where every track driver turns

issue 18 4.75

n Lotus Cortina racing and enjoying an icon n Online Racing learning in the digital classroom n Readers Drives Noble M12 GTO

100YEARS of Race Car Development

first words

There have been a couple of shows in the meantime, too, and having been to more than a few over the years, theres evolution to be seen here as well. Haymarket does a fine job organising and promoting the annual Autosport International at the NEC. Theres no better opportunity in the UK for players, administrators, rule-makers and the industry that supports them to gather in one giant networking opportunity. There were a lot of new cars there too, and if some of the

major manufacturers gave this years show a miss, there was renewed interest from others, such as motorsport veteran Ford. The world of motorsport needs big players like Ford, just as it does Renault and Mercedes, and it was good to see Ford keeping the faith with Formula Ford, and spreading its influence as an engine supplier to Caterham and Radical. We talked to Fords Vice President of Marketing, Sales and Service, Roelant de Waard (who owns a trackday Caterham), and well bring you his thoughts on his employers place in the sport together with some more driving experiences of the training-level FF200 single-seater in the next issue. From a personal point of view, there seemed to be

fewer of my colleagues and friends at Autosport this year. Those I spoke to afterwards said they had been either put off by the costs, or that the show was no longer for them. Haymarket says that more visitors than ever came through the gates, so the general public clearly didnt feel the same way. Maybe its just that the show is evolving, just like

motorsport itself, but there is no doubt that I felt more at home at Race Retro, which recently made its annual visit to the Royal showground near Coventry. Its smaller and more intimate, and there are more old motors there. So yes, I know, that could be the reason I feel comfortable The point is that we need both and if there is a divergence between their focus, that is only a good thing. Finally, thank you to all who have subscribed to the

printed version of TrackDriver. The online version will remain as a free subscription and we welcome new subscribers, in any form. And as the sun streams in through my office window, there is at last the prospect of some dry track time to contemplate. We hope to see you at a circuit somewhere very soon Mark Hales: editor

Portrait: Oliver Brown. Background image: Jakob Ebrey

first words

03

A warm welcome to new facesits been a while since last we met, during which time a lots been happening at TrackDriver. Carl Owens name has already been seen in these pages recently he has started out on the rocky road which is building and racing his own Audi TT but hes also a seasoned businessman and a veteran of the music industry. Carl is now in charge of TrackDrivers business side and future development. This is good news for the rest of us who are more interested in driving, racing and writing about cars and circuits.Talking of new faces, this issue sees a few more. Richard

Dickie Meaden is well known to readers of evo magazine as one of the best driver/writer combinations to be found anywhere. Richard has hitherto been a feature in the cockpit of more modern GT machinery and he has become something of an expert round the Nrburgring in cars with both grip and downforce. Of late though, he has been driving a 1965 Lotus Cortina to very good effect, a detail which is pleasing in that it brings a new voice to these pages, and only slightly annoying in that yours truly has been driving a thoroughly unsorted version in the same races. As Dickie says, an unsorted Cortina can be a deeply frustrating experience. Oh yes it is. You can read about a good one on page 34.We also welcome Andrew Bentley who is part of

the Silverstone driving school and whose instructional insights are especially well observed. Andrew guests in the Coaching Corner slot and well be hearing more from him in subsequent issues, as we will from Nigel Rees, who makes his TrackDriver debut on page 22. Nigel is a vastly experienced engineer at all levels from F1 downwards and he begins with a fascinating journey through 100 years of motorsport. Evolution in the first few years was just that, as we found out things we didnt know, but which in particular made cars stop and corner faster. Now it seems we know everything and top-level designers spend their time trying to stay one step ahead of regulators. Regulation often seems like unwelcome interference but as Nigel explains, grand prix cars had already reached the limit of human endurance by the 1990s, so rules to restrict some aspects of their performance are probably a necessity.Well hear more from Nigel in forthcoming issues when he

turns to the black art that is making your car handle better. If you drive a Cortina, or anything that has been modified, you will already know why that is an ability to be prized.

Cover photograph Audi, Mercedes AMG Petronas

EDITORIALT: 01507 357140 E: editor@trackdriver.com

TrackDriver 96 Chesterfield RoadMatlockDerbyshire DE4 3FS

ADVERTISINGT: 01629 581250 E: ads@trackdriver.com

SUBSCRIPTIONSE: subs@trackdriver.com

and

are registered Trademarks.

All rights in the licensed material belong to TrackDriver and may not be reproduced, whether in whole or in part, without their prior written consent.

The Editors of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised herein.

