I've bought a Peugeot 207!
Discussion
By the way if anyone wants to see the Pug then it went off to Autosport last night, it will be on the Moetefindt Trailers stand, number 2200 showing just how well super low things fit in their kit 
Not a lot will be happening with it for the next month or so as I am flat out with work. Once it's back from Autosport we'll finish off the paddleshift modifications and probably have the dampers off to dyno but the next big things like exhaust, wheels and front floor will be a few weeks off for manufacture alone. I'm aiming to get it out for a shakedown on the new tyre option at the end of Feb and get a bit of testing in during March then it'll have final prep before the start of the season and hopefully be ready to bring home some trophies!
Not a lot will be happening with it for the next month or so as I am flat out with work. Once it's back from Autosport we'll finish off the paddleshift modifications and probably have the dampers off to dyno but the next big things like exhaust, wheels and front floor will be a few weeks off for manufacture alone. I'm aiming to get it out for a shakedown on the new tyre option at the end of Feb and get a bit of testing in during March then it'll have final prep before the start of the season and hopefully be ready to bring home some trophies!
Well now that I've sold most of my toys there is budget to get the Pug race ready. Not long to go now so progress needs to be swift!
First up new belts, made to suit the car/me by TRS as the fixing points are a bit odd and much more like a Formula car than a sports car:
Also built up a new rad to replace the aging LH rad and went up a fan size which as sprint use can involve a bit of idling at the start isn't a bad idea to keep the coolant temps low.
Test fitted the fuel dry breaks with some 3D printed mounts, as these are a good fit I'll machine them from billet now:
No need to worry about what happens if the car rolls and they get cleaved off the side of the hoop - there is a one way in the filler at the tank and a roll over on the breather at the tank.
Finally CTE have finished the exhaust system and they have done an amazing job as always. Absolutely amazing to be fair!
It is packaged across the rear of the car with the exits into the diffuser tunnels as discussed earlier in the thread. The car should be quite enough for any UK circuit now!
The exits into the diffuser are particularly nicely done! Ideally you'd want a shallower entry angle but that's just not possible on the Pug due to the engine location and its transverse installation:
Testing next month - can't wait! Fingers crossed the wheels, tyres and remaining bits turn up in time!
First up new belts, made to suit the car/me by TRS as the fixing points are a bit odd and much more like a Formula car than a sports car:
Also built up a new rad to replace the aging LH rad and went up a fan size which as sprint use can involve a bit of idling at the start isn't a bad idea to keep the coolant temps low.
Test fitted the fuel dry breaks with some 3D printed mounts, as these are a good fit I'll machine them from billet now:
No need to worry about what happens if the car rolls and they get cleaved off the side of the hoop - there is a one way in the filler at the tank and a roll over on the breather at the tank.
Finally CTE have finished the exhaust system and they have done an amazing job as always. Absolutely amazing to be fair!
It is packaged across the rear of the car with the exits into the diffuser tunnels as discussed earlier in the thread. The car should be quite enough for any UK circuit now!
The exits into the diffuser are particularly nicely done! Ideally you'd want a shallower entry angle but that's just not possible on the Pug due to the engine location and its transverse installation:
Testing next month - can't wait! Fingers crossed the wheels, tyres and remaining bits turn up in time!
Sorry Pop, poorly worded question there!
I meant wouldn't you want the exhaust tips pointing rearwords as the enter the diffuser to have the best effect? All the F1 cars in the above link, where permitted to ha e them at all, had the exhaust entering the diffuser parallel to the airflow. Yours is entering at a much steeper angle / perpendicular to the airflow through the diffuser. What effects, if any, will that have?
Another daft question, how much thrust does a normal engine produce from the exhaust gasses? I have heard that drag racers tune their exhaust exits (usually in front of the front wheels) to help keep the front end down. Also heard that "ever 1lb of thrust is worth 2bhp" bantered around.
I meant wouldn't you want the exhaust tips pointing rearwords as the enter the diffuser to have the best effect? All the F1 cars in the above link, where permitted to ha e them at all, had the exhaust entering the diffuser parallel to the airflow. Yours is entering at a much steeper angle / perpendicular to the airflow through the diffuser. What effects, if any, will that have?
