• You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our free community, you will have access to additional post topics, communicate privately with other members (PM), view blogs, respond to polls, upload content, and access many other special features. Registration is fast, simple and absolutely free, so please join our community today! Just click here to register. You should turn your Ad Blocker off for this site or certain features may not work properly. If you have any problems with the registration process or your account login, please contact us by clicking here.

The Car Thread

Winds of Thor

New member
Joined
Jan 11, 2009
Messages
1,842
MBTI Type
ENTP
Enneagram
3w4
Instinctual Variant
sx/so
Haha that's funny. :D

Here's some Lancia Delta S4's in action. Personally, I think they are just fine, just needed a little better track safety is all.

Whoops! Yea.. Got a little too loose in the corner maybe?
 

sprinkles

Mojibake
Joined
Jul 5, 2012
Messages
2,959
MBTI Type
INFJ
Whoops! Yea.. Got a little too loose in the corner maybe?

Probably. :D

When these cars were invented, traction control and stuff hadn't evolved so much, which is part of what made Group B dangerous. With better braking and traction some of the Group A cars get better times, but only because they were allowed to stay around and evolve.

Group B was only around for a few years and really didn't get a chance to iron itself out unfortunately. I think they would have developed safety for it if given time.
 

DiscoBiscuit

Meat Tornado
Joined
Apr 13, 2009
Messages
14,794
Enneagram
8w9
JOY OF MACHINE: THE CARS OF SPA

SPAtech-01.jpg


I cannot think of a motorsport event more fascinating than a twenty four hour race stuffed to the brim with GT cars. While spec racing can be entertaining, particularly fair for the drivers, I find it far more fun to see your favorite marquees battling it out for hours. At the Total 24 hours of Spa there was an unprecedented sixty six cars, all of which were GTs, entered in the race. Let’s have a closer look, shall we?

SPAtech-02.jpg


The cars are finely tuned instruments designed for all-out track domination but they do, more often than not, bear a striking resemblance to the base model car. These are of course primarily flagship sports cars from the world’s greatest manufacturers which have been made into even more extreme racing versions. What’s not to like?

SPAtech-03.jpg


The thing that always astonishes me about GT cars is that they come from such wildly varying backgrounds, yet they are restricted by the governing bodies to perform nearly identically. In racing terms we call this “the balance of performance” which is essentially a very detailed handicapping system put in place to make all the cars more or less even. Items like weight, tire size, brake rotors, throttle restrictors, fuel capacity and much more are analyzed prior to the start of the season.

SPAtech-04.jpg


Based upon the findings, teams are then mandated to make certain changes to their vehicles in order to level the playing field. While there is some occasional sand-bagging, this typically results in shockingly close racing, often with the leaders closer on the final lap of a 24h race than after the first lap of a spec series. So without further ado, let’s take a look at many different solutions to the same problem: building a fast and reliable GT car.

SPAtech-05.jpg


While the Mercedes SLS is a stunning machine on the street, I find it quite the oddball as a GT3 car. Not only does it have an FR layout, in itself a little less common in this world, but it also has an extremely long front end which is rumored to be difficult to get used to driving. Just look at how much carbon ducting is required to get air from the air boxes at the front of the engine bay to the throttle bodies of the 6.3L V8 at the back!

SPAtech-06.jpg


The BMW Z4 is another FR machine which has been homologated for FIA GT3 with an engine swap derived from an E92 M3. This engine has of course been modified and is now a 4.3L up .3L in displacement and stuffed with racing internals providing a compression bump to 13:1.

SPAtech-07.jpg


Here we see the beast that lies beneath all that carbon shrouding with the eight individual throttles finely tuned for ultimate response. BMW say the car is good for 515bhp from the factory, certainly not a bad place from which to start.

SPAtech-08.jpg


This year McLaren have really increased their presence with what is arguably the hottest new customer racing car with nine examples entered in the race. The MP4-12C GT3 uses a more traditional MR layout with it’s howling twin-turbo charged 3.8L V8 exhausting straight through the center-line of the car, often resulting in some pretty epic fireballs.

SPAtech-09.jpg


Ferrari have also stuck to their MR roots with their latest GT3 incarnation, the 458 Italia. Like the McLaren, Ferrari have also chosen a V8 engine but their 4.5L design is free of any forced induction. Despite lackluster engine appearance, Ferraris are usually one of the faster cars on track. With fourteen participating at this year’s race it was by far and away the most popular choice and it was not at all unusual to see them out in packs.

SPAtech-10.jpg


Regardless of layout, at the opposite side of the car from the engine compartment typically lies the rest of “the stuff”. Here we see the front of a McLaren containing coolers for oil and water, along with ducting for the brakes and cockpit, a pair of air jacks and some hydraulic tanks.

SPAtech-11.jpg


The front of a Porsche 911 is a common site regardless of what GT race you attend anywhere in the world. Space underneath the GT3 Cup’s hood is primarily occupied by the trademark front mounted fuel cell.

