The roll-cage is now fabricated; awaiting the mounting of the harness bar and to be powder-coated (black).
ETA is back on of next week (read: w/c 16th Feb).
There's quite a lot to do to the car still and all of a sudden i find myself looking at the diary against the first test day - booked for Mid-march - and wondering "will the car be ready?"
Providing we can start work on stripping it ahead of the cage arriving, we should be fine but, the cage will take 20+ hours to fit. So I imagine at least c2 weeks in a workshop. We *should* be ok but you never know.....
The budget took another hit this week with the addition of a 6-point set of Willans Harnesses. Hot-Lap have modified them especially for the Elise; so it makes sense to pay the premium (£190 all-in -erhum-)
Friday, 6 February 2009
Thursday, 29 January 2009
(31st Jan) HANS device / roll cage faff
"mild-shag-and-hassle"....is the only way i can describe my endeavours in securing the most suitable roll cage to accomodate the HANS device.
You see, the challenge is to find a cage whereby i can mount the harness bar suitably low enough as to have a 5-to-20 degree angle on the belts as depicted in the image on the left (click for
full-size).
As you can see from this pic, the shoulder harnesses are somewhat higher than my shoulder level. So, this week i've been investigating different roll cages. The one I've decided on is the "Type C" cage from "Hot-Lap" - who are a series sponsor for ET.
More here: http://www.hot-lap.com/#/6pointcages/4532647708
Elgan - who runs Hot-Lap is happy to take specific measurements per car, and will fabricate a new roll cage based on custom requirements. After a complete "whore" of a day at work, I got home and spent about an hour in the garage taking measurements from the sill, seat, cage, and so forth to send to Elgan so he can get it right. I'm chatting with him tomorrow and providing he's happy with the numbers, I won't need to trailer the car across to Wales and back to take the measurements - although there is an alarming sense of inevitability that will have to happen. Some more pics:
Here you can see how much higher the harness bar is compared to the seat apertures.The top of my shoulders is approx halfway up the harness eye aperture in the seat. Ergo, it won't work presently.
Pic taken from driver side door looking in to side of seat and a-frame. The LOWER black mark is a"21cm" mark (21cm from top of sill to ideal mounting point) where the ideal mounting point would be for the harness bar to accomodate the 10-20 degree angle of shoulder belts.
Doing the plumb measurements from the apex of where the fuel tank sill meets the floor back to the front of the actual a-frame bar.
I am hoping this is all Elgan needs to fabricate the cage. The only thing I'm worried about is the space for the harness bar - there's a protrusion from 
(30th Jan) Interesting and annoying at the same time
In conducting some measurements for a 6 point cage last night, I've just found out that my existing 4-point Schroth harness is not compatible as a 6-point harness, nor is it compatible with a HANS device.
Take a look at these x2 pics (below) of the left handed shoulder strap harness.
You'll see there's an embroidered join on it. Apparently Schroth do this as STANDARD on all 4-point harnesses to prevent "submarining". In the event of the strap being subjected to excessive force, the embroidered strap is designed to stretch and break, thereby allowing your torso to "bend"
It is for this precise reason it's not HANS compatible , as the force of an accident where you'll really need the HANS could trigger the seamed join to break and then the HANS doesn't work!
Bah!
(click to enlarge)
Take a look at these x2 pics (below) of the left handed shoulder strap harness.
You'll see there's an embroidered join on it. Apparently Schroth do this as STANDARD on all 4-point harnesses to prevent "submarining". In the event of the strap being subjected to excessive force, the embroidered strap is designed to stretch and break, thereby allowing your torso to "bend"
It is for this precise reason it's not HANS compatible , as the force of an accident where you'll really need the HANS could trigger the seamed join to break and then the HANS doesn't work!
Bah!
(click to enlarge)
(29th Jan) Race calendar
Right, it looks as if I've sorted all my entries for the year. I'm *only* doing x5 race weekends (from a possible nine). The reason being:
a) Budget
b) Car prep / availability.