Editor Mark HalesEditorial design Ryan Baptiste Sub editor Brett Fraser Technical contributors Ray Collier, Dave WalkerTrack test contributor Jim Cameron Contributing Racer John MawdsleyDigital editors/app design Martin and Oliver Dickens

Business Development manager Carl OwenAdvertising sales manager Sandra OwenMarketing manager Tony Murray

Contributing writers Peter Dron, Nigel Rees, Andrew Bentley, Richard Meaden

Regular contributing photographers Owen Brown, Jakob Ebrey, Jeff Bloxham, John Colley, David Stallard www.davidstallardphotography.com, Andy Morgan, Paul Harmer, Ralph Lunt, Jenny South, Keith Lowes, John Laycock, Andy Glenister, www.frozenspeed.com

Contributing photography/illustration Ian Wilkie, Patrick Watts, Peter Collins, Carl Owen, Tony Murray, Dave Walker, Ray Collier, LAT Photographic, hirundomotorsport.com, dwmotorsportphotography.com, snappyracers.com, Tony Matthews, James A Allington, Dropout Media

REGULARS03 fiRSt woRdS

The Boss introduces new writers and has sage thoughts about Autosport

06 NotiCEBoARd Zenos, the new trackday special; NISMO GT-R; Autosport Show; new McLaren

21 CLippiNG poiNt Fisticuffs in the paddock? Its up to the race organisers to stamp it out quickly

22 RAMBLiNGS/pEtER dRoN A man of modesty, Peter Dron recalls a particularly entertaining Escort race

62 wALkERS wiSdoM Gazing into the future, Mr Walker sees drive-by-wire taking off in club racing

74 tEAM CARS Audi TTs race debut; Alfas highs and lows; MG starting to come together

94 tRACkdAy diARy Spring is sprung, the grass is ris, I wonder where the track action is

04

CONTENTS

issue no 18 2014

05

COnTenTs

FeATuRes24 100 YeARs OF RACinG

Its all a matter of balance when it comes to setting up your aero

36 LOTus CORTinARichard Meaden discovers the delights of Historic favourite, the Lotus Cortina

44 RACeR ReQuiReDWhen Milltek needed a driver it turned the quest into a competition

48 pLAY TO winCarl Owen on why simulators can be brilliant at helping you race for real

56 COAChinG CORneROptimising your track vision will make you a better racer, says Andrew Bentley

64 ReADeRs DRivesFirst of a new series: Andy Bull tells us all about his Noble M12 GTO

68 GOLF GTi DOninGTOn John Mawdsley fondly revisits old

times with a drive in the Production GTi series

noticeboard

ZENOS PUTS ELISE IN ITS CROSS-HAIRS

06

With its factory pretty much on the edge of the Lotus test track at Hethel, and with its co-founders Ansar Ali and Mark Edwards ex-employees of both Lotus and Caterham, there was never any doubt what sort of car the new Zenos marque was likely to develop a road-legal trackday special cum club racer with the Elise as one of its primary targets.

The rear-drive Zenos E10 promises light weight just 650kg a back to basics approach to the driving experience and cabin ambience, a power-to-weight ratio of 300bhp per tonne, thanks in part to a mid-mounted 200bhp 2.0-litre Ford GDI engine, and a base price of 24,995. In other words, a formula not dissimilar to that of the original Elise when it was launched back in 1996.

Also in common with the little Lotus, extruded aluminium is at the core of the Zenos chassis. But instead of using several components bonded together with advanced adhesives to create a monocoque, the Zenos has a single central

extruded aluminium spine, to which the front suspension is directly bolted, whilst bolted to the rear is an extruded aluminium subframe, said to be moderately easy to remove trackside to facilitate engine repairs, or to replace in the case of a crash. The passenger tub is formed from a composite of recycled carbonfibre with a thermoplastic core: twin roll-hoops and side impact bars are integrated into the tub.

The chassis design and materials are what enable the Zenos to sit so delicately on the scales, although the lack of a windscreen or doors the E10 is described as being a step into design obviously helps, too. Zenos is currently examining possibilities for an optional windscreen to make the E10 more road-friendly, although theres no word yet on wet weather equipment. The cockpit is claimed to accommodate bodies from 5ft 1in tall through to 6ft 3in, and minimalism is the design motif du jour. Directly ahead of the driver is a very small digital display for the most vital vehicle

information, while a larger colour display for road and track data sits in a central position in what you might loosely describe as a facia; there really isnt anything else to disturb a drivers focus.

Its probably no surprise to learn there are Ford logos stamped all over the engine, as the massive multinational seems to have become the Fairy Godmother of the entire specialist sports car industry. Zenos claims to have chosen the 2.0-litre, naturally aspirated, direct petrol injection unit because its over-square configuration makes for a high-revving powerplant, while its variable cam timing arrangement provides both power for the track and torque for toddling around comfortably on the road. At present the GDI engine knocks out 200bhp good for 0-60mph in less than 5.0sec and 135mph top speed but Zenos hints strongly that theres more to come. For now there a five-speed manual transmission as standard and an optional six-speeder, but the company is

noticeboard

07

also examining other transmission options and alternative final drive ratios.

Compared with an Elise, the styling of the E10 seems wild and modern, although perhaps not so very different to Caterhams AeroSeven Concept or the Vhl 05, or even the KTM X-Bow. Regardless of any similarity either real or imagined, the E10 is going to cause quite a stir when it rolls up into the paddock, and it will have a hefty price advantage over both the Vhl and KTM.

