15N4 P26 Engine dynamometers V15N5 P69 Racing resources V15N3 P21
F1 transmission trends V15N2 P34 Engine management V15N12 P67 Reviving racing interest V15N12 P27
Ferrari rotary dampers V15N5 P36 Fuel cells V15N11 P69 Tyre testing – indoors V15N11 P23
Formula 3 2005 V15N8 P40 Race simulation software V15N4 P69 Vacuum traction V15N2 P21
Formula Student 2005 V15N9 P60 Specialised exhausts V15N3 P69 Who will be the first to modify a segway? V15N9 P21
FSAE 2005 V15N9 P56 Superior steels V15N9 P69
GT-America V15N10 P40 Tool storage systems V15N7 P71 I Columns
Historic motorsport V15N3 P56 Wheels V15N8 P69 Anti-roll bar tuning V15N10 P25
Hydrostatic racecar V15N12 P52 Formula Ford revival V15N4 P19
Kingston motorsport MSc V15N8 P48 I Technical Spotlight National Hot Rods V15N7 P25
Lawrence link suspension V15N5 P48 3Dconnexion CAD controller V15N11 P75 The impact of sponsorship V15N3 P25
Le Mans 2005 V15N8 P28 AP Racing X-beam brake disc V15N1 P75 Tilked circuits V15N11 P27
LMP3 prototypes V15N9 P30 Composite material structures V15N6 P75 Ultimate amateur racecar designs V15N1 P25
LMP transmissions V15N10 P54 EM Motorsport Ltd’s display Virtual racecars V15N5 P23
Lotus chassis dynamics software V15N2 P44 steering wheel V15N4 P75
Lotus Sport Exige V15N9 P50 FLUENT’s FloWizard V15N9 P75 I Autosport Engineering Show
Magnesium’s in motorsport V15N2 P52 Hewland’s JFR gearbox V15N10 P75 exhibitor profiles
Mercedes pro mod dragster V15N8 P54 MoTeC’s dash logger V15N8 P75 Blanc Aero Technologies V15N10 P19
MoTeC’s ADL2 dash logger V15N10 P36 Race Technology’s DL1 data logger V15N5 P75 Ferodo Racing V15N9 P19
NASCAR rule chages V15N6 P36 Rapid mould creation V15N12 P73 Krontec V15N8 P19
NASCAR wind tunnel V15N7 P60 Solidwork’ y 3D Content Central website V15N32P75 Norton Motorsport V15N11 P21
PRI/MSEC 2005 show preview V15N12 P23 Xtrac gearboxes V15N2 P85 Pace Products V15N7 P19
PRI Trade Show 2004 report V15N3 P38 Zica Consultancy Limited V15N12 P21
Ross Brawn Interview V15N8 P27 I Aerobytes (Simon McBeath/Advantage CFD)
Running a EUROboss V15N7 P52 Airbox inlets V15N10 P93 Back issues of Racecar Engineering
SAE Motorsport Engineering conference V15N2 P26 Bargeboards V15N7 P93 are available from:
John Denton Services, Unit 1, A1 Parkway, South Gate Way,
SEMA 2004 report V15N2 P31 Effects of yaw V15N12 P91 Orton South Gate, Peterborough, PE2 6YN, UK.
Sport compact drag racing V15N4 P56 Exhaust blowing V15N11 P93 Tel: +44 (0)1733 370800 · Fax +44 (0)1733 239356
www.mags-uk.com/ipc · Email: [email protected]
Thermal imaging for motorsport V15N11 P32 Front wing end plates V15N9 P93
Tyre optimisation facility V15N7 P44 Front wing sensitivity V15N8 P93
Tyre temperatures V15N9 P46 Front wing strakes V15N6 P93
Vibration Free balancing service V15N5 P52 Rear spoilers part 1, spoiler angle V15N2 P97
Radical racecar company V15N6 P44 Rear spoilers part 2, spoiler length V15N3 P93
World Rally weight distribution V15N1 P48 Smooth underbodies V15N1 P93

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Digitally signed by TeAM

TeAM INSIDE: PRI ORLANDO SHOW PREVIEW

YYePG Reason: I attest to the

HYDROSTATIC LITTLE BLACK

December 2005 · Vol 15 No 12 www.racecar-engineering.com UK £4.50 · USA $8.95

Clamshell Quick Disconnects

06 Debrief – Chinese motorsport industry,

18 Race people – Sergio Rinland is On The Gas

97 The Consultant – Three wheelers

Looking for a Christmas gift for

The world’s leading motorsport technology magazine

For details of gift subscriptions turn to page 65

4 December 2005 Racecar Engineering

acceptable as smoking has

depend on, is heading for

www.racecar-engineering.com December 2005 Racecar Engineering 5

NEWS IN BRIEF The importance of wind

● Renault edged out McLaren in China to win

the F1 World Constructors’ Championship. Restricted V10s look strong

● British Formula Vee chassis manufacturers

AHS, GAC and Storm lined their cars up at

6 December 2005 Racecar Engineering www.racecar-engineering.com

Push for Chinese motorsport

Honda ﬁnally takes the plunge with BAR

www.racecar-engineering.com December 2005 Racecar Engineering 7

INTERCOM Grand Prix Masters

Former British grand prix commentator Murray

8 December 2005 Racecar Engineering www.racecar-engineering.com

Unveiled Porsche’s progress

NEWS IN BRIEF NPL composite expansion

www.racecar-engineering.com December 2005 Racecar Engineering 11

Panoz to build ’07 Champ Car

12 December 2005 Racecar Engineering www.racecar-engineering.com

... & at the heart of the PRI Show

Steel Connecting Rods •

The 18th Annual PRI Show Orlando, Florida.

From custom to production,

Arrow Precision Engineering Ltd

Fax: 0044 1455 233545

Future Shocking business!

Downsizing End of the line for Pikes Peak

14 December 2005 Racecar Engineering www.racecar-engineering.com

Controlling the show

www.racecar-engineering.com December 2005 Racecar Engineering 17

G Richard Irons has been appointed

composites manager of NPL Technologies.

G Peter Todd, an executive at the UK’s

ASN Motor Sports Association (MSA)

ON THE GAS... designs and Colin Chapman, also for his

18 December 2005 Racecar Engineering www.racecar-engineering.com

And that’s simply the truth.

For a catalogue detailing the AP Racing range of clutches, brakes,

the science of friction

www.racecar-engineering.com December 2005 Racecar Engineering 21

A new, bigger location and more events running alongside promise to

Words Charles Armstrong-Wilson

www.racecar-engineering.com December 2005 Racecar Engineering 23

The UK will be represented by the Motorsport

■ To add a bit of spice

53! s&2!.#% s'%2-!.9 s(/,,!.$ s30!). s*!0!.