Another daft question, how much thrust does a normal engine produce from the exhaust gasses? I have heard that drag racers tune their exhaust exits (usually in front of the front wheels) to help keep the front end down. Also heard that "ever 1lb of thrust is worth 2bhp" bantered around.
Edited by chuntington101 on Sunday 25th February 07:58
Just found this thread in What's New, clicked in expecting a GTI or something. It goes to the latest posts, talking about feeding the exhaust into the rear bumper diffuser at the right angle. WTF?!? That's a bit optimistic, it's a 207! Scroll back.... Ooooohhhh, yeah, that'll be it 
Brilliant car!
I know it's a racing chassis, but what would it take to make it road legal?
Brilliant car!
I know it's a racing chassis, but what would it take to make it road legal?
Only clicked on this as the missus has a 207cc that's currently playing funny buggers. That's a trick thing for sure!
As you're based on BA, do you know if there's any truth to the rumours of it being turned into housing? I'm over on the other side of Bedford and it's a great local track for bike track days for me.
As you're based on BA, do you know if there's any truth to the rumours of it being turned into housing? I'm over on the other side of Bedford and it's a great local track for bike track days for me.
chuntington101 said:
I meant wouldn't you want the exhaust tips pointing rearwords as the enter the diffuser to have the best effect?
A few posts above PPBB said:
Ideally you'd want a shallower entry angle but that's just not possible on the Pug due to the engine location and its transverse installation.
ajprice said:
Brilliant car!
I know it's a racing chassis, but what would it take to make it road legal?
Too much really, it is all pull rod suspension so you would need to get into fabricating new bits to get the ride height into it that was required for road use. Under the current regs it would also need some sort of emissions control, hazards, indicators, lights etc. most of the interior surfaces would probably fail and the radiator ducts definitely won't pass the babies head test. Everything is possible but it would cost a lot and not really be the same car any more. I know it's a racing chassis, but what would it take to make it road legal?
Best to stick to confusing people on a track day instead
Well good day testing at Bedford yesterday, despite the weather and track conditions being pretty poor it was nice to be able to see what the car did in low grip conditions on the tyres I'll be running in Javelin Sprint Series.
Gearbox performance was excellent, absolutely no missed shifts all day, the Shiftec gear shift servo worked absolutely flawlessly. Engine performance was good too with no issues until it spat a boost hose off on the last run, I knew this was a bit questionable as it's one of the few remaining road car bits on there so time to make a nice mandrel bent ally one to replace it.
The car is quite oversteer biased on slow corner exit so we need to look at that and decide if it's just conditions on the day, geo or worth going up a tyre size on the rear for more mechanical but otherwise balance is really good. It was also super quite all day which makes a nice change compared to where we started and the mods to front clip and rear bodywork stays have stopped the flapping bodywork issues too. All round a succesful test and I'm looking forward to Snetterton at the end of the month now!
Quick note to the guys who wanted to see the Porsche - apologies we had to shoot off an hour early. When you're there next come and knock on the workshop door!
Gearbox performance was excellent, absolutely no missed shifts all day, the Shiftec gear shift servo worked absolutely flawlessly. Engine performance was good too with no issues until it spat a boost hose off on the last run, I knew this was a bit questionable as it's one of the few remaining road car bits on there so time to make a nice mandrel bent ally one to replace it.
The car is quite oversteer biased on slow corner exit so we need to look at that and decide if it's just conditions on the day, geo or worth going up a tyre size on the rear for more mechanical but otherwise balance is really good. It was also super quite all day which makes a nice change compared to where we started and the mods to front clip and rear bodywork stays have stopped the flapping bodywork issues too. All round a succesful test and I'm looking forward to Snetterton at the end of the month now!
Quick note to the guys who wanted to see the Porsche - apologies we had to shoot off an hour early. When you're there next come and knock on the workshop door!
The Pugs had a bit of work over the last couple of weeks and as of this evening appears to be ready for the first round of Sprint Series this coming weekend
Team Dynamics came through making a wheel option that allowed me to run a 265 rear tyre which can only be a good thing in calming down the cars balance towards oversteer. Plus I think they look very good too!
265 ZZR rears look much more beefy than the skinny 210 Michelins!
You can see the additional strengthening I've added to the rear bodywork too here, we found that with the gurneys in "high" the aero load was deforming the rear bodywork at speed so a bit of beefing up here has solved that problem and should make the bodywork a bit more capable of dealing with a tyre failure or knock too!