The full calendar for the UK Elise Trophy (and also the Lotus Cup Europe) can be found here:
http://www.elisetrophy.com/Calendar
- Snetterton: 13-14th June
- Brands Hatch GP (WTCC & F2): 17-19th July
- Donington Park: 15-16th August
- *Cadwell Park: 12th Sept (*TBC)
- Silverstone: 10th October
What I've discovered in this process (of confirming race entries that is) is a (sometimes irresistable) urge to compete in every race on the calendar. Some people have done this in their first season. For me, it will be impossible. The first race of the season is at Donington Park on 18/19th April however, I don't think there's any chance i'll be on the grid for then. I need time to familiarise myself with the car - ok several years chugging round tracks in a VX220 is one thing but this will be different and there will no doubt be some glitches between now and race #1 (Snetterton for me).
This week has mostly been spent faffing in the garage getting measurements for the HANS device (separate post about that to follow). For ET racers there are 2 or 3 cages to choose from which fit the S1 Elise. A lot of people choose not to race with a full roll cage but for me it's a pre-requisite. What i've found is that the manufacturers of these cages haven't taken into account that people want to race with a HANS device, so have not built in any adjustments in the cage for the height of the harness bar. You only have to look at the HANS fitting instructions to see how important that is:
http://www.stand21.fr/hans/images/Page-31-2.jpg
Anyway more to follow...
Tuesday, 27 January 2009
(27th Jan) Suspension refresh
Depending on how you want to view it, i either....
...and also to Ben - also pictured - (otherwise known as "Technical Support")
a) lost 2 days of my life stuck under a car at the weekend or,
b) gained a valuable insight into the working of an S1 elise suspension.
Whilst I'm sure Mrs R would vouch for option "a)", I very much view last weekend as option "b"...
Objective of weekend: Refresh all x8 balljoints (x2 per corner)
..and the result was..... Objective achieved (it only took 19 hours......)
Firstly,i'd just like to say a big thanks so Steve (otherwise known as BRR Chief Technical Officer) - pictured -
...and also to Ben - also pictured - (otherwise known as "Technical Support") 
......without whom this would not have been possible (oscar speech!)
Anyway, the day started off fairly early, having got the car up on axle stands the previous evening ( no mean feat in itself) we set about dismantling the OSR suspension.
....very quickly the rear of the car became a workshop bench/tool assembly/general crap area....
Every balljoint had a unique character. They were all old, narly, and very stubborn. This is a pic of the OSR (which now sends shivers down my spine)
And..
Lower balljoint removed.
- Brand new set of M10 12.9 grade plinth bolts
http://images30.fotki.com/v472/photos/4/42222/7117476/P1000650-vi.jpg
- A perished and narly old balljoint
- A perished and narly old balljoint
http://images45.fotki.com/v1440/photos/4/42222/7117476/P1000642-vi.jpg
- Lower balljoint installed - all greased up and ready to rock and roll...
- Lower balljoint installed - all greased up and ready to rock and roll...
The actual balljoint removal didn;t take long - it was the reassembly of the suspension which was the most time consuming part. The first corner took us from c10 through to 4pm. The second rear corner took 3 hours.
Pic below is the high-tec strucural engineering I implemented in order to get enough downward pressure on the upper balljoint to screw on the nylock nut and tighten to 45nm (this took me over one hour, i kid ye not)
Pic below is the high-tec strucural engineering I implemented in order to get enough downward pressure on the upper balljoint to screw on the nylock nut and tighten to 45nm (this took me over one hour, i kid ye not)
Little did we know that what knowledge we gained from the rear suspension was to be effectively neutered when we started on the front end of the car (on sunday) - as you can see from the pics below, the lower balljoint is mounted to a rectangual plinth - of which the bolts are nigh-on impossible to remove due to the angle of the plinth - as soon as they get half out, the lower wishbone is in the way - and it is this plinth which was the architect of the death of toelink removal tool #1.
