Edward Hu posted on Sunday, June 28, 2015 9:48 PM
In our last update on the Blacktrax Performance S2000, nicknamed “Irene”, we covered the basic motor internals, exchanging the rubber subframe mounts with solid pieces, and the rubber suspension bushings with spherical units. We had made some body modifications in order to fit the new wheels and tires, and also for the final aero pieces, which will be covered first in this update on Irene.
posted on Tuesday, June 23, 2015 9:35 PM
This is Damnit. All of my cars have nicknames, but this one earned its name long before I ever picked it up. I could write a book about everything that’s either been wrong or has gone wrong during the previous phases of this build. That being said, this is my first “real” race car. I intend to use Damnit targeting NASA Pro Racing’s ST2 class. Super Touring is a power-to-weight class with fairly open rules. Pretty much as long as you don’t move suspension pick-up points you can do a lot of things. ST2 is limited to 8.0:1 (lbs per horsepower) which, with a ~3200lb SC300 limits me to ~400WHP. Power, engine and other info will come in subsequent articles. Today, we're prepping to install a fuel cell.
Dave Zipf posted on Sunday, June 21, 2015 9:47 PM
Daniel O'Donnell posted on Wednesday, June 17, 2015 7:35 PM
At Professional Awesome Racing, we take pride in thinking through problems and coming up with solutions that are as efficient and reliable as possible, all while fitting into a modest budget. We try not to do things that other people do just because “it’s always been done that way.” As you can read in our previous articles, this has lead to unique designs with our chassis/roll cage and powerplant. We like to think this same mentality translates into our fuel and computer systems and that’s the topic we’ll dive into today. So enjoy reading while sitting on your favorite throne or perhaps fire up MotoIQ at work with a finger quick to pop up a spreadsheet if the boss walks by.
Frank Ewald posted on Sunday, June 14, 2015 8:20 PM
There is nothing like seeing a race car in action. Even more, there is nothing like watching a race car move from a bare shell into a Global Time Attack Unlimited Front Wheel Drive class winning race car. William and Noreen Au-Yeung welcomed me into their store, Point Zero Audio and PZ Tuning, then opened the shop doors so that I could follow along on the build of this Honda Civic.
posted on Wednesday, June 10, 2015 8:09 PM
M-P Spierer posted on Tuesday, June 09, 2015 10:36 PM
by M-P Spierer
The Mazda 767B is the third of four IMSA GTP predecessors to the iconic 787B that took the overall race win at the 24 Hours of Le Mans in 1991. The 767B was first raced in 1989 and is widely considered a success due to its reliability and for the part it played in progressing Mazda to the top of the podium in '91. This heritage is important because the 787B marked the first and only overall Le Mans win thus far from a Japanese manufacturer. It is also the first and only overall win using a rotary engine. So let's celebrate that heritage and take a closer look at some cutting edge 1980's technology.
Frank Ewald posted on Sunday, June 07, 2015 11:29 AM
by Frank Ewald
Is there anything better than spending a weekend at Watkins Glen? How about spending the weekend at the Glen tracking your car? Maybe, tracking your car in an endurance race! How about three days of racing? 18 hours in total to push your team and your car to the limit. Top that off by getting on the podium twice - it certainly is nice. Even better, having a car running well is absolutely the highlight! To make it even better than that, telling yourself that you cannot attend and then getting a last minute call to drive a fast car at the full track in Optima Batteries ChumpCar World Series Memorial Day weekend event at WGI. Four hours Friday. Eight hours Saturday. Six hours Sunday. What a great weekend!
Colin Holte posted on Thursday, June 04, 2015 12:36 AM
One of the biggest knocks against Formula 1 and Indycar is the lack of diversity in the powertrains. The rules are extremely restrictive which means all the teams use the same basic formula for their powertrains. Formula 1 uses 1.6L, 6-cylinder, gasoline direct-injection turbocharged engines with MGU-K and MGU-H energy recovery devices with batteries being the storage medium. There is a little room for creativity in the turbos, but that’s about it. All Indycars uses 2.2L V6 twin-turbo engines; i.e. boring. The engines used in Formula Drift have more variety than Formula1 and Indycar combined. Now, enter the World Endurance Challenge where there are only a few basic rules resulting in the most impressive and widest range of powertrain technologies in one race series.
clint boisdeau posted on Wednesday, June 03, 2015 5:29 PM
Races 3 and 4 of the MotoIQ Pacific Tuner Car Championship presented by Motul brought us to AutoClub Speedway in questionably beautiful Fontana, CA. What was amazing was the weekend's cloudy and cool weather which yielded happy engines and good surface grip. The "roval" configuration utilizes the front straight and turn 1-2 of the NASCAR oval. But instead of continuing on the back straight of the oval, road racers are subjected to a brake zone from 130+mph to about 40mph for a tight left/right leading on to the infield road course. The majority of the passes at this track happens under brake zones and through the oval. With 3 very different cars with a variety of pros and cons each, it was going to make for a very interesting race.