Britcar Silverstone 24Hr Race - 1st/2nd October
Discussion
Hi all,
As some on here know, we have been competing in the Britcar British Endurance Championship this year in our self-built and developed bright yellow Ultima GTR. We had previously never intended to enter the 24hr race as it is a huge undertaking both financially and in terms of time, however, the organisers have encouraged us to enter the race due to the impressive pace that we have shown so far this year, running competitively against full professional teams with huge budgets. For better or for worse, we succumbed to the pressure and we have entered the event!
Alongside myself, we have Adam Wilcox and Jamie Smyth driving, who are both former British GT Champions, so we have a formidable driver line-up so far. That, coupled with a car that has proven to be very fast on the Silverstone arena GP circuit (we took 2nd fastest lap of the race on 3hr old tyres last time out), we should be in with a very good shout of outright victory.
As a 'regular' on here (less regular in the last 12 months as the racing has taken over life!), I wanted to drum up some support for our cause within the Ultima fraternity (home and abroad!).
The event really is a great one - there is plenty 'going on' all weekend, and there is 'unlimited' access to all the garages, teams, drivers etc. - the only part where access is restricted is in the pitlane itself during the race - for obvious reasons!
We are also supporting a Leicester charity, LOROS, who offer hospice care for the sick and terminally ill round Leicestershire. We have the logo on the car and on all the teamwear, to try to raise awareness for all the great work they do.
If anyone is at the event, please come by and say hello - it would be good to meet as many people as possible. We are also looking for sponsors for the event from businesses - we can offer excellent exposure and have plenty of options available, so if any business owners etc are interested in sponsoring us for the event please do get in touch!
You can find out more information about the event at the Britcar website here: http://britcar24hr.c....php?content.53
And more information on our team here: http://www.macgracing.co.uk/home.shtml
There is alot of exotic machinery entered this year, from the 'usual' 430 GT2's to Moslers, Astons, Lotus's (including an Evora), Porsches, and a Mercedes SLS - tasty! There is also a rather interesting looking Audi A8 W12 if that kind of thing does it for you!
Hope to see some of you guys there.
Jonny
As some on here know, we have been competing in the Britcar British Endurance Championship this year in our self-built and developed bright yellow Ultima GTR. We had previously never intended to enter the 24hr race as it is a huge undertaking both financially and in terms of time, however, the organisers have encouraged us to enter the race due to the impressive pace that we have shown so far this year, running competitively against full professional teams with huge budgets. For better or for worse, we succumbed to the pressure and we have entered the event!
Alongside myself, we have Adam Wilcox and Jamie Smyth driving, who are both former British GT Champions, so we have a formidable driver line-up so far. That, coupled with a car that has proven to be very fast on the Silverstone arena GP circuit (we took 2nd fastest lap of the race on 3hr old tyres last time out), we should be in with a very good shout of outright victory.
As a 'regular' on here (less regular in the last 12 months as the racing has taken over life!), I wanted to drum up some support for our cause within the Ultima fraternity (home and abroad!).
The event really is a great one - there is plenty 'going on' all weekend, and there is 'unlimited' access to all the garages, teams, drivers etc. - the only part where access is restricted is in the pitlane itself during the race - for obvious reasons!
We are also supporting a Leicester charity, LOROS, who offer hospice care for the sick and terminally ill round Leicestershire. We have the logo on the car and on all the teamwear, to try to raise awareness for all the great work they do.
If anyone is at the event, please come by and say hello - it would be good to meet as many people as possible. We are also looking for sponsors for the event from businesses - we can offer excellent exposure and have plenty of options available, so if any business owners etc are interested in sponsoring us for the event please do get in touch!
You can find out more information about the event at the Britcar website here: http://britcar24hr.c....php?content.53
And more information on our team here: http://www.macgracing.co.uk/home.shtml
There is alot of exotic machinery entered this year, from the 'usual' 430 GT2's to Moslers, Astons, Lotus's (including an Evora), Porsches, and a Mercedes SLS - tasty! There is also a rather interesting looking Audi A8 W12 if that kind of thing does it for you!
Hope to see some of you guys there.
Jonny
We would just like to say a huge thank-you to the Ultima Factory who have agreed to provide us Factory Support for any spares etc that we may require throughout the event. This is an enormous help to us and should give us 'one over' the opposition from a reliability and support perspective.
Little over a week to go now!
Jonny
Little over a week to go now!