SPAtech-12.jpg


Cockpits in the GT3 field are also quite varied since there is no spec tub like you have in DTM for example. This means the inside of the car is simply a reworked factory design and many times certain panels and pieces remain from the standard vehicle to remind onlookers of the car’s street pedigree. None, in my opinion, do this better than the McLaren which has a shockingly accurate dashboard left inside.

SPAtech-13.jpg


By comparison the Z4 seems like a super raw track day special, but I can assure you everything here is top notch. All of the safety equipment is inspected prior to the race and certification decals are then applied to certain components like the drivers helmet or the car’s roll cage, as seen here.

SPAtech-14.jpg


In terms of interior I again think the oddball of the bunch has to be the Merc with it’s unconventional gullwing doors I can only imagine the joy of prepping this cabin. In fact, in the event of a roll over, there is a switch in the cockpit that upon use causes the door hinges to literally explode off the car allowing the driver to make a clean getaway.

SPAtech-15.jpg


Of course aerodynamics also play a large roll in the performance of these cars, particularly on a high speed circuit like Spa. Here we see a dry carbon honeycomb front splitter from an Audi R8 LMS Ultra… I can’t even fathom how much this piece costs to replace, certainly more than my entire Civic.

SPAtech-16.jpg


Here’s a look at the underside of the same splitter. Now we can begin to see where the magic really happens as the grooves and recessions are all expertly formed to allow the car to suck down towards the pavement. On the right side you can see some of the wooden plank being worn down, likely at Eau Rouge…

SPAtech-29.jpg


Where the splitters were visibly set on fire for a brief moment under maximum compression from the g-load of the entry. These pieces of wood do serve a purpose other than a smoke show, they are actually measured in scruteneering after the race and must meet a certain thickness requirement. Drive too hard, over too many curbs for too long and you won’t pass inspection.

SPAtech-18.jpg


Another obvious piece of the aerodynamic puzzle is the rear wing, often imitated on street cars but virtually never fully duplicated. While the airfoil shape of the wing usually gets all the glory, the real unsung hero are the mounts; without which the forces created by the spoiler would go to waste. Here we see the adjustment range on a Pro-Am Ferrari 430.

SPAtech-19.jpg


On the Mercedes adjustments are done via the top portion of the mounts in a more traditional manner. Not the additional adjustments fore/aft from the triangulated tension rod setup. Pretty trick stuff indeed.

SPAtech-21.jpg


Ironically the most incredible force these cars will endure is the one least talked about – braking. These cars are certainly capable of some impressive acceleration and lateral g-loads, but the braking trumps these by a substantial margin. In order to keep things running smoothly over the course of a 24h race, high tech components must be used.

SPAtech-22.jpg


Rotor thickness and diameter is the largest contributing factor in how hard and how long you can brake for. Since the rotor alone is responsible for absorbing and dissipating the heat generated under the energy transfer, there is a lot riding on this seemingly simple component. The floating iron discs seen here on the McLaren is 378mm in diameter and 36mm in width.

SPAtech-23.jpg


While it is true that the front brakes do a majority of the work, the rear brakes on GT3 cars are no slouches either. Here we see massive rotors combined with Brembo 4-pot calipers and custom Endless pads on an Audi R8 LMS Ultra. In the last few years Endless have become one of the premier pads in endurance racing and have found the top step of the podium at both Nürburgring and Spa in 2011 and 2012!

SPAtech-25.jpg


With technology advancing in every direction it’s easy to overlook the basics, but at the end of the day it’s still some of the simplest components that have the greatest effect on a cars performance. Case in point, alignment.

SPAtech-26.jpg


Toe is unquestionably the largest factor in the handling of any vehicle, which is precisely why it’s adjustable on both your mom’s minivan and every racing car on the planet. Other factors like camber, caster, scrub radius and ackerman also come into play and in the racing world keeping a car aligned properly is key.

SPAtech-27.jpg


This is why over the course of a weekend you will see times aligning and corner balancing cars time and time again. But they won’t be using laser alignment machines, they’ll be using strings and pendulums. This is because, unlike computers and lasers, gravity never lies. Sometimes the most simple solution is the best – if it ain’t broke, don’t fix it.

SPAtech-28.jpg


This pretty well concludes my findings, or at least the end of my still-jet-lagged-from-Spa-brainpower. I hope this has given you guys some more insight into what’s really going on beneath the skin of these monsters and hopefully the next time you see them racing you’ll consider a few of the things I’ve discussed. As always I encourage questions and comments and will do my best to further explain any areas that spark interest. Now I’m off to Mid-O!

More stories from Sean Klingelhoefer on Speedhunters

More from 24 hours of Spa on Speedhunters

- Sean
 

Werewolfen

New member
Joined
Jun 21, 2008
Messages
286
MBTI Type
INFJ
Enneagram
5w4
The 1957 Chevy Corvette is another favorite I like because of the engine. The Chevy 283 V8 was a great engine. It was Chevy's first engine to make one horsepower per cubic inch. 283 HP from the mechanical fuel injection was impressive back then.

