STI for Time Attack 2008
02 March 2008, 08:26 PM
#182
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good luck mate 
03 March 2008, 06:55 PM
#187
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Location: Going round in circles in a Mini
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04 March 2008, 08:48 AM
#188
Went up to see SHP Motorsport in Littleport ysterday and met with Sunny and Kelvin to chat through what they could do to help give some protection in the meantime and provide a base for adding to it in the future whilst ensuring that it is MSA friendly.
Lots of options were discussed and I was very impressed with them and their honesty in talking through what they would suggest, the price and being able to get it done in time for Donington.
They have suggested the best initial step would be a main hoop and rear stanctions to spread the load backwards and to plate between the main hoop and the B pillar. Along with a removeable rear diagonal.
Because of the road duties and the fact that it is a big step, Sunny suggested waiting to get the front sections done as they can really interfere with how easy it is to use the car and rather than make it a complete compromise now that would need to be taken out or upset MSA scrutineers. We did discuss these though and I am not sure what to do quite yet.
A decision will be made on it shortly in order to book it in to do it.
Lots of options were discussed and I was very impressed with them and their honesty in talking through what they would suggest, the price and being able to get it done in time for Donington.
They have suggested the best initial step would be a main hoop and rear stanctions to spread the load backwards and to plate between the main hoop and the B pillar. Along with a removeable rear diagonal.
Because of the road duties and the fact that it is a big step, Sunny suggested waiting to get the front sections done as they can really interfere with how easy it is to use the car and rather than make it a complete compromise now that would need to be taken out or upset MSA scrutineers. We did discuss these though and I am not sure what to do quite yet.
A decision will be made on it shortly in order to book it in to do it.
04 March 2008, 12:46 PM
#190
Why not simply buy a bolt-in 6 point cage?
You can extend that later and weld the cage into the shell if you wish. With a removeable diagonal you will still compromise the rear seats.
A good 6 point will miss every thing, be FIA legal and only needs the sun visors removing. £500 and a long day to fit on your own, quicker if a pro does it.
You can extend that later and weld the cage into the shell if you wish. With a removeable diagonal you will still compromise the rear seats.
A good 6 point will miss every thing, be FIA legal and only needs the sun visors removing. £500 and a long day to fit on your own, quicker if a pro does it.
04 March 2008, 01:00 PM
#191
Why not simply buy a bolt-in 6 point cage?
You can extend that later and weld the cage into the shell if you wish. With a removeable diagonal you will still compromise the rear seats.
A good 6 point will miss every thing, be FIA legal and only needs the sun visors removing. £500 and a long day to fit on your own, quicker if a pro does it.
You can extend that later and weld the cage into the shell if you wish. With a removeable diagonal you will still compromise the rear seats.
A good 6 point will miss every thing, be FIA legal and only needs the sun visors removing. £500 and a long day to fit on your own, quicker if a pro does it.
04 March 2008, 04:15 PM
#193
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04 March 2008, 05:24 PM
#195
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Location: Leeds - It was 562.4bhp@28psi on Optimax, How much closer to 600 with race fuel and a bigger turbo?
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if you alter a cage from the manufacturers drawings then they are no longer aproved - or so I was told 
04 March 2008, 10:45 PM
#197
That is true.
It is also true a scrutinteer demanded I cut bits off my FIA Impreza cage with a hacksaw or I would not race!
His point was correct I might add and his insistance would possibly have saved my life in a Big One.
I am surprised nobody does a bolt-in for the New Age, have you tried Caged?
I see nothing wrong cutting and shutting a cage to fit as long as the welds are right. Custom cages are exactly that. Cut and fit the tubes.
With a real bolt-in you have to weld the mounts to the shell, the bits that connect the cage to the shell and save your kneck, and anyone can attempt that.
It is also true a scrutinteer demanded I cut bits off my FIA Impreza cage with a hacksaw or I would not race!
His point was correct I might add and his insistance would possibly have saved my life in a Big One.
I am surprised nobody does a bolt-in for the New Age, have you tried Caged?
I see nothing wrong cutting and shutting a cage to fit as long as the welds are right. Custom cages are exactly that. Cut and fit the tubes.
With a real bolt-in you have to weld the mounts to the shell, the bits that connect the cage to the shell and save your kneck, and anyone can attempt that.
05 March 2008, 11:28 PM
#200
06 March 2008, 07:28 AM
#202
I have a UK made Safety Devices fixed diagonal 6 point and can vouch they do not 'drop-in'. It is the welded diagonal that messes it up. Geoff Twemlow (fellow hillclimber) I'm sure has a removable dia' Safety Dev cage and it did drop-in. All for classic shells of course.
I believe they are now made in Poland? Maybe the tube benders are not programmed well enough over there?
Caged make all the Caterham chassis and rollcages today using a superb cnc punch press/manipulator. Had the pleasure of presenting a Paper after their TD had presented his on the Caterham subject, really most impressive.