Jonny
LuckyP said:
That sounds cool.....
...what does it mean?
The factory are bringing us a huge number of spares so if we have parts fail or need replacing, we have new parts ready to swap in - obviously this is a massive benefit to us....what does it mean?
The last part means that the event starts in around 9 days time :-p
It should be a great event. Like you say there are plenty of support races, and the entry list for the main event is interesting to say the least - there are some nice cars on there.
We are saving the merchandise stand until next year - just drafting the CV for the merchandise and promotions manager position we have open!
Jonny
We are saving the merchandise stand until next year - just drafting the CV for the merchandise and promotions manager position we have open!
Jonny
chuntington101 said:
car looks great!did you do any custom work to the car or are all the bits avalaible form the factory (its looked like the latter form the build site)?
Chris.
Hi Chris,Chris.
The car has had a huge amount of custom work carried out to it. The build site has been deliberately left before the final stages of the build (before any significant development work has been done to it) for obvious reasons. Nearly every aspect of the car has been modified in some way to make the car more suitable for endurance racing - the chassis itself is the only major part that has not been modified to any great extent.
Make no mistake, the standard car is very fast, however endurance racing is a totally different kettle of fish to hard trackday use or even sprint racing. For example, the fuelling system was redesigned to take an endurance spec tank, complete with all the suitable dry break fuelling connectors that are mandatory. This is simply impossible without a significant amount of redesign of various aspects of the car. Numerous items has been relocated or redesign so that they can be checked/changed easily and quickly mid race if necessary. Extra redundancy has also been built in a lot of the systems, along with many many modifications to improve the reliability and performance of the car over extended periods of time.
Jonny
Stig said:
Would love to come along and support this. Need any help with the spanners? 
Now to try and blag some tickets...
Hi Stig,Now to try and blag some tickets...
Thanks for the offer - we are just reviewing our crew requirements, and I *think* we could do with one more set of hands if you are interested?
Jonny
Edited by macgtech on Wednesday 21st September 13:56
YIIHAA said:
Apron and scrubbing brush would be more appropriate, you're on wheel cleaning and tea making duties 
Good luck. Is any of the race televised?
It will be televised at a later date on Sky, Motors TV and ESPN. The organisers have also told us that it will be streamed live online on the Britcar Website, and they agreed to send us the code for the live stream so we can also have it on our site. Exciting times!Good luck. Is any of the race televised?
Jonny
OK, so we are all packed up and setting off to Silverstone now. For those at the event, we are in garage 9a, sharing with Optimum Motorsport who are running a Ginetta G50. Would be good to see as many people as possible, so please swing by and say hello!
Had the wonderful news yesterday that a major sponsor has pulled out, which could make things interesting, but I am sure we will find a solution!
Live timing for the event is available here:
http://www.tsl-timing.com/?loc=club&season=201...
Day Qualifying is 12:30 - 13:45 on Friday, and Night Qualifying is 20:00 till 22:00 on Friday evening. The race start is at 16:30 on Saturday.
Wish us luck!
Jonny
Had the wonderful news yesterday that a major sponsor has pulled out, which could make things interesting, but I am sure we will find a solution!
Live timing for the event is available here:
http://www.tsl-timing.com/?loc=club&season=201...
Day Qualifying is 12:30 - 13:45 on Friday, and Night Qualifying is 20:00 till 22:00 on Friday evening. The race start is at 16:30 on Saturday.
Wish us luck!
Jonny
Well what an epic weekend - I will start at the beginning and try to remember everything - there was a lot going on! Bit of a 'war and peace' so sit back...
We arrived on the Wednesday night and set up camp, sharing a garage with Optimum Racing who were running a Ginetta G50. We organised the garage, carried out a few last minute tweeks then went to bed.
The Thursday was the official practice day - our three drivers had previously driven the car numerous times and were familiar with the circuit so we decided to opt out - given that we had almost 4 hours of qualifying. We cleaned the car up and took the car over to Parc Ferme for scrutineering and noise testing. The car passed scrutineering without any issues, however the noise test was another matter. We knew we would be quite close to the 102dB limit, (and there are certain things you can do to get the noise down a couple of dB fairly easily), however we were at 107 (somehow 3d) noisier than the previous weekend?!) so we had to do something about that.