We've also changed the front bodywork mounting and front floor support to beef this up a bit as it was getting hammered on circuit from the nose bottoming out and the front floor pushing the front bodywork up. It has cost a couple of KGs but at Bedford you can now launch it over the kerbs without so much as a wiggle from the bodywork so well worth it I think.
It also means the strength is there to extend the front floor and run a proper downforce generating from splitter!
On the last test we had some pressure tappings in the air inlet, post filter section of the airbox and turbo inlet which showed at high boost that the standard filter was really too small (and explained why the PS spec one was basically see through!). It's not that surprising as the standard airbox was originally designed for around 150bhp output and the engine is currently making 220 - 230bhp. We worked out with a bit of eyeballing that we could simply ditch the original airbox from the rear of the engine and use the pass through in the bulkhead that originally fed it to route an inlet pipe allowing us to mount an open filter with much more surface area the other side of the bulkhead over the top of the fuel tank. This in turn is fed from the intake above the PAS seat that originally fed the airbox (and cools the alternator so it's not like we had any positive airbox pressure advantage originally!)
This has given around 40% more filter area than we had with a like for like filter material so should solve the problem! It's also taken about 90cm out of the pre turbo inlet length as well.
As the car will run in OSS as well this year and as such needs a catch tank to meet regs we've fitted one now, removing the original airbox from the back of the engine allowed us to use that room to mount a 2L Mocal tank off the rear upper frame rail reinforcement bar with a fabricated bracket:
We've also fitted some one ways to the top of the tank, which I think I might have mentioned before, just in case I manage to perform a spectacular barrel roll and cleave the fillers off the roll hoop
Finally I've got a seat too, the worlds cheapest, nastiest, expanding foam and tape seat but budget is tight and I now fit the car well
I think the old girl is looking pretty good now and I can't wait to see how it goes this weekend
Team Dynamics came through making a wheel option that allowed me to run a 265 rear tyre which can only be a good thing in calming down the cars balance towards oversteer. Plus I think they look very good too!
265 ZZR rears look much more beefy than the skinny 210 Michelins!
You can see the additional strengthening I've added to the rear bodywork too here, we found that with the gurneys in "high" the aero load was deforming the rear bodywork at speed so a bit of beefing up here has solved that problem and should make the bodywork a bit more capable of dealing with a tyre failure or knock too!
We've also changed the front bodywork mounting and front floor support to beef this up a bit as it was getting hammered on circuit from the nose bottoming out and the front floor pushing the front bodywork up. It has cost a couple of KGs but at Bedford you can now launch it over the kerbs without so much as a wiggle from the bodywork so well worth it I think.
It also means the strength is there to extend the front floor and run a proper downforce generating from splitter!
On the last test we had some pressure tappings in the air inlet, post filter section of the airbox and turbo inlet which showed at high boost that the standard filter was really too small (and explained why the PS spec one was basically see through!). It's not that surprising as the standard airbox was originally designed for around 150bhp output and the engine is currently making 220 - 230bhp. We worked out with a bit of eyeballing that we could simply ditch the original airbox from the rear of the engine and use the pass through in the bulkhead that originally fed it to route an inlet pipe allowing us to mount an open filter with much more surface area the other side of the bulkhead over the top of the fuel tank. This in turn is fed from the intake above the PAS seat that originally fed the airbox (and cools the alternator so it's not like we had any positive airbox pressure advantage originally!)
This has given around 40% more filter area than we had with a like for like filter material so should solve the problem! It's also taken about 90cm out of the pre turbo inlet length as well.
As the car will run in OSS as well this year and as such needs a catch tank to meet regs we've fitted one now, removing the original airbox from the back of the engine allowed us to use that room to mount a 2L Mocal tank off the rear upper frame rail reinforcement bar with a fabricated bracket:
We've also fitted some one ways to the top of the tank, which I think I might have mentioned before, just in case I manage to perform a spectacular barrel roll and cleave the fillers off the roll hoop
Finally I've got a seat too, the worlds cheapest, nastiest, expanding foam and tape seat but budget is tight and I now fit the car well
I think the old girl is looking pretty good now and I can't wait to see how it goes this weekend
Edited by poppopbangbang on Wednesday 28th March 21:58
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