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Well i'll kick this one off guys. This is my mk2. Jointly owned/built/run/prepared and rallied by me and my old man John. It's a "tarmac" stage rally car - meaning it's a bit wider, lower, stiffer, and lighter than a forest spec gravel car. We compete on selected events all over the country - single and multi venue tarmac rallies. Normally the old fart steers the thing, and I co-drive. Just works best that way (he can't read a map). Plus i have a tendency to hit things.
Car's of this nature, although fully road legal, taxed, MOT'd etc, (they have to be because some rallies use public road sections to get from one stage to the next) are not really much use on the road. The gearing, for example, of a rally car means that it will only do 90ish mph on the rev limiter in top gear - so driving any distance on the road is a nightmare. So although the car looks like it could go on the road (it sort of has number plates) - it only ever comes out to test something out, bed pads in, or run the engine in.
Engine is the trusty Vauxhall 20XE, built by myself, including fancy head, cams, Jenvey throttle bodies, DTA management (mapped by Steve Greenald), omega pistons etc etc.
Rest of the car is pretty much tried and tested gp4 escort stuff. Bilstein gp4 shockers all round, 5-linked rear, AP alloy 4-pot brakes, SCCR Tran-X gearbox.
Tyres are a combination of Dunlop moulded slicks and Kumho intermediates/wets - on 7x13" rims all round.
At the back is a FOSTEK atlas axle - of varying states/specifications as this is the "test bed" for Fostek products. We test different types of shaft, LSD, CWP sets, brake systems, axle casings etc. It's not unusual to fit a different axle for every event! For the start of next season it will be having an all new, "extra wide" tarmac spec twin taper Atlas, with Brembo brakes, ZF LSD and a 5.8:1 CWP.
A few pictures: We're very grateful of our sponsors - A.V.Taylor who have auto accessories/motor factors throughout the North East, and F&R Belbin Engineers, who make anything you pay them to!
Car's of this nature, although fully road legal, taxed, MOT'd etc, (they have to be because some rallies use public road sections to get from one stage to the next) are not really much use on the road. The gearing, for example, of a rally car means that it will only do 90ish mph on the rev limiter in top gear - so driving any distance on the road is a nightmare. So although the car looks like it could go on the road (it sort of has number plates) - it only ever comes out to test something out, bed pads in, or run the engine in.
Engine is the trusty Vauxhall 20XE, built by myself, including fancy head, cams, Jenvey throttle bodies, DTA management (mapped by Steve Greenald), omega pistons etc etc.
Rest of the car is pretty much tried and tested gp4 escort stuff. Bilstein gp4 shockers all round, 5-linked rear, AP alloy 4-pot brakes, SCCR Tran-X gearbox.
Tyres are a combination of Dunlop moulded slicks and Kumho intermediates/wets - on 7x13" rims all round.
At the back is a FOSTEK atlas axle - of varying states/specifications as this is the "test bed" for Fostek products. We test different types of shaft, LSD, CWP sets, brake systems, axle casings etc. It's not unusual to fit a different axle for every event! For the start of next season it will be having an all new, "extra wide" tarmac spec twin taper Atlas, with Brembo brakes, ZF LSD and a 5.8:1 CWP.
A few pictures: We're very grateful of our sponsors - A.V.Taylor who have auto accessories/motor factors throughout the North East, and F&R Belbin Engineers, who make anything you pay them to!
Notice those silly big wheels too. To start with, we went for 15" rims as we thought the tyre choice would be better, but the car handled like a broken couch on the tight twisty lanes. So after a couple of events went back to proper 13" rims - yards better.
Nice i'll get some more of mine up in a new topic .
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