We tried a couple of options during the Thursday afternoon - restuffing the backbox, playing with exhaust tips to point them in different directions, but we could not get under the 102 limit. We decided to retro fit one of the extra silencer back boxes that Ultima offered, so a quick call was made to Hinckley and a member of the crew set off in pursuit of the extra backbox. This arrived late Thursday night so we fitted it, tweaked the mapping and passed the noise test - problem solved....
Qualifying Friday morning. Drivers up bright and early and Adam Wilcox hit the track first, having left it around 20 minutes to get some space on the crowded track. The plan was to each do a few laps, and the quickest driver would go out on new tyres to put in a quick time. Two laps in, one of the crew on the pit wall turns round and says 'the car's on fire'. Adam comes rolling down the pitlane with the extra (Zircotec-ed) back box glowing orange and the clam in flame. A quick spritz with a couple of fire extinguishers soon put out the blaze - but the damage was quite clear.
We decided to change the car back to its original configuration, so, clam off, a quick clean to get rid of the highly corrosive extinguisher powder, tail pipes back on, and away we go. Unfortunately all 3 drivers had to run in qualifying, and we had 12 minutes left by the time Jamie hit the track - and I still had to do my run! Jamie managed 1 lap and I jumped in, which gave me 6 minutes for a qualifying session. One fast out-lap and one lap with huge amounts of traffic - I managed to cross the line just before the chequered flag for one quick, clean lap. Unfortunately there was traffic round the back of the circuit round the new pit complex, which lost me around 1.5 seconds, losing me a front row spot, and we ended up 8th on the grid.
Coming into the pits, there was a large gathering in front of our pit box, including scrutineers and fire marshals. Apparently we were 'quite a long way over' the drive by noise level during my laps. It turns out that the cats had melted and blown out, pushing us over the limit. The fire marshals inspected the car and said they were happy with our response, but we would need to remove the damage bits of bodywork.
So, it was noon, we needed a plan B for the noise issue, and we could not run our original system as it had burnt out all the cats and the wadding. Along comes Pete Ellis from PTR exhausts, and we formulate a plan. We start cleaning up the car, and he heads back to his workshop which is just down the road, finishes off some jobs for the Aquila and a clio (who had exactly the same issues) and starts making up a new system for us. We clean up the car, load it onto the trailer an get it over to his workshop by 2pm. Pete starts his magic, and helped (hindered?) by three of us, we roll back to Silverstone at 8:30pm (30 minutes into the night practice session) with some huge silencers on the car. Noise test underway, and, we fail. 105dB. Better than the 120 we were at a few hours earlier though....
We try various options, different maps, tailpipe configurations etc, but can't get the car under the 102 limit. The rules state that each driver must drive during the night practice session. Credit to the scrutineers, they let each driver do 1 flying lap during the session, and we had till morning to get the car quieter. Smyth headed out, followed by Wilcox, then myself, and I clocked the 4th quickest time (which I was pleased with as it was the first time I had been on a circuit at night!). We packed up, tidied the car up a bit, formulated a plan for the morning and went to bed.
Raceday - we had a car that was too loud, covered in melted bodywork, but it was very fast, and should have taken a front row grid spot. Helped by Pete again, we did some work to the exhaust system and FINALLY passed the noise test. There was a 30 minute practice session in the morning, and each driver got some laps in with the new system fitted in its quieter configuration. This caused some excessive heat build up under the clam, so we had to fix this before the race. After warm-up, with the car running well, we had 3 hours to modify the bodywork to accommodate the new huge silencers, tidy up all the burnt parts, set the car up and carry out all our regular checks - which in itself is normally about 3 hours work.
The crew set to work - we had huge crowds gathering round the pit bay as we hacked bodywork up, riveted heat shielding on left, right and centre, and carried out all the pre-race checks. The teamwork was second to none, and somehow, with zero time remaining, I was sat in the car and driving up to the assembly area for the start of the race. At this point I would like to apologise to anyone who wanted to speak with us - it was all a bit fraught, and I know a lot of people had come round to see us, but sadly we couldn't get round everyone given the circumstances!
The strategy was to go out and hit 2 minute 15 second laptimes, regardless of what the other cars were doing. We could continue with that time all day and night, so it would not stress the car. After relaxing on the grid for a while in the baking 29 degree heat, we set-off on the rolling lap. The start came and I dived up the inside of the Mosler ahead of me, and made up 3 places into the first corner. The first couple of laps were scrappy, with people racing like it was a 3 lap sprint race! I settled down into the pace we agreed to run at, which meant I let a couple of cars through - it's best to give yourself room from other cars so that any debris or crashes are easily avoided - repairing damage can take a long time, and the crew had worked hard enough already!