It's rare to find a car this old with such low original miles. This 57' Corvette is a true gem. >

http://mecum.com/auctions/lot_detail.cfm?LOT_ID=FL0109-77469
 

sprinkles

Mojibake
Joined
Jul 5, 2012
Messages
2,959
MBTI Type
INFJ
Lancia Delta S4 Stradale. This is the full road going version that people could actually buy.
As you can see it is still essentially the rally car in heavier road trim. If you changed a couple parts it's a devil of a car.

I'd like to see one of these in full road trim running, but these guys drove it very gently. It's no wonder because a factory Stradale is quite rare.

Edit: also I love how it looks like a little Chevette Scooter or something but is really pretty much an engine with seats attached to it and some body panels hung over the top.
 

Rex

New member
Joined
Jul 28, 2010
Messages
600
MBTI Type
INTJ
Instinctual Variant
sp/sx
I see we are talking Group B vs Group A/WRC


I took the trouble to find out more about this.

Slowest stage Finnland: Year: 1987

SS34 Valkeakoski 3.06 km Kankkunen, Juha 2:08 86.06 km/h

Year: 1986
SS12 Valkeakoski 3.20 km Grundel, Karl 2:06 91.43 km/h

Thats actually very good for the 1987 car.


Random stage
2011
SS3 Laajavuori 1 4.19 km Loeb, Sebastien 2:37,3 95.89 km/h

1985
SS1 Laajavuori 4.28 km Salonen, Timo 2:40 96.30 km/h






Acropolis 1986
slowest stage

SS40 Pendagi 10.85 km Kankkunen, Juha 10:55 59.63 km/h

Acropolis 1987
SS22 Pendagi 1 10.80 km Biasion, Massimo 11:15 57.60 km/h

Thats gravel right?

Tarmac

Monte Carlo
Random stage

1977
S19 Col de la Madone - Peille 1 18.00 km Munari, Sandro 15:39 69.01 km/h

1983
SS22 Col de la Madone 1 18.00 km Rohrl, Walter 15:07 71.44 km/h

1984
SS21 Col de la Madone 1 18.00 km Bettega, Attilio 14:56 72.32 km/h


1986
SS26 Col de la Madone 1 18.00 km Salonen, Timo 13:33 79.70 km/h

1987
SS22 Col de la Madone 18.11 km Kankkunen, Juha 18:03 60.20 km/h

1988
SS18 Col de la Madone 1 18.00 km Ballet, Jean-Pierre 14:54 72.48 km/h

1989
SS15 Col de la Madone 1 18.38 km Biasion, Massimo 13:35 81.19 km/h

1991
SS22 Col de la Madone 1 18.46 km Delecour, Francois 15:29 71.53 km/h


Source: http://www.juwra.com/
 

sprinkles

Mojibake
Joined
Jul 5, 2012
Messages
2,959
MBTI Type
INFJ
[MENTION=10686]MatsNorway[/MENTION]

Interesting stats, and I think they show a trend, that rallying isn't about how fast you can go but how quickly you can go.

What I mean is that it's more about what the car can do in a given section of track. It doesn't matter if you can or can't go 200mph if you never have room to do it - what they had to worry about is how much distance is required to accelerate and decelerate, and cornering matters a lot. A car that doesn't lose as much speed or that can take a different line and get on the gas early can still some times get somewhere just as quickly or even quicker than a more powerful car.

But, they aren't as fun to watch. :(
 

Rex

New member
Joined
Jul 28, 2010
Messages
600
MBTI Type
INTJ
Instinctual Variant
sp/sx
Handling sure make up for a lot of time.

Even tho the Lancia Delta HF intergrale had 4WD and turbo with probably 280hp at that time. (265hp in 1987) It still got beaten on that stage by a FWD 205 GTI 1.9


1988 SS18 Col de la Madone 1 18.00 km Ballet, Jean-Pierre 14:54 72.48 km/h"

Worth mentioning is that the peugeot only won that one stage. the rest was Lancia and others.

And it was a minute behind the 205 T16 E2 from 1986.

1986
SS26 Col de la Madone 1 18.00 km Salonen, Timo 13:33 79.70 km/h

It certanly was not the first year after group B got banned that they got back up on speed.
 

Rex

New member
Joined
Jul 28, 2010
Messages
600
MBTI Type
INTJ
Instinctual Variant
sp/sx
1986
SS23 Col de Turini 2 22.00 km Salonen, Timo 19:29 67.75 km/h

1991
SS19 Col de Turini 2 22.21 km Delecour, Francois 15:42 84.88 km/h

hmm.. I just noticed that the stages from old had only the first two digits of km filled inn. Later they became more accurate. or made the stages more random length.

I have updated first post.

For a better comparison i think a gravel road might be better.
 

sprinkles

Mojibake
Joined
Jul 5, 2012
Messages
2,959
MBTI Type
INFJ
[MENTION=10686]MatsNorway[/MENTION]

Yeah I'm engrossed in this site now, it's so cool! Thanks for showing me it.

I can see that in Portugal in 1982 Michele Mouton was dominating with her Audi Quattro, and the Audi was the beast during that day - it was the car that started all these shenanigans. It was her second win.

In 1988 in Portugal, Massimo Biasion won in his Lancia Delta Integrale, Lancia itself being the beast car during this time. In the the stages which were repeated from 1982 and that Michel Mouton was on, he was ever so slightly faster.
 