A quick trip to halfords, some WD40, muchos "persuading" with a hammer, and the plinth came off with a gunshot of a crack and we started moving forwards again.
http://images47.fotki.com/v1403/photos/4/42222/7117476/P1000644-vi.jpg
http://images47.fotki.com/v1403/photos/4/42222/7117476/P1000644-vi.jpg
New lower balljoint installed...
The old nut thing again....as we discovered the solution was to mount the nute BEFORE attaching the plinth....
Normally, this type of picture would mean nothing to me. However, this is the sight of a finished OSF suspension corner - which signified the end of the work for the weekend - at approx 7pm on sunday evening.
I am guessing it's these long dark days which make the long sunny days, getting ready to line up on the grid, all the more sweet.
I am guessing it's these long dark days which make the long sunny days, getting ready to line up on the grid, all the more sweet.
As I tidied up the tools at the end of the day, stuck the battery on trickle charge and turned off the lights, I can;t describe how rewarding it is to have completed this little task - I can only benchmark it against what someone must feel after building a small boat, a big chest of drawers or finishing a sizeable garden landscape.
Steve - thank you so much. Thank you also to your "wahf" for letting you out to play for 2 days when she's a mere matter of weeks away from childbirth. The words "hhhhah faaahv" and the Kings of Leon will forever take on a new meaning.
Next steps:
- Decide on roll cage
- Fix driveshaft oil seal, gearbox mount, fit an oil cooler and remote thermostat, fix the front indicator light.
- Find out whether my HANS device works with the present seat.
And finally....
There i was on Sunday night, winding down for the evening at 10pm. Started to write a blog post and then - bam - an email comes in from Paul Golding - who runs the Lotus Elise Trophy.
Entries are open for the year online.
All the talking now stops.
I have to make decisions now on what races to enter as some of the grids are already locked out, with reserve lists building up every hour.
So, at 2am I have booked:
My first race: Snetterton in June.
Then:
Brands Hatch GP - racing on the same card as WTCC and the new F2 championship (eek)
Donington - August
Cadwell - September
Silverstone - October
I was undecided about Brands GP. Of course I want to race there, but the GP circuit is difficult to get access to by way of trackdays to learn the place. Being on the WTCC card means being in the plebs paddock - ergo awnings and other stuff is required (more faff basically) which can be a distraction so early on in the whole race experience thing. As I goto bed I find myself already thinking of the storage boxes I'll need for an "outside" paddock......
Monday, 26 January 2009
(19th Jan) Purchased: Lotus Elise 111s. Only lightly raced....honest guv
Right, let me start this post by saying i'm a little behind with things. Like most great ideas in my life - i often start "doing" them before I've actually thought about it (my colleagues at work will vouch that also includes talking_whilst_thinking). Ergo: I started writing this blog on my PC some time ago and events have now overtaken me: Even although today's date is January 26th, I am *typing* this on Jan 19th (geddit?)
*enters back-to-the-future-mode*
OK so the VX is sold - to a good home(where it will be tracked and returned to the Nordschliefe - J'espere) - and after much research I decided to buy this little monkey: It's a S1 Elise 111s race car, "only" raced for the 2008 season. Prepared by Steve Williams Sports Cars in Maidenhead and raced last year by a very firendly chap called Damian Murray. The car largely qualified in the second part of the Class A grid, had the occasional top-10 but mainly finished in the upper teens (no offence Damian).
It's a great little car. Buying a donor 111s in fairly half decent nick, and prepping it up to this level would set you back no less than £20k. Accordingly, I menntally exclaimed "Ree-sult" on acquiring the car for significantly less than that; the key figure being that I have 6k+ left over from the sale of the VX to get this car up to spec.
So, what does it have?
- A-frame half roll cage
- Corbeau race seat
- Scroth 4-pt harness
- Eliseparts gear linkage (short shifter kit - after the car gear-farting it's anger at a number of missed downchanges when i drove it home. I am undecided about this bad-boy mod)
- Full plumbed in FEV fire extinguisher (basically it will go off in the cockpit, engine bay and under the front clam - let's hope that never needs to happen and/or specifically that there isn;t an embarrassing pitlane/paddock accidental *ejaculation*)
-All the necessary MSA safety equipment and racing kit such as electrical cut-off, transponder, lap-timer.
