djr81

Easy the four Walkinshaw cars are good in the dry, but hopeless in the wet.

yeah, peach fuzz makes you like such a hard geezer. Sorted.

Oh, ok then. Better now?

Latte? You mean the triple decaf sugar free soyachino don't you? Ah what do I care I moved out of home once so clearly I have nothing left to prove.

Yawn. If you want something that will start to tax your brain concentrate on where McRae is driving whilst digesting Nicky Grist's pace notes. They are straight forward - the higher the number the faster the corner - same as a gearbox. http://www.youtube.com/watch?v=lzyV7Q0Sy40 In any spare moments you may have check the speed & the size of the trees on the road side. When you brain can't keep up contemplate that would be the same moment that you would be your way to a big accident.

I liked this thread better when it was about me. But thanks for the advice. Now that I have it on someone elses authority that drifting is easy I can go and do all the stuff you have listed. I have seen the light.

Thanks for the encouragement. I will work on something else along the lines of all drift fans being fully sik hat backwards wearing pre adolescents with a collective annual income approaching the $100 mark. Just give me some time, eh?

Yeah drifters use heaps of throttle control. You need to keep your foot mashed to allow the engine to bounce of the rev limiter every 0.5 seconds. Now that is throttle control. Would that be on the rare occassion they are actually holding onto the wheel & not just letting the excessive castor do the steering for them? How is that for flaming, I am only new to this....

Fkn newbies. Proper Orstraylean cars are racing green with a gold stripe down the middle. Just like German cars are silver, British cars are British Racing Green, French cars are blue, Italian cars are red. I am quite certain it has always been this way & always will. Otherwise how do you know where they come from? That's all I have.

Well I watched most of the ashes series last year. That wasn't sport, it was a bloke kicking a dog. Any sport at a reasonably competitive level is not easy. (but it may be boring, as in rugby league) People say I could do that about just about everything. Yeah, you can drive a car around a circuit. But if you are a few tenths shy in a controlled spec series you would be waaayyy down the back of the grid... Being competent is easy. Being good is alot harder. Being a champion is harder still (& not something I will ever need conern myself about) That holds true for every sport. How difficult it looks to a casual observer has no bearing on the degree of skill required to be a champion. Only the intensity of the competition does.

Generally there is a usefully large amount of gear that can be taken from either the RB25's or the 26's & fitted to the 20's. Off the GT-R's fuel pumps have been mentioned (Got one for sale as it happens) but also injectors with suitable mods fit, as do the cams & if you are handy even GT-R intercoolers can be made to fit. From the RB25's the turbo is the most usefull component, as mentioned.

Cool a Lola (Larousse) Lambo. Wonder what Ukyo Katayama is doing these days.

Benetton had a works deal in '94 with Ford. The motors were no longer badged as Cosworth by that stage. In '95 they had Renault motors. I reckon you could reasonably quantify it as a factory eninge deal because the motors were every bit as good a the ones in the Williams. The best I can come up with is McLaren in 1993. Senna won 5 GP's with a customer Ford engine that was always an evolution behind the works Benettons versions. Ron Dennis had to sign a cheque to get them too.

If memory serves Honda were not in F1 under their own name at that point, meaning the Mugen engine was not technically a customer engine. In previous years it had been basically a badged version of obsolete variants of the bespoke motors. I was thinking more along the lines of say the Renault relationship with RedBull, or perhaps Ferrari's with Sauber. Mind you HHF came mightilly close to a drivers crown in '99. If only they hadn't coughed it up at Monza. They were still Mugens in '99 I think.

Love the shot of the Minardi.

Yeah, how many millions of pounds is he paying Frank Williams so he can drive that POS Honda? Prize of undying admiration if anyone can remember the last constructor to win a race with a customer engine - Jordan in South America doesn't count.

News flash: Red Bull (or any customer engine team) will never will a grand prix. Ever. Conclusion: Webber is wasting his time & should be pounding Flava-Flav for a seat at Renault. Before they re-sign Alonso.

Sheesus. You have a thread bung full of mechanical engineers (yes, guilty as charged) banging on about thermodynamcis & heat transfer & you want practical advice on building things?