Rex

New member
Joined
Jul 28, 2010
Messages
600
MBTI Type
INTJ
Instinctual Variant
sp/sx
post them please. everything in detail :D

Audi vs the rest too.

so it took 5-6 years before the 1988 car beat the 1982 cars. that says a lot about the Speed they had in 1986. and alot about the Lancias handling too.
 

sprinkles

Mojibake
Joined
Jul 5, 2012
Messages
2,959
MBTI Type
INFJ
[MENTION=10686]MatsNorway[/MENTION]

1982
Viseu 1 25.96 km Mouton, Michele 17:17 90.12 km/h
Viseu 2 25.96 km Mouton, Michele 17:38 88.33 km/h
Coruche 20.27 km Mouton, Michele 11:34 105.15 km/h

1988
Viseu 1 20.80 km Biasion, Massimo 13:23 93.25 km/h
Viseu 2 20.80 km Biasion, Massimo 13:34 91.99 km/h
Coruche 20.30 km Alen, Markku 9:44 125.14 km/h <- another Integrale
 

sprinkles

Mojibake
Joined
Jul 5, 2012
Messages
2,959
MBTI Type
INFJ
[MENTION=10686]MatsNorway[/MENTION] All the stuff

1982
SS1 Lagoa Azul 1 4.56 km Toivonen, Henri 2:20 117.26 km/h
SS2 Peninha 1 6.36 km Toivonen, Henri 3:50 99.55 km/h
SS3 Sintra 1 10.57 km Toivonen, Henri 6:54 91.91 km/h
SS4 Lagoa Azul 2 4.56 km Toivonen, Henri Mikkola, Hannu 2:20 117.26 km/h

SS5 Peninha 2 6.36 km Toivonen, Henri 3:50 99.55 km/h
SS6 Sintra 2 10.57 km Toivonen, Henri 6:53 92.14 km/h
SS7 Lagoa Azul 3 4.56 km Toivonen, Henri 2:18 118.96 km/h
SS8 Peninha 3 6.36 km Mikkola, Hannu 3:49 99.98 km/h
SS9 Sintra 3 10.57 km Rohrl, Walter 6:47 93.49 km/h
SS10 Martinchel 1 9.17 km Rohrl, Walter 6:28 85.08 km/h
SS11 Relvas - Lousa 1 22.73 km Mouton, Michele 19:01 71.72 km/h
SS12 Candosa 1 6.60 km Rohrl, Walter Toivonen, Henri 4:57 80.00 km/h

SS13 Salgueiro 1 16.83 km Rohrl, Walter 14:53 67.85 km/h
SS14 Bucaco 1 11.44 km Mouton, Michele 7:36 90.32 km/h
SS15 Relvas - Lousa 2 22.73 km Mouton, Michele 17:29 78.01 km/h
SS16 Candosa 2 6.60 km Mouton, Michele 4:55 80.54 km/h
SS17 Salgueiro 2 16.83 km Pond, Tony 13:36 74.25 km/h
SS18 Bucaco 2 11.44 km Mouton, Michele 7:20 93.60 km/h
SS19 Viseu 1 25.96 km Mouton, Michele 17:17 90.12 km/h
SS20 Moes 1 11.00 km Mouton, Michele 6:45 97.78 km/h
SS21 Viseu 2 25.96 km Mouton, Michele 17:38 88.33 km/h
SS22 Freita 24.47 km Mouton, Michele 18:36 78.94 km/h
SS23 Fafe 7.72 km Rohrl, Walter Mouton, Michele Pond, Tony 6:19 73.33 km/h

SS24 Cabreira 26.40 km Mouton, Michele 19:29 81.30 km/h
SS25 Marao 1 36.25 km Mouton, Michele 26:45 81.31 km/h
SS26 Alto Espinho 1 21.17 km Eklund, Per 16:29 77.06 km/h
SS27 Marao 2 36.25 km Mouton, Michele 27:19 79.62 km/h
SS28 Alto Espinho 2 21.17 km Toivonen, Henri 16:23 77.53 km/h
SS29 Armarar 9.56 km Toivonen, Henri 6:55 82.93 km/h
SS30 Lamego 17.74 km Toivonen, Henri 10:42 99.48 km/h
SS31 Moes 2 11.00 km Wittman, Franz 6:56 95.19 km/h
SS32 Viseu 3 25.96 km Toivonen, Henri 17:30 89.01 km/h
SS33 Arganil 1 41.63 km Toivonen, Henri 30:14 82.62 km/h
SS34 Candosa 3 6.83 km Toivonen, Henri Mouton, Michele 5:16 77.81 km/h

SS35 Lousa 1 10.63 km Toivonen, Henri 7:56 80.39 km/h
SS36 Arganil 2 41.63 km Wittman, Franz 30:54 80.83 km/h
SS37 Candosa 4 6.83 km Mouton, Michele 5:14 78.31 km/h
SS38 Lousa 2 10.63 km Mouton, Michele 8:05 78.90 km/h
SS39 Martinchel 2 9.17 km Mouton, Michele 6:39 82.74 km/h
SS40 Coruche 20.27 km Mouton, Michele 11:34 105.15 km/h