- Detachable steering wheel.
- Brakes: PAgid RS14's and 42's, braided hoses, upgraded discs.
- Uniball toe-link kit - this is an upgraded toelink kit which is essential to fit to any S1 elise which ventures anywhere near gummy tyres or a race track - the standard rod ends are just not up to the job.
But the biggest bonus is.......the engine is BANG-ON the power. I mean BANG-ON. This is a massive surprise and Bully-bonus.
Why?
Well......Much of my time in the last 2 months has been spent pouring over a spreadsheet ("I'll be up in 20 minutes dear") making lists, lists of lists and indexes of lists of my budget for the year. There were a number of things tipping me over the edge of the budget. Namely:
1) Engine: a std K-series would have required a mild port, exhaust cams, an Emerald ECu and a mapping session to get it up to c170bhp ATF and 150bhp ATH (At the Hubs). Add onto that a close ratio gearbox (fitted as standard on a 111s) and you've already departed from £ 3,000 or near-as.
2) Seats and a roll-cage: get carrfied away on saving weight and you could easily see £4k disappear here as well.
Now, about the budget. By way of er..."communication", x2 options were available to me:
1) Run a "selective" budget. Ergo: there's a difference from the *real* price versus the *quoted* price. Many racers take this route when it comes to discussing seasonal budgets with loved ones.
2) Don't run a selective budget.
Option #1 was never a starter. Mrs R is
a) very intelligent and...
b) very knowing.
I am very lucky to have her as "mah waaahf" and there's no other way to do this. Well...aside from the fact she knows the exact sum of cash I liberally coated the UK trackday industry with last year - the idea is that goes into a racing budget. Ergo: This is as much a family *thing* as it is a hobby (well, when i played golf i disappeared once a week for 9 hours), every week. This way it's only once a month, for a weekend. And only in the summer. Better, dear?
So anyway, i don't want to be flagrant with my money and NOT having to spend 3 grand is a massive plus.
I picked the car up, (thanks Steve for driving me down there) and first thing we did when getting it back was to de-sticker it from looking like this............
to this....
...Now then. Now then.
Despite what you believe, NO car job is ever "no more than an hour, maximum". I've lost count how many times i've said that to the Mrs. So much so she just nods knowingly when i say "it's not a big job....pretty straight forward actually"
So, deja-vu it was when as soon as I got the car home, Steve (BRR CTO) and I set about a "one hour, two hours max" job to remove the stickers.
"just peel them off" I thought.
A Heat gun, a bottle of Megiuars "ScratchX" and many used cloths later, we finished. In the dark. x2 hours turned to 4, into 5......you get my drift.
Anyway, it looks much *cleaner* now don't you think?
First impressions
The difference in weight versus the VX is marked: 200 kg's is a lot. The car is significantly more "feelsome". However, it needs some work. The gearbox mount is perished (transmission shunt on and off the throttle) and the geo is out. The balljoints need refreshing, as does the odd toelink rod end. A driveshaft oil seal has gone (oil all over the undertray) + some other remedial items like the front indicator light. And so forth....(more to come about that)
The car also feels softly sprung - it has Nitrons fitted but the change of direction is sloppier than i expected for a lighter car. Definitely something to look into. Tired suspension parts could have a factor to play as well.
...but it sounds absolutely sweet! And surprisingly quick. As quick at least as the VX felt in standard form.
170bhp & 740 KG's is a pretty tight package.
vs
220bhp at 930 KG's. (Hardly 5 BHP/tonne in it!)
Autosport Show
Right after buying the car, Jase (friend) and I went up to the Autosoport show and bagged a few items: a half-price Alpine Stars GP2 race suit, fireproof nomex underwear, and a HANS device. I'm never going back there on a weekend day again.