I believe they are now made in Poland? Maybe the tube benders are not programmed well enough over there?
Caged make all the Caterham chassis and rollcages today using a superb cnc punch press/manipulator. Had the pleasure of presenting a Paper after their TD had presented his on the Caterham subject, really most impressive.
06 March 2008, 06:50 PM
#203
spent the day over at zen getting geometry modifications and alignment done. Some great work and the drive back was certainly different. What was an excellent handling car (i thought) has been dramatically improved with some thoughtful attention to the actual geometry of the components 
Thanks Paul and the gang (sorry for breathing germs on you all throughout the day )
Thanks Paul and the gang (sorry for breathing germs on you all throughout the day
)
09 March 2008, 02:28 PM
#206
So far mapped to 1.4 bar boost.
According to the logs I hit 1.4 bar at 3050rpm and then flat lines this to the limit in 4th gear.
I havent quite got the boost tuned properly yet for all gears but the FP Green from Scoobymania/Area52 Autosport does seem to want to go some
As usual I have done a Ecutek DeltaDash Road Dyno run in 3rd gear on my test strip. As far as possible this compares to the previous tests in conditions with very little wind and about 12C.
Results so far at 1.35 bar in 3rd Gear:
370 whp
358 wheel lb/ft
Not bad for starters 8)
Note that these are Wheel figures so need to be factored back to flywheel figures by dividing by 0.8 ish
(factored out 50 kgs of weight loss from previous runs too although actual weight loss of 30kgs)
According to the logs I hit 1.4 bar at 3050rpm and then flat lines this to the limit in 4th gear.
I havent quite got the boost tuned properly yet for all gears but the FP Green from Scoobymania/Area52 Autosport does seem to want to go some
As usual I have done a Ecutek DeltaDash Road Dyno run in 3rd gear on my test strip. As far as possible this compares to the previous tests in conditions with very little wind and about 12C.
Results so far at 1.35 bar in 3rd Gear:
370 whp
358 wheel lb/ft
Not bad for starters 8)
Note that these are Wheel figures so need to be factored back to flywheel figures by dividing by 0.8 ish
(factored out 50 kgs of weight loss from previous runs too although actual weight loss of 30kgs)
15 March 2008, 08:17 AM
#207
Yesterday was Donington Track day and I managed to sneak a last minute place.
Having never driven Donington before, i was keen to get practice on the track and to test all the new items and modification that had been made to the car.
Engine built by Area 52 Autosport - never missed a beat Thoroughly run in now and running at just under 1.5 bar of boost it was a delight to drive. The power curve for the fp green really suits the punch needed out of some of the corners there. Its power delivery is slightly different than the OE kit by way of lag from the huge front mount and slightly less response on the turbo than the puny OE item, but it just got stronger and stronger. Charge temps were at most 10 deg above ambient.
Oil temps were spot on too and maximum recorded was 104 deg C without an oil cooler. Oil cooler has therefore gone down on the list of priorities for the moment until the boost goes up and creates the need.
Fuel surge, this has gone up on the list of priorities due to surge coming out of the long double apex right hander. This was happening at half a tank ! I must be getting quicker
Seat and harnesses were spot on for control
Suspension set up from Zen was confidence inspiring and just meant that I could drive exactly where I wanted. It went where I pointed - no understeer at all. With the diff wound fully open the lines and exit just tightened to perfection enabling me to get on the power so much earlier even sitting into a nice exit drift on occasion if totally digital with the power. It is truly stable and that is a great quality I believe with power.
I was timed at quite a nice time round there yesterday which I didnt think was too bad on my first visit and should bode well for a competitive season.
Feeling very chuffed today
Having never driven Donington before, i was keen to get practice on the track and to test all the new items and modification that had been made to the car.
Engine built by Area 52 Autosport - never missed a beat
Thoroughly run in now and running at just under 1.5 bar of boost it was a delight to drive. The power curve for the fp green really suits the punch needed out of some of the corners there. Its power delivery is slightly different than the OE kit by way of lag from the huge front mount and slightly less response on the turbo than the puny OE item, but it just got stronger and stronger. Charge temps were at most 10 deg above ambient.Oil temps were spot on too and maximum recorded was 104 deg C without an oil cooler. Oil cooler has therefore gone down on the list of priorities for the moment until the boost goes up and creates the need.
Fuel surge, this has gone up on the list of priorities due to surge coming out of the long double apex right hander. This was happening at half a tank ! I must be getting quicker
Seat and harnesses were spot on for control
Suspension set up from Zen was confidence inspiring and just meant that I could drive exactly where I wanted. It went where I pointed - no understeer at all. With the diff wound fully open the lines and exit just tightened to perfection enabling me to get on the power so much earlier even sitting into a nice exit drift on occasion if totally digital with the power. It is truly stable and that is a great quality I believe with power.
I was timed at quite a nice time round there yesterday which I didnt think was too bad on my first visit and should bode well for a competitive season.
Feeling very chuffed today