Finals
1st 7 Mouton, Michele
Audi quattro FR G4 7h 39m 36s --:--
2nd 8 Eklund, Per
Toyota Celica SE G4 +13m 07s --:--
3rd 18 Wittman, Franz
Audi quattro AT G4 +27m 49s 0:10
4th 10 Torres, Carlos
Ford Escort RS1800 PT G4 +51m 22s 0:01
5th 14 Coppier, Alain
Citroen Visa FR B9 +1h 14m 35s --:--
6th 19 Silva, Mario
Ford Escort RS1800 PT G4 +1h 21m 36s --:--
7th 48 Ferreira da Cunha, Antonio
Opel Ascona PT G2 +1h 49m 33s --:--
8th 27 Dorche, Christian
Citroen Visa FR B9 +1h 56m 03s 0:06
9th 59 Tabatoni, Olivier
Citroen Visa FR B9 +2h 01m 00s 0:06
10th 16 Fleck, Jorge
Opel Kadett GT/E BR G2 +2h 01m 19s 0:06
11th 61 Marie, Michel
Citroen Visa FR B9 +2h 15m 11s 0:10
12th 83 Segurado, Antonio
Ford Escort RS2000 PT A7 +2h 17m 01s 0:04
13th 84 le Masson, Jean-Yves
Volkswagen Golf GTi FR A6 +2h 18m 15s 0:06
14th 58 Neyret, Stephane
Citroen Visa FR B9 +2h 32m 47s 0:05
15th 25 Kawahari, Masaaki
Datsun 280ZX JP G4 +2h 39m 23s 0:11
16th 60 Marteil, Jean-Luc
Citroen Visa FR B9 +2h 49m 18s 0:26
17th 95 Tavares, Jose
Datsun 120Y PT G2 +2h 58m 10s 0:12
18th 79 Klein, Ewald
Honda Civic DE A5 +3h 07m 06s 0:04
19th 64 Mello Breyner, Manuel
Peugeot 104 PT N +3h 13m 33s 0:15
20th 72 Sturken, Nicolas
Ford Escort RS2000 PT A7 +3h 17m 31s 0:11
21st 56 Malherbe, Michel
Volkswagen Golf GTi CH A6 +3h 30m 46s 0:24
22nd 66 Mendes Pinto, Jose
Honda Civic PT A5 +4h 04m 26s 0:28
23rd 94 Guieu, Robert
Peugeot 104 FR G2 +4h 17m 39s 0:43


1988
SS1 Estoril 11.60 km Biasion, Massimo Ericsson, Mikael 8:10 85.22 km/h
SS2 Montejunto 9.60 km Biasion, Massimo 5:12 110.77 km/h
SS3 Figueiro dos Vinhos 20.50 km Auriol, Didier 12:59 94.74 km/h
SS4 Campelo 10.50 km Biasion, Massimo 7:13 87.30 km/h
SS5 Serra de Lousa 25.00 km Auriol, Didier 15:02 99.78 km/h
SS6 Prestimo 12.00 km Biasion, Massimo 7:43 93.30 km/h
SS7 Vouzela 14.90 km Alen, Markku 9:44 91.85 km/h
SS8 Oliveira de Frades 8.40 km Biasion, Massimo Auriol, Didier 4:45 106.11 km/h

SS9 Freita 24.30 km Biasion, Massimo 15:56 91.51 km/h
SS10 Arouca 22.30 km Biasion, Massimo 14:20 93.35 km/h
SS11 Fafe - Montim 1 6.70 km Alen, Markku 3:53 103.52 km/h
SS12 Fafe - Lameirinha 1 10.10 km Mikkola, Hannu Alen, Markku Biasion, Massimo 7:04 85.75 km/h

SS13 Fafe - Lagoa 1 7.70 km Alen, Markku 6:05 75.95 km/h
SS14 Braga 13.20 km Alen, Markku 10:43 73.90 km/h
SS15 Arcos - Portela 26.60 km Mikkola, Hannu 18:27 86.50 km/h
SS16 Sao Lourenco 26.50 km Mikkola, Hannu 21:38 73.50 km/h
SS17 Fafe - Montim 2 6.70 km Alen, Markku 3:46 106.73 km/h
SS18 Fafe - Lameirinha 2 10.10 km Alen, Markku 6:56 87.40 km/h
SS19 Fafe - Lagoa 2 7.70 km Alen, Markku 5:57 77.65 km/h
SS20 Cabeceiras - Sao Nicolau 13.60 km Biasion, Massimo 9:16 88.06 km/h
SS21 Carvalho de Rei 10.90 km Alen, Markku 7:40 85.30 km/h
SS22 Aboboreira 21.20 km Alen, Markku 15:58 79.67 km/h
SS23 Armamar 9.30 km Loubet, Yves 6:43 83.08 km/h
SS24 Covelo de Paiva 1 15.40 km Biasion, Massimo 9:45 94.77 km/h
SS25 Viseu 1 20.80 km Biasion, Massimo 13:23 93.25 km/h
SS26 Covelo de Paiva 2 15.40 km Fiorio, Alessandro 9:52 93.65 km/h
SS27 Viseu 2 20.80 km Biasion, Massimo 13:34 91.99 km/h
SS28 Sao Giao 1 17.60 km Fiorio, Alessandro 13:50 76.34 km/h
SS29 Piodao 1 24.00 km Biasion, Massimo 17:32 82.13 km/h
SS30 Arganil 1 22.40 km Biasion, Massimo 14:40 91.64 km/h
SS31 Sao Giao 2 17.60 km Alen, Markku 13:40 77.27 km/h
SS32 Piodao 2 24.00 km Biasion, Massimo 17:40 81.51 km/h
SS33 Arganil 2 22.40 km Alen, Markku 14:22 93.55 km/h
SS34 Amoreira 16.00 km Fiorio, Alessandro 13:22 71.82 km/h
SS35 Vale de Ursa 7.50 km Alen, Markku 4:50 93.10 km/h
SS36 Abrantes 15.30 km Alen, Markku 8:59 102.19 km/h
SS37 Coruche 20.30 km Alen, Markku 9:44 125.14 km/h