Next blog: Will be up to date, and is due to be posted in the next 48 hours. Steve (Back-row-racing Chief Technical Officer) and I just managed to lose two days of our life in a dark and dingy garage (that 'll be mine) hammering and ratcheting my car to pieces to refresh the suspension. My back, thighs and feet are killing me. More to come.....
The grid seems some distance away but much, much closer than it did x3 weeks ago...............
Introduction: This is where it all started
Trackdays: Does this story sound familiar to you? Me, I started doing them c8 years ago. I've owned several "steeds", from a high-powered Audi (stylist) Evo (meathead) to a VXR220 turbo (which ntroduced me to the benefits of "lightness". Each car has respectively hoovered up my my quarterly bonus (with some disdain) since the millennium; new turbo’s, chargecoolers, intercoolers, remaps, brakes, dampers and endless amounts of tyres and brake pads.....the list is endless for all of us I would expect.
And what do I have to show for it? Well, some great memories of course, from european trips to circuits such as Spa and the Nurburgring, to mainland UK skirmishes at the usual suspects like Cadwell and Silverstone; aside from that, just a few CD's with pictures on of me "going fast". I've found that none of my friends are interested in these pictures (strangely enough) and especially not my wife.
So what next? Keep trying to go faster?
Nope, not for me. Need a different return for my hard-earned cash. It’s time to go racing! This is my story of buying a donor car, building it and prepping it for racing, and all of the excitement, anxiety (frankly I am already bricking myself just typing this introduction), and hopefully reward that comes with my first year in motorsport.
4th January 2009: Getting on the grid seems a long long way away. Here’s what’s happened so far:
What series have I chosen?
The UK Elise Trophy. For a number of reasons: It’s a very well run. There are x2 classes of car: Modified (up to 250bhp at the hubs) and “Production” I’ll be racing in the Production series. The cars are allowed medications such as adjustable suspension but brakes, exhausts and other items are regulated. The engine cannot exceed 151bhp at the hubs (c170bhp at the flywheel) and the minimum weight of the car is 740 KG’s (825KG min weight including driver). 170bhp doesn’t sound much but that works out at 229bhp per tonne. That’s more than an STi Impreza, so whilst it’s the slowest class on the grid, we’ll not exactly be hanging about. Grids are swollen: typically 35-40 cars every race and the series is televised on Motors TV. The second reason is the value proposition of each race meet – i hold no interest in turning up at a random series and not knowing anybody. Part of racing is all about choosing your competitors: go racing in the Clio Trophy for example, and you’ll be trading paint with Jason Plato-wannabe’s on massive budgets. If they write off your car in a “racing incident” then you have to foot the bill. Whilst this is obviously a risk in any form of motorsport, the production class of the Elise Trophy is largely made up drivers who want to see their car in one piece at the end of the race: overtaking is assertive but not aggressive. Also, I’ve done trackdays with the Lotus-on-Track club for the last 3 years – many of the drivers on the grid have progressed from trackdays to racing – so there is an element of value from being part of a similar community, if in the least having a beer after the race!
What have I done so far?
a) ARDS test: secured at a very VERY slippery and cold Silverstone in early December. Only 13 of the x20 attendees actually passed – and there was me (foolishly) thinking it would be relatively easy.
b) Applied and received my MSA Motorsport licence (Novice Competition “B” licence). To progress to “A” you need x6 race finishes under your belt, and then you can go racing in Europe.
c) Registered for the 2009 Elise Trophy here:
d) Sold my present car (VX 220) hopefully the deal gets done in the next 7 days so I can go hunting for the race donor car: ideally this will be an Elise 111s. The 111s is the favoured option as it has a closer ratio gearbox and whilst the VVC engine is a little trickier to tune, it’s a great starting point at 143bhp. So....that’s it for now. I’ll post my next entry as soon as the car is sold and I have the donor car (and of course pics to follow)
Additional Links:http://www.elisetrophy.com/
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