Dunlop Porsche Cup - new series from the CSCC
Discussion
Yep - i raced a Boxster for a couple of the Modern Classics and yr right the BMWs are just so much quicker and more developed.
We have a lot of mods coming for 2014 and we'll be picking and choosing various series that we can compete in but 100% not the PDA BRSCC porsche series.
We have a lot of mods coming for 2014 and we'll be picking and choosing various series that we can compete in but 100% not the PDA BRSCC porsche series.
Edited by woof on Wednesday 4th December 17:50
I spoke to Chris Clarke yesterday about the series and pleaded the case for allowing plastic windows. I think in the first year at least some allowances should be made to make it as easy as possible for cars currently running in other championships to be eligible.
If a lot of the Future / Modern Classics cars are too light it should just be a simple matter of adding ballast rather than changing tailgates etc.
Personally if I do race in it, I would like to do Modern Classics as well to maximise my racing timetable permitting of course.
If a lot of the Future / Modern Classics cars are too light it should just be a simple matter of adding ballast rather than changing tailgates etc.
Personally if I do race in it, I would like to do Modern Classics as well to maximise my racing timetable permitting of course.
I suggest regs changes to maximise entry by having class band defined by power to weight (rather than saying which models are in which band and how much they can weigh). Then I'd definitely do it. Otherwise count me out because I'd have to increase the weight of my car by about 20%, which would render it uncompetitive in the other race series I compete in.
This is slightly off-topic, but I wondered what changes do the front-engined PCGB racers make to run slick tyres? Are stronger springs/dampers and a roll-cage enough, and is suspension/drivetrain wear significantly increased? I had a quick look at the regs last night but missed if bushes can be changed.
My 924 has had an engine change so I don't think it would be eligible for most Porsche series. I've resisted trying slicks on track days until now because I assumed they would put too much strain on the components. It's got a roll cage and uprated dampers.
I'll start a new thread if necessary but since a few Porsche people are here already...
My 924 has had an engine change so I don't think it would be eligible for most Porsche series. I've resisted trying slicks on track days until now because I assumed they would put too much strain on the components. It's got a roll cage and uprated dampers.
I'll start a new thread if necessary but since a few Porsche people are here already...
nsa said:
This is slightly off-topic, but I wondered what changes do the front-engined PCGB racers make to run slick tyres? Are stronger springs/dampers and a roll-cage enough, and is suspension/drivetrain wear significantly increased? I had a quick look at the regs last night but missed if bushes can be changed.
My 924 has had an engine change so I don't think it would be eligible for most Porsche series. I've resisted trying slicks on track days until now because I assumed they would put too much strain on the components. It's got a roll cage and uprated dampers.
I'll start a new thread if necessary but since a few Porsche people are here already...
If you're running slicks, yr main issue is oil starvation with the extra G/load through corners. We've installed a Accusump to prevent engine issues that can be caused when running on slicks without a dry sump system. My 924 has had an engine change so I don't think it would be eligible for most Porsche series. I've resisted trying slicks on track days until now because I assumed they would put too much strain on the components. It's got a roll cage and uprated dampers.
I'll start a new thread if necessary but since a few Porsche people are here already...
True and they could peak up to 1.4g on some corners on list 1B tyres like fresh Michelin Cups or the Dunlops.
ISTR biggest shock for everyone on slicks was brake wear, the 968s were going through a set of front disks every race weekend. That of course and the huge cost of buying a set of slicks every weekend.
ISTR biggest shock for everyone on slicks was brake wear, the 968s were going through a set of front disks every race weekend. That of course and the huge cost of buying a set of slicks every weekend.
We run our Boxster S on slicks in the Porsche Club Championship this year without any accusump system. We dont even have the extended sump just the 996 oe motorsport sump with modified baffles and that was on a 50,000 road engine. It never missed a beat all season, maybe we were just lucky though 
I'am sure slicks must put more strain on the car but apart from some braking issues, nothing actually broke.
I'am sure slicks must put more strain on the car but apart from some braking issues, nothing actually broke.
43SteveC said:
We run our Boxster S on slicks in the Porsche Club Championship this year without any accusump system. We dont even have the extended sump just the 996 oe motorsport sump with modified baffles and that was on a 50,000 road engine. It never missed a beat all season, maybe we were just lucky though
I'am sure slicks must put more strain on the car but apart from some braking issues, nothing actually broke.