Finals
1st 4 Biasion, Massimo
Lancia Delta Integrale IT A8 6h 44m 01s --:--
2nd 9 Fiorio, Alessandro
Lancia Delta HF 4WD IT A8 +8m 46s --:--
3rd 7 Loubet, Yves
Lancia Delta HF 4WD FR A8 +9m 22s --:--
4th 2 Mikkola, Hannu
Mazda 323 4WD FI A8 +10m 44s --:--
5th 3 Blomqvist, Stig
Ford Sierra RS Cosworth SE A8 +11m 38s --:--
6th 1 Alen, Markku
Lancia Delta Integrale FI A8 +12m 08s --:--
7th 5 Weber, Erwin
Volkswagen Golf GTI 16V DE A7 +23m 44s --:--
8th 14 Amaral, Inverno
Renault 11 Turbo PT A8 +27m 40s --:--
9th 18 Bica, Carlos
Lancia Delta HF 4WD PT A8 +33m 54s --:--
10th 10 Recalde, Jorge
Lancia Delta HF 4WD AR N4 +35m 55s --:--
11th 26 Gaban, Pascal
Mazda 323 4WD BE N4 +51m 57s --:--
12th 31 Ortigao, Jorge
Toyota Corolla GT PT A6 +53m 33s --:--
13th 54 Mello Breyner, Tomaz
Peugeot 205 GTI PT N3 +57m 47s --:--
14th 44 Ferreira da Cunha, Antonio
Audi Coupe PT A8 +57m 51s --:--
15th 37 Fernandes, Ramiro
Lancia Delta HF 4WD PT N4 +1h 08m 15s --:--
16th 60 Leite, Jorge
Renault 11 Turbo PT N4 +1h 21m 31s --:--
17th 32 Stubbings, Simon
Mazda 323 4WD GB N4 +1h 25m 02s 5:00
18th 83 Lopes, Adruzilo
Toyota Corolla GT PT A6 +1h 26m 54s --:--
19th 59 Montagne, Dany
Citroen AX FR A5 +1h 27m 42s --:--
20th 43 Honrath, Horst
Volkswagen Golf GTI 16V DE A7 +1h 29m 20s --:--
21st 104 Goncalves, Vitor
Peugeot 205 GTI PT N3 +1h 32m 15s --:--
22nd 64 Viana Ferreira, Jose
Renault 11 Turbo PT N4 +1h 35m 43s 8:00
23rd 66 Neves, Filipe
Opel Manta PT A7 +1h 45m 07s --:--
24th 56 Almeida Santos, Antonio
Toyota Corolla GT PT A6 +1h 46m 43s --:--
25th 107 Silva, Fernando
Toyota Corolla GT PT N2 +1h 50m 35s --:--
26th 112 Carvalho de Sousa
Toyota Corolla GT PT N2 +1h 54m 53s --:--
27th 52 Jacques, Denise
Citroen AX FR A5 +1h 55m 03s 5:00
28th 93 Ahrens Teixeira, Jose
Renault 11 Turbo PT N4 +1h 56m 16s --:--
29th 111 Marques, Antonio
Toyota Corolla GT PT N2 +2h 03m 04s --:--
30th 97 Fonseca, Carlos
Renault 5 GT Turbo PT N4 +2h 10m 00s 1:00
31st 90 Veloso Amaral, Paula
Renault 11 Turbo PT N4 +2h 13m 25s --:--
32nd 61 Antonio, Jose
Renault 11 Turbo PT N4 +2h 34m 41s --:--
33rd 98 'Mabeco'
Renault 5 GT Turbo PT N4 +2h 42m 35s 20:00
34th 84 Tomaz, Manuel
Vauxhall Nova PT A5 +2h 55m 41s 1:00
35th 117 Pourrit, Alain
Citroen AX FR N1 +4h 17m 30s 6:00
 

Rex

New member
Joined
Jul 28, 2010
Messages
600
MBTI Type
INTJ
Instinctual Variant
sp/sx
[MENTION=10686]MatsNorway[/MENTION]
1982
Coruche 20.27 km Mouton, Michele 11:34 105.15 km/h

1988
Coruche 20.30 km Alen, Markku 9:44 125.14 km/h <- another Integrale

These are the only one close enough on the distance that you might be able to compare. And to check that the times are not a result of bad weather i would look at the previous rallies so see if there was a steady progression to them.
 