Yes, see the data log of the two laps for your answer. The calculation was merely indicative The more you compress the air the hotter it will get. This is true irrespective of the inlet air temperature or pressure. It is why compressor maps are shown using a pressure ratio on the vertical axis. As a general rule air doesn't pick up much temperature from being in contact with pipework etc. (take a look inside your intercooler to see how much gear is inside to allow for the heat transfer) But it most certainly does when it is compressed by an inefficient turbo compressor - even the good ones only run to about 80% efficiency ie 20% of the output is just heating the air.

To deal with the second point first. There is only manifold vacuum at idle, so your BOV should be shut & the turbo doing nothing of any note. In any case the intercooler cannot cool air below the ambient air temp. Heatsoak in the intercooler is caused by it ingesting hot air rather than from radiant heat. To deal with the first point second, this may explain things somewhat. Or it just may give you a headache. It is a datalog of a road test with thermocouples hooked up to various points in the car. Pod was unshielded. Conditions: Ambient 15 deg. Drive down hwy at 100 k's, brake and accelerate from 2nd gear throught to 8000 rpm in 4th, cruise for about 30 sec and the accelerate from 3rd gear to 8000 rpm in 4th. Stop and idle for about 45 seconds shortly after. Temps at 8000 rpm in 4th for first test: air filter 48 (blue) after turbo 117 (pink) after I/C 45 (yellow) throttle body 51 (cyan) Temps at 8000 rpm in 4th for second test: air filter 47.3 after turbo 122.6 after I/C 45.9 throttle body 53 Temp at air filter after stationary at idle for about 45sec was 84 deg! Thermo fans switched on and filling engine bay with hot air obviously. So, based on the above results for the second test lets to some 'what if' scenarios based on different inlet temps to see what effect they have on the after I/C temps. Intercooler efficiency = 71 %. Temp rise across turbo = 75.3 deg. Using these figures some calculated and an ambient temp of 15 deg, after I/C temps are: Assumed inlet temp/Calculated after I/C temp 15/ 36.6 20/ 38.1 30/ 40.9 60/ 49.5 80/ 55.3

Have a look at the attached data log. It shows the difference between a cold day (quicker) & a hot day (Slower). You can clearly see at the 37 second mark that in third the rpm trace is falling away in part because the intercooler cannot cool the air as efficiently as on the cooler day. Yet the car keeps up in 2nd gear & when the cooler has a chance to dump some heat (ie when cornering) This is despite a cold air feed & a good sized intercooler. Heat soak in your intercooler is real & something you need to try & avoid. Cold air feed to the pods helps avoid it.

For my 10 cents, if you are going to make one you may as well make it air tight. A few points before I make my, errr, point. 1. Charles law. Put simply this says that temperature & volume (read density for our application) are inversely proportional. So a 30 degree increase in inlet temperatures will give you a 10% DECREASE in inlet charge density. This makes the turbo work harder which adds even more heat. Your intercooler can only remove some of this heat. 2. There is a compensating gain for air density that can be used. If you plumb your air intake into the high pressure area at the front of you can feed the cold air intake at above atmospheric pressure. Obviously this doesn't work on a dyno. My point is simply this. You need to have a substantial constriction in the air feed to get anywhere near the losses incurred by sucking hot air. Calculated approximately a 100mm pipe, plumbed correctly, can adequately feed a 500+hp engine. Lastly the worst effect of not having a cold air feed is when you are at the start line for a hillclimb or at the drags. The hot air will heat soak the intercooler which will give you less horsepower when you need it most.

Well for my 10 cents worth David Richards should concentrate on building a proper WRX for Solberg, Atkinson & Pons. Leave the F1 business for people who want to build their own cars. Customer chassis suck wang.

It is just people showing commitment to their sport.... The important thing is to be able to TOUCH the car as they go past at warp factor nine. It is the reason that they ended up having to stop the WRC going to Portugal. Fans there were just too into rallying. They only went back this year & even then in the arse end of the country to keep people away.

The real Stig (Stig Blomqvist) Plus a proper engine - FIVE cylinders....