That's interesting - I just didn't want to risk it and the accusump gives added protection in other areas as well. Brakes, assume that was just the amount of wear the slicks generated ? I'am sure slicks must put more strain on the car but apart from some braking issues, nothing actually broke.
Hi folks,
I've just loooked at this thread and I think it is worth saying why we have done what we have and the latest developments for the Dunlop Production Cup.
There has been a bit of discussion about the tight regulations for the new series and people have mentioned that you cannot cross over from, say Modern or Future classics, this is a deliberate move. We agreed early on with CSCC that the new series should not affect the health of the other series that they run, we also didn't want to try and poach people from PCGB as lower grids in any race series don't help the sport and will only cause friction.
The Dunlop Production Cup is an alternative to PCGB for people who want to have close, hard fought racing without needing to sell their house to do it.
The rules are written to allow people to build a Porsche race car on a sensible budget and still be able to be competitive, this is the main reason for the rules being as they are, you can spend a fortune if you want, but it won't give you an advantage.
The choice of the Dunlop Direzza was part of this, the difference between brand new tyres and totally knackered ones is about 3 tenths of a second a lap. So you can bung a set of tyres on every meeting if you want, Mr Dunlop won't mind, but you won't be able to buy yourself an advantage.
You should be able to get a season out of 2 sets of Direzzas, we have run Pete's 996 in 4 Modern classics meetings this year with a bit of testing as well, that's 4 x 30 mins qualifying and 4 x 40 mins races with testing and his tyres are about half worn. If you are concerned about the tyres being fast enough, we back to backed the Dunlops at Snetterton with a set of Pirelli slicks that had done 1 x 25 minute race, the Dunlops had done 3 race weekends and testing at this point and were only 1.8 seconds slower over the lap.
I know that people are concerned that they may have to bolt in ballast to meet the weight limit, don't worry, our 996 has to carry 80kgs of it to meet the PCGB minimum weight!
Our rules allow the cars to be lighter than PCGB, people have mentioned the additional wear, and that was an issue with the 996, stopping a 1400kg 996 from 145mph at Silverstone GP takes some serious energy, made worse by the fact that the slicks allowed you to put that braking effort down in its entirety. Our wheels were getting that hot we had to have them re-balanced after every race as the balance weights melted off!
You can imagine what this heat does to the wheel bearings and all the local components.
Trying to strike a balance is difficult, you want the cars light enough to save wear and tear on components, but you don't want to make people spend a fortune buying lightweight parts because they have to, to compete.
Steve has never had a problem with his brakes because he doesn't use them, he just goes in rally style!
We have kept the weight at a sensible level to give all the components an easier time but also made them not too low so that you don't have to change everything to carbon to reach the minimum limit. The lower grip generated by the Direzzas will stop a lot of the overloading of the brakes and bearings.
We have made a few changes to the original draft of the rules as the series has found it's identity and grown to what it will be next year, a long and slow process squashed into a couple of months!
We have allowed people the use of plastic side windows, but not rear ones, as a lot of people have already done this and it is a pain to change back.
On a different note, I have seen this series refered to as the EMC series, this is not the case. The series has been thought up between a group of preparers and they have all had input to the regs, we as a group will provide tech support for the series but not run it. The series is being run by the co-ordinator Chris Clark and we are buying our track time from CSCC, they are the hosting club and will do the admin but we are a separate entity in our own right.
Anyone who would like any information or the latest version of the regs should email Chris at chrisclark@dunlopproductioncup.co.uk. Hopefully we will see most of you at the Autosport show, the series has stand number 7320 and we will have regs and goodies from our sponsors to hand out, so pop along.
All the best to everyone for Christmas and the new year!
Many thanks and kind regards, Kevin
I've just loooked at this thread and I think it is worth saying why we have done what we have and the latest developments for the Dunlop Production Cup.
There has been a bit of discussion about the tight regulations for the new series and people have mentioned that you cannot cross over from, say Modern or Future classics, this is a deliberate move. We agreed early on with CSCC that the new series should not affect the health of the other series that they run, we also didn't want to try and poach people from PCGB as lower grids in any race series don't help the sport and will only cause friction.