Rex

New member
Joined
Jul 28, 2010
Messages
600
MBTI Type
INTJ
Instinctual Variant
sp/sx
1983
SS43 Coruche 20.00 km Mouton, Michele 10:46 111.46 km/h

1984
SS45 Coruche 20.00 km Mikkola, Hannu 10:30 114.29 km/h

1985
SS47 Coruche 20.00 km Rohrl, Walter 10:18 116.50 km/h

1986
SS48 Coruche 20.00 km Ortigao, Jorge 11:52 101.12 km/h (bad weather?)



1987
SS37 Coruche 20.30 km Biasion, Massimo 10:19 118.06 km/h

1988
SS37 Coruche 20.30 km Alen, Markku 9:44 125.14 km/h

1990
SS39 Coruche 20.30 km Auriol, Didier 9:58 122.21 km/h

1989
SS38 Coruche 20.30 km Alen, Markku 10:02 121.40 km/h



1993
SS38 Coruche 19.52 km Biasion, Massimo 9:35 122.21 km/h

1994
SS36 Coruche 19.50 km Biasion, Massimo 9:33 122.51 km/h

If you want to continue i found these stages to be promising
http://www.google.co.uk/custom?doma...FNT:0000FF;GIMP:0000FF;FORID:1;&hl=en&q=Viseu

http://www.google.co.uk/custom?q=Ar...ivnsm&ei=zNQgUOnDJ8mg4gTg_YHwDw&start=10&sa=N
 

DiscoBiscuit

Meat Tornado
Joined
Apr 13, 2009
Messages
14,794
Enneagram
8w9
i like discobiscuit's entries better.

Thanks.

Here's one more for ya!

LOVE AT FIRST SIGHT

AudiS2-01.jpg


Those of you that read Rod’s editorial for this month will remember that he likes to think of Speedhunting as a verb. For anyone still confused at what this means exactly, let me add two adjectives that further describe Speedhunting: jet lagged and delirious. While this job is one of the more exciting occupations I can think of, it does come at a price, usually paid in full by the brain.

AudiS2-02.jpg


Don’t think for a minute that I’m complaining, I’m a big boy and this is the career I have chosen for myself. It’s just a little strange to think about how the days and years and the events they hold come and go, seemingly interchangeably. As I sit here typing this story in Ohio, still recovering from a cold acquired from jumping too many fences, walking too many miles and getting entirely too wet at Spa, it seems as though Gatebil Rudskogen was several lifetimes ago.

AudiS2-03.jpg


Over time the events, the plane flights, the lugging of camera gear and the sleepless nights all begin to blur into one giant stream of semi-consciousness. Perhaps this state of chronological dissolution is simply the human brain’s defense mechanism against an over-saturation of unbelievable stuff. But despite the cloudy recollection of time and dates, there is one thing that my mind’s card catalog can recall quite well – the cars.

AudiS2-04.jpg


In particular when I see a very special car it seems to be permanently locked in my brain and I can remember it as if I had just walked away. These cars will continue to stick in my mind long after I’ve shot them, waiting to be recollected at another time. At Gatebil this was certainly the case for several cars, including Orjan Thorsen’s incredible Audi S2.

AudiS2-05.jpg


In America it’s not too often that you see a modified Audi, and when you do they’re typically of the stanced air ride variety. Therefore you should understand my shock as I first laid eyes on this car when I rolled into Gatebil after sixteen hours of flying and a two hour drive through Norway in a GT86.

AudiS2-06.jpg


It was the first car I can remember seeing at the event and the last one on my mind after leaving. Sitting perched atop a trailer, elevated into my line of vision above the train of cars waiting to enter, I could all but ignore it’s aggressive exterior. In my mind it was a good omen, a sign of great things yet to come for the weekend.

AudiS2-07.jpg


Once we finally made our way inside Rudskogen motorcenter it didn’t take long before I decided to search for the red Audi. I knew I would probably encounter dozens of amazing builds over the next few days but I didn’t want to waste any time locating this one. It was automotive love at first site if you will.

AudiS2-08.jpg


As the weekend would unfold I would inevitably find countless cars that blew my mind, but I had no regrets about spending my first hours in Norway with this S2. Unlike some of the cars I saw at Gatebil, this one was extremely well thought out and very well built; I think it will be cars like this that could turn the Scandinavian car scene into a global hot spot like Japan or America.

AudiS2-09.jpg


The exterior makes it quite evident what the car’s intent is – going like hell. In the owners words, or at least translated ones, he tells me that he wanted to build a raw time attack car that could give the rest of the monsters at Gatebil a shock. I would say there is no question that this car does just that.