The plan was going well, but around an hour in, the car started misfiring. We tried to remap it, but it was showing signs of fuel starvation. We tried 3 different maps to no avail. We decided to come in, and check the fuel system. Both pumps were running, but the fuel system, which had been relocated behind the mesh in the driver side pod, was running so hot you could not touch the pumps or the filters. We scrabbled around and found some tube and a radiator, plumbed in the cooler and the new HP pump and away we went. The misfire soon came back, more aggressively than ever, so we figured the engine bay was getting too hot - we cut a series of holes in the clam with a hole saw around the manifolds, and sent the car out again. The misfire was alleviated for a bit, but then it returned. The car was remapped again, and Wilcox was sent out. 10 laps into his stint, he reported that the car was misfiring really aggressively, then suddenly he disappeared. Nothing. Turns out he had stopped just before the pit entrance, so the recovery truck was sent out to get him. It turns out that the left hand rear drive flange had sheared off, causing the disc to mangle up in the calliper and destroy the hub. Thankfully the factory support came into its own here, and we quickly re-assembled the car with new parts, apart from the calliper which we did not have a spare for. It seemed that the misfire, which was severely aggressive when I drove it, had got worse and the shock loads had caused the flange to fail. We also swapped the LP pump during this stop.
Smyth went out again, and did around 10 laps at good speed, significantly quicker than the opposition. However the car started misfiring again, and he was at about 5000RPM in 3rd, when it misfired and it broke 3rd gear. He came back into the pits, and the decision was made to retire the car. We had tried in vain to cure the misfire, but we simply could not manage it during the race. We had (just) made it to the 2nd day of the race, the crew were exhausted after 3 days solid work with little sleep, so it was time to call it a day.
The car had once again proved itself to be fast, and there is a huge amount yet to develop on the car. It emerged the next day that the majority of other teams running LS7 engines had exactly the same issues as we did - two TVR's blew up gearboxes because of a severe misfire, one Marcos and one Mosler got through 2 engines. The other Mosler ended up in the wall at 120mph when the throttle stuck open at 120mph. We are going to discuss this with our engine builder, as the evidence points to a fuel issue. The cause was certainly fuel starvation however the root cause of this is still TBA.
Wandering down the pitlane at night, it was amazing to see the problems other people were having - one team changed two engines in the race, others changed fuel tanks, radiators, gearboxes, diffs, driveshafts, and some even tore bits off road cars that were in the paddock in order to continue! It was a great event, and despite the fraught nature of it, we have developed the car more in 3 days than we could have in regular circumstances in 3 months. We also made a new friend in the shape of Jason Bradbury from the Gadget show, who loved the car - Ultima have a new fan! I would like to say a huge thank-you to the crew who worked tirelessly throughout, and Pete from PTR exhausts, without whom, we literally could not have raced! Also thanks to the Ultima Factory once again for the parts they provided, and you guys who supported us throughout the event, as well as our sponsors Just Doors UK.
More photos to come when I get them through from our photographer!
Thanks again
Jonny
We arrived on the Wednesday night and set up camp, sharing a garage with Optimum Racing who were running a Ginetta G50. We organised the garage, carried out a few last minute tweeks then went to bed.
The Thursday was the official practice day - our three drivers had previously driven the car numerous times and were familiar with the circuit so we decided to opt out - given that we had almost 4 hours of qualifying. We cleaned the car up and took the car over to Parc Ferme for scrutineering and noise testing. The car passed scrutineering without any issues, however the noise test was another matter. We knew we would be quite close to the 102dB limit, (and there are certain things you can do to get the noise down a couple of dB fairly easily), however we were at 107 (somehow 3d) noisier than the previous weekend?!) so we had to do something about that.
We tried a couple of options during the Thursday afternoon - restuffing the backbox, playing with exhaust tips to point them in different directions, but we could not get under the 102 limit. We decided to retro fit one of the extra silencer back boxes that Ultima offered, so a quick call was made to Hinckley and a member of the crew set off in pursuit of the extra backbox. This arrived late Thursday night so we fitted it, tweaked the mapping and passed the noise test - problem solved....