The Dunlop Production Cup is an alternative to PCGB for people who want to have close, hard fought racing without needing to sell their house to do it.
The rules are written to allow people to build a Porsche race car on a sensible budget and still be able to be competitive, this is the main reason for the rules being as they are, you can spend a fortune if you want, but it won't give you an advantage.
The choice of the Dunlop Direzza was part of this, the difference between brand new tyres and totally knackered ones is about 3 tenths of a second a lap. So you can bung a set of tyres on every meeting if you want, Mr Dunlop won't mind, but you won't be able to buy yourself an advantage.
You should be able to get a season out of 2 sets of Direzzas, we have run Pete's 996 in 4 Modern classics meetings this year with a bit of testing as well, that's 4 x 30 mins qualifying and 4 x 40 mins races with testing and his tyres are about half worn. If you are concerned about the tyres being fast enough, we back to backed the Dunlops at Snetterton with a set of Pirelli slicks that had done 1 x 25 minute race, the Dunlops had done 3 race weekends and testing at this point and were only 1.8 seconds slower over the lap.
I know that people are concerned that they may have to bolt in ballast to meet the weight limit, don't worry, our 996 has to carry 80kgs of it to meet the PCGB minimum weight!
Our rules allow the cars to be lighter than PCGB, people have mentioned the additional wear, and that was an issue with the 996, stopping a 1400kg 996 from 145mph at Silverstone GP takes some serious energy, made worse by the fact that the slicks allowed you to put that braking effort down in its entirety. Our wheels were getting that hot we had to have them re-balanced after every race as the balance weights melted off!
You can imagine what this heat does to the wheel bearings and all the local components.
Trying to strike a balance is difficult, you want the cars light enough to save wear and tear on components, but you don't want to make people spend a fortune buying lightweight parts because they have to, to compete.
Steve has never had a problem with his brakes because he doesn't use them, he just goes in rally style!
We have kept the weight at a sensible level to give all the components an easier time but also made them not too low so that you don't have to change everything to carbon to reach the minimum limit. The lower grip generated by the Direzzas will stop a lot of the overloading of the brakes and bearings.
We have made a few changes to the original draft of the rules as the series has found it's identity and grown to what it will be next year, a long and slow process squashed into a couple of months!
We have allowed people the use of plastic side windows, but not rear ones, as a lot of people have already done this and it is a pain to change back.
On a different note, I have seen this series refered to as the EMC series, this is not the case. The series has been thought up between a group of preparers and they have all had input to the regs, we as a group will provide tech support for the series but not run it. The series is being run by the co-ordinator Chris Clark and we are buying our track time from CSCC, they are the hosting club and will do the admin but we are a separate entity in our own right.
Anyone who would like any information or the latest version of the regs should email Chris at chrisclark@dunlopproductioncup.co.uk. Hopefully we will see most of you at the Autosport show, the series has stand number 7320 and we will have regs and goodies from our sponsors to hand out, so pop along.
All the best to everyone for Christmas and the new year!
Many thanks and kind regards, Kevin
Welcome Kevin and a good post that explains the ethos of the series. I think myself it will work well and there is room for it not to interfere with existing series'. Seems a good and flexibile approach to plastic side windows as well. And Chris Clark not only is a respected co ordinator with much experience but he can stay up late at awards dinners !
woof said:
That's interesting - I just didn't want to risk it and the accusump gives added protection in other areas as well. Brakes, assume that was just the amount of wear the slicks generated ?
If I'd spent £££££'s on my engine I'd probably invest in an accusump as well but if I blow this one up its not the end of the world and I could always stick a second hand road engine in. The brake problems we were having were definitely down to the slicks. Last year on the Mitchelins we run EBC, this year we destroyed a set of EBC's in 8 laps and even Mintex pads didn't last much longer. we finally settled on Pagids but they only lasted 1-2 race meetings and at £250 a set its a bit much!KevThePorsche said:
Steve has never had a problem with his brakes because he doesn't use them, he just goes in rally style!
That would be all them years of driving 924's on remoulds with no brakes!!!!Nice to see you on here Kevin, good move on allowing plastic side windows especially now the Porsche Club are allowing them. Hope you have a good xmas and new year and we'll see you at the Autosport show where we'll be signing up. Could do with some tyres soon so we can get out testing early in the new year.
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