952 trackcar update.

[333pg333]

There's very little left off the car Simon. Actually the bodywork took a LONG time to sort. Mainly due to parts not fitting and coming from a few different suppliers. Been a difficult marriage to manage as in amalgamating all the different panels together. Even by themselves the parts needed various degrees of massaging. This really bit into the budget and time of the project. There are very few oem metal parts left on the body. We swapped the roof out to a single skin metal version and the tailgate/light panel is still stock. Apart from that it’s all either f/g or c/fibre. To change from the stock doors with glass to c/f with lexan is a Huge weight savings. Again, bit of work involved and not cheap but in terms of $ per lb it still is a worthwhile exercise for a racecar. Overall, there is a very long list of modifications to this car. One day I should list them just for fun.

 

[944 man]

Never add it all up! []

 

[Ex Skyline]

My Black T4's name is Vader! Just thought i'd share that useless piece of information []!!

 

[Mike_Pollock]

Fantastic Pat!

 

[944Turbo]

Insane! [][][][][]

 

[333pg333]

Thanks guys. Hope to represent not only the Marque but the model also. []

 

[nick_968]

Hey Pat Car looks awesome, its been a long steady evolution but it has really come together now. I like the coolers, does the rad have its own air intake or just the air that comes through the intake? What are the temps like under full load? It looks like a pretty chunky rad core is that 3 - 4 inches thick? WHat is your final target for power and at what boost? Looking forward to seeing your first time attack efforts

 

[333pg333]

Hi Nick Due to space constraints we had to locate the IC and Rad in same path. Certainly not uncommon. We were tinkering with the idea of a split system but just too hard and expensive. Another option was to move the Rad system to the rear hatch like the Orca car but that's getting extreme. So far the temps have all be within spec although we might put in another oil cooler. We'll see. We haven't tested it yet in Sydney heat but one of the advantages of Time Attack format is not many laps in a row. Essentially it's like the Festival of Qualifying hehe. Thus far the power is substantial enough for me. In fact we've been running at lower boost than the 1.5 for the 505whp. We'll crank it up at the other track I suspect and there are many sensors to protect all and sundry should it detect anything out of the ordinary. My only quibble is that the motor is falling way short of what I targeted for rpms. Not that this is a bad thing overall. If we are revving to only 6500 instead of 7500 then the motor lasts a % time longer but it could be more efficient and also then drop down into the meat of the turbo if we're shifting at higher rpms. So I am investigating getting a new intake made. Just quite difficult settling on a design.

 

[333pg333]

Oh, a nice thing we noticed on the 2nd test day we've just run. We started to play with the Wing a little. Just by increasing the attack on the smaller element we gained not only downforce but top speed due to better grip coming onto the main straight. Felt very satisfying seeing instant quantifiable data to show that not all the money has gone to waste. [] There was a guy in the next garage to us that I know and he had his 997 Cup car on the usual sticky Michelin slicks. Our car was 1.4 seconds faster than him around this short tight track. Typical fast lap times are 1:05 for a modest race car or well sorted road/track car. My friend's PB is 1:03.4 on fresh Hoosier slicks in his 3L 16v turbo and the Cup car did 1:02.6 on this day. We did 1:01.2 and on Medium compound R spec Yokohama AO50's. Really exciting to see just how fast this car is out of the box with very little development!