Qualifying Friday morning. Drivers up bright and early and Adam Wilcox hit the track first, having left it around 20 minutes to get some space on the crowded track. The plan was to each do a few laps, and the quickest driver would go out on new tyres to put in a quick time. Two laps in, one of the crew on the pit wall turns round and says 'the car's on fire'. Adam comes rolling down the pitlane with the extra (Zircotec-ed) back box glowing orange and the clam in flame. A quick spritz with a couple of fire extinguishers soon put out the blaze - but the damage was quite clear.
We decided to change the car back to its original configuration, so, clam off, a quick clean to get rid of the highly corrosive extinguisher powder, tail pipes back on, and away we go. Unfortunately all 3 drivers had to run in qualifying, and we had 12 minutes left by the time Jamie hit the track - and I still had to do my run! Jamie managed 1 lap and I jumped in, which gave me 6 minutes for a qualifying session. One fast out-lap and one lap with huge amounts of traffic - I managed to cross the line just before the chequered flag for one quick, clean lap. Unfortunately there was traffic round the back of the circuit round the new pit complex, which lost me around 1.5 seconds, losing me a front row spot, and we ended up 8th on the grid.
Coming into the pits, there was a large gathering in front of our pit box, including scrutineers and fire marshals. Apparently we were 'quite a long way over' the drive by noise level during my laps. It turns out that the cats had melted and blown out, pushing us over the limit. The fire marshals inspected the car and said they were happy with our response, but we would need to remove the damage bits of bodywork.
So, it was noon, we needed a plan B for the noise issue, and we could not run our original system as it had burnt out all the cats and the wadding. Along comes Pete Ellis from PTR exhausts, and we formulate a plan. We start cleaning up the car, and he heads back to his workshop which is just down the road, finishes off some jobs for the Aquila and a clio (who had exactly the same issues) and starts making up a new system for us. We clean up the car, load it onto the trailer an get it over to his workshop by 2pm. Pete starts his magic, and helped (hindered?) by three of us, we roll back to Silverstone at 8:30pm (30 minutes into the night practice session) with some huge silencers on the car. Noise test underway, and, we fail. 105dB. Better than the 120 we were at a few hours earlier though....
We try various options, different maps, tailpipe configurations etc, but can't get the car under the 102 limit. The rules state that each driver must drive during the night practice session. Credit to the scrutineers, they let each driver do 1 flying lap during the session, and we had till morning to get the car quieter. Smyth headed out, followed by Wilcox, then myself, and I clocked the 4th quickest time (which I was pleased with as it was the first time I had been on a circuit at night!). We packed up, tidied the car up a bit, formulated a plan for the morning and went to bed.
Raceday - we had a car that was too loud, covered in melted bodywork, but it was very fast, and should have taken a front row grid spot. Helped by Pete again, we did some work to the exhaust system and FINALLY passed the noise test. There was a 30 minute practice session in the morning, and each driver got some laps in with the new system fitted in its quieter configuration. This caused some excessive heat build up under the clam, so we had to fix this before the race. After warm-up, with the car running well, we had 3 hours to modify the bodywork to accommodate the new huge silencers, tidy up all the burnt parts, set the car up and carry out all our regular checks - which in itself is normally about 3 hours work.
The crew set to work - we had huge crowds gathering round the pit bay as we hacked bodywork up, riveted heat shielding on left, right and centre, and carried out all the pre-race checks. The teamwork was second to none, and somehow, with zero time remaining, I was sat in the car and driving up to the assembly area for the start of the race. At this point I would like to apologise to anyone who wanted to speak with us - it was all a bit fraught, and I know a lot of people had come round to see us, but sadly we couldn't get round everyone given the circumstances!
The strategy was to go out and hit 2 minute 15 second laptimes, regardless of what the other cars were doing. We could continue with that time all day and night, so it would not stress the car. After relaxing on the grid for a while in the baking 29 degree heat, we set-off on the rolling lap. The start came and I dived up the inside of the Mosler ahead of me, and made up 3 places into the first corner. The first couple of laps were scrappy, with people racing like it was a 3 lap sprint race! I settled down into the pace we agreed to run at, which meant I let a couple of cars through - it's best to give yourself room from other cars so that any debris or crashes are easily avoided - repairing damage can take a long time, and the crew had worked hard enough already!