AudiS2-10.jpg


Even standing still it’s quite an intimidating machine, but not in the stereotypical-Gatebil-chopped-up-and-rebuilt-in-a-shed way. Yet it was in fact built in a shed, but with extreme care. I’d go so far as to say it nearly looked as though it were and ex-factory racer. Virtually the entire body is now either carbon or glass fiber with a full widebody kit, including doors, hood and trunk, from ACM.

AudiS2-11.jpg


The cockpit is quite possibly even nicer than the outside of the car. The rollcage design was very comprehensive, especially for a time attack car which are known to have the most flimsy weight saving cages around. Other small details like the flocked dash and carbon paneling made the interior feel like a properly completed cockpit rather than a good-enough racer.

AudiS2-12.jpg


While the interior doesn’t have a whole lot going on, the pieces left around are all very nice. You can never go wrong with names like OMP and Sparco.

AudiS2-13.jpg


I found the use of the switch panel to mount a few gauges rather curious. With the tachometer even further off to the right it began to remind me of a NASCAR dash.

AudiS2-14.jpg


Strangely I think that the rearward view is actually even more interesting. In addition to more visually pleasing cage work there are several other occupants sitting just behind the driver, separated by a large piece of lexan, where a trunk and rear seat once resided.

AudiS2-15.jpg


These spaces are now occupied by a fuel cell, a radiator and some massive ducting.

AudiS2-16.jpg


Lest I forget there is also an oil sump back here for the lubrication setup which has removed the conventional pan in lieu of a dry sump unit.

AudiS2-17.jpg


Rather than hacking a hole in the lid like many of the other cars I witnessed in Norway, Orjan has gone to great lengths to ensure his cooling system is fully functional and has grafted the largest naca duct I’ve ever seen into the roof.

AudiS2-18.jpg


On the other side of the radiator there is a large opening between the wing uprights to expel the hot air, aided by a pair of puller fans for when the car is stationary.

AudiS2-19.jpg


The engine setup is fairly straight forward: take a bulletproof Audi block and force feed as much air to it as possible. This seems to be a pretty popular concept among the Scandinavians and I think they’re on to something here, particularly in terms of bang-for-the-buck performance.

AudiS2-20.jpg


Orjan built both the intake plenum and turbo manifold himself, another common theme at Gatebil. Perhaps this was the only way he could possibly squeeze the massive Precision turbo into the remaining open space in the engine cavity. With so many vital components in close quarters virtually all the hot items have been heat wrapped for a little extra security.

AudiS2-21.jpg


Coming from the states where nearly every engine bay is littered with shiny bits that don’t necessarily make any power, it’s shocking to see such incredibly fast cars without much more than a single adjustable cam sprocket in sight.

AudiS2-22.jpg


Here we can see part of the Peterson dry sump oil pump. While this might be one of the shinier components in the bay, this one is certainly not for looks. With the types of g-forces these Audi Quattros are able to create with their insane AWD system I’d say a dry sump is the only way to go, unless you like it when your engine goes boom.

AudiS2-23.jpg


Safely located inside the cowl, rather than dangling over exposed wires, are the fluid reservoirs for the Tilton hydraulics. Properly executed indeed

AudiS2-24.jpg


Seeing this car blew the lid off my definition of a time attack car. It is devastatingly Scandinavian and there is nothing about the car, the components attached to it or the way it has been assembled, that strikes me as being familiar territory for time attack cars in Japan, US or the rest of the world.

AudiS2-25.jpg


Yet on all accounts it rightfully fits the bill. It’s a no-holds barred monster built with one purpose in mind – setting a hot lap. Despite the amount of awesome things we see as Speedhunters, it isn’t every day that I come across a car like this. Which probably explains why, despite the event being little more than a fuzzy dream, I can still feel the excitement I felt when I first spotted it.

1992 Audi S2

ENGINE

Turbocharged 2.2L Audi block; Cat cams; JE pistons; Pauter rods; Peterson drysump; homemade plenum and turbo manifold; Precision 62/65 turbo; rear mounted aluminum radiator with custom plumbing and ducting; rear mounted oil sump; fuel cell; Ferrita exhuast

DRIVELINE

Standard 6-speed O1E gearbox with locked center (4wd); Tilton triple-plate clutch

SUSPENSION / CHASSIS

Full rollcage; Bilstein dampers; H&R springs; Selholm roll bars; homemade aluminum bushings and spherical bearings

BRAKES

XYZ 6-piston / 4-piston calipers (front/rear), floating rotors; Tilton pedals; Wilwood adjustable proportioning valve

WHEELS / TIRES

18X10″ Zito wheels; Michelin 30/68-18 slicks

CABIN

OMP suede steering wheel; Sparco seats; SRS harnesses; carbon fiber door cards and panels; Autometer boost and oil pressure gauges; AEM wideband gauge; Maximum Performance tachometer;

BODY

ACM widebody kit including hood, trunk, front fenders, rear fenders, side skirts, doors, front bumper, rear bumper, headlight block offs, front splitter; rear wing; Carbon Mods dive planes

More stories by Sean Klingelhoefer on Speedhunters

More stories from Gatebil on Speedhunters

More car features on Speedhunters

-Sean

I think that Audi makes about 600hp.
 
Top