The plan was going well, but around an hour in, the car started misfiring. We tried to remap it, but it was showing signs of fuel starvation. We tried 3 different maps to no avail. We decided to come in, and check the fuel system. Both pumps were running, but the fuel system, which had been relocated behind the mesh in the driver side pod, was running so hot you could not touch the pumps or the filters. We scrabbled around and found some tube and a radiator, plumbed in the cooler and the new HP pump and away we went. The misfire soon came back, more aggressively than ever, so we figured the engine bay was getting too hot - we cut a series of holes in the clam with a hole saw around the manifolds, and sent the car out again. The misfire was alleviated for a bit, but then it returned. The car was remapped again, and Wilcox was sent out. 10 laps into his stint, he reported that the car was misfiring really aggressively, then suddenly he disappeared. Nothing. Turns out he had stopped just before the pit entrance, so the recovery truck was sent out to get him. It turns out that the left hand rear drive flange had sheared off, causing the disc to mangle up in the calliper and destroy the hub. Thankfully the factory support came into its own here, and we quickly re-assembled the car with new parts, apart from the calliper which we did not have a spare for. It seemed that the misfire, which was severely aggressive when I drove it, had got worse and the shock loads had caused the flange to fail. We also swapped the LP pump during this stop.
Smyth went out again, and did around 10 laps at good speed, significantly quicker than the opposition. However the car started misfiring again, and he was at about 5000RPM in 3rd, when it misfired and it broke 3rd gear. He came back into the pits, and the decision was made to retire the car. We had tried in vain to cure the misfire, but we simply could not manage it during the race. We had (just) made it to the 2nd day of the race, the crew were exhausted after 3 days solid work with little sleep, so it was time to call it a day.
The car had once again proved itself to be fast, and there is a huge amount yet to develop on the car. It emerged the next day that the majority of other teams running LS7 engines had exactly the same issues as we did - two TVR's blew up gearboxes because of a severe misfire, one Marcos and one Mosler got through 2 engines. The other Mosler ended up in the wall at 120mph when the throttle stuck open at 120mph. We are going to discuss this with our engine builder, as the evidence points to a fuel issue. The cause was certainly fuel starvation however the root cause of this is still TBA.
Wandering down the pitlane at night, it was amazing to see the problems other people were having - one team changed two engines in the race, others changed fuel tanks, radiators, gearboxes, diffs, driveshafts, and some even tore bits off road cars that were in the paddock in order to continue! It was a great event, and despite the fraught nature of it, we have developed the car more in 3 days than we could have in regular circumstances in 3 months. We also made a new friend in the shape of Jason Bradbury from the Gadget show, who loved the car - Ultima have a new fan! I would like to say a huge thank-you to the crew who worked tirelessly throughout, and Pete from PTR exhausts, without whom, we literally could not have raced! Also thanks to the Ultima Factory once again for the parts they provided, and you guys who supported us throughout the event, as well as our sponsors Just Doors UK.
More photos to come when I get them through from our photographer!
Thanks again
Jonny
Edited by macgtech on Monday 3rd October 10:17
UltimaCH said:
TOP hats off for trying. Better result next time. Looks like heat and related issues are a MAJOR problem and when solved, the GTR should be one very serious race contender. Keep up the good work!
Indeed - the heat should be straight forward to solve (!), though the misfire was certainly down to fuel starvation; numerous other teams running LS7's were struggling with exactly the same symptoms as ourselves - some with far more dire consequences than we had. Going to investigate it further but it seems we need to be looking at common factors - maybe the fuel.SchimmS said:
What type of fuel surge tank did you run? Was it the factory external tank with the LP pump? Did you have any surge tanks inside the fuel tanks? Were the fuel pumps submerged?
We run the regular LP and HP setup, and the factory Swirl Pot. The pumps have been relocated into the side pod for ease of access.Storer said:
Jonny has said he thinks the heat issue can be solved quite easily so I will be interested to see what they do.
Paul
More holes! We have some ideas to increase flow through the engine bay - and we also need to heatshield the tank better from the coolant pipes. Relocating the LH pipe to the RHS is also an option which will make a big difference - but may cook the driver!Paul
The first stage though is to get the gearbox out and upgraded/repaired, then to get the engine out and tidy up round the engine bay and get more shielding in their. Also going to re-plumb the fuel system slightly and relocate the regulator to get it out of the heat.
As they say, 'the best laid plans' and all that...
Also need to look at a brake upgrade if we get some funding in, as the disc cut through the calliper when the drive hub broke because of the constant jerking! Frustratingly all our issues are coming down to lack of testing - which was half the reason we entered the 24 in this our first season - we were always going to find ways we need to improve the car, so now we need to spend the winter resolving the issues and finding funding for next year.
Exciting times!
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