Production is likely to start late this year theres still plenty of development work to be done and production processes to be sorted with first customer deliveries planned for early 2015. The first batch of 75 cars will be the E10 Launch Edition, that comes complete with the six-speed box, limited-slip diff, Zenos own bespoke composite seats, four-point race harness, quick-release steering wheel, performance wheels pack, and special paint. All of which elevates the price to 28,995.

Caterham has given its 175bhp R300 a little present for the 2014 season in the form of a Sadev six-speed sequential gearbox (already used in the 620R road car) to replace the previous manual. Flat-shift electronics allow for clutchless upshifting, increasing the speed and precision of shifts, which in turn should lead to even closer racing.

Looking less dramatic on the spec sheet but arguably even more important, is a change in rubberwear, from the previous Avon CR500 tyre to the companys newer ZZR, mounted on new, lighter 13in alloy wheels. The ZZR is said to offer better all-round performance and last longer, which combined with the more robust transmission should lead to lower running costs for the nimble racer. Because the new tyres have such different performance characteristics, Caterham has had to redesign the upper wishbones to make the most of them.

The 2.0-litre R300 costs from 32,495 and its championship season starts at Snetterton on April 19.

SEQUENTIAL BOX HIGHLIGHT OF REVISED R300 RACER

noticeboard

McLAREN UPS THE ANTE WITH NEW 650SNot shy of making a bold claim or two, McLaren describes its new 650S as having the widest breadth of abilities of any supercar. Stylistically a cross between McLarens 12C upon which its largely based, but with a nose treatment derivative of the limited run P1 hypercar, the 650S takes its nomenclature from the power output of its M838 twin-turbo V8 650PS, or 641bhp in old money. The S denotes Sport, just in case youre confused about the cars purpose.

We may mock about that last point, but the truth

is that McLaren was stung badly by criticism that despite its undoubted pace, the 12C felt a bit aloof and uninvolving to drive. Apparently a lot of work has been put into the 650S to make it more engaging for the driver: to put in some rough edges, if you like.

Among myriad improvements is an active aero package that delivers 24% more downforce at 150mph than the 12Cs does. And the 650Ss huge airbrake has a more intelligent operating strategy. McLarens multi-mode suspension system, ProActive Chassis Control (PCC), has been

recalibrated for use in the 650S, especially within its Sport setting: the settings can also be adjusted independently of the prevailing drivetrain mode.

Driving enjoyment may be high on the cars development agenda, but the 650S is also plush inside with a wealth of standard equipment. That said, prominent on the options list is a pair of carbon-shelled sports seats for owners likely to succumb to the lure of the track. The 650S coupe costs 195K, while the Spider with its folding metal roof is 215K.

NoTIcEboARd

Dunlop Tyres - Equipped with Motorsport Technology. Experience real grip and high performance braking.

When it comes to winning on the track, teamwork and technology are everything. At Dunlop we work closely with leading vehicle manufacturers such as BMW, both on the track and on the road. Through these strong working relationships were able to consistently develop cars with superb grip and excellent braking.

Dunlop tyres are tested under extreme motorsport conditions during some of the worlds most iconic endurance races such as Le Mans, Nrburgring and Silverstone 24 Hours.

DUNLOP TYRESVisit www.dunloptyres.co.uk to find out more.with Motorsport Technology

08

Bellowing powerplants and wide-bodied silhouettes will be the order of the day when the Classic Sports Car Clubs Special Saloons and Modsports series hits four of Britains premier race tracks this season.

The series will be bringing together the wilder creations of the 1970s circuit racing scene for double-header events at Silverstone, Brands Hatch, Donington Park and Oulton Park. And a change of rules mean that two drivers can share a car at each event (taking a race each), which may help to lower costs.

Series representative, Ricky Parker-Morris, is keen to hear from anyone with an appropriate car who hasnt raced with the CSCC before; if you fancy unleashing your beast, head on over to www.classicsportscarclub.co.uk.

RoAR oF NoSTALGIA

08

noticeboard

Dunlop Tyres - Equipped with Motorsport Technology. Experience real grip and high performance braking.

When it comes to winning on the track, teamwork and technology are everything. At Dunlop we work closely with leading vehicle manufacturers such as BMW, both on the track and on the road. Through these strong working relationships were able to consistently develop cars with superb grip and excellent braking.

Dunlop tyres are tested under extreme motorsport conditions during some of the worlds most iconic endurance races such as Le Mans, Nrburgring and Silverstone 24 Hours.

DUNLOP TYRESVisit www.dunloptyres.co.uk to find out more.with Motorsport Technology

noticeboard

Already brutally quick in standard form, Nissans GT-R has been worked over by the companys Nismo motorsport and aftermarket division. Now with 600bhp from its 3.8-litre twin-turbo V6 and boasting an extra 100kg of downforce at 186mph(!), the GT-R Nismo is on sale in Japan right now, but wont reach official European sales channels until September.

The Nismos extra pace has already allowed Nissan to indulge in another round of Porsche-baiting the car has circulated the Nrburgring in 7:08.679, which Nissan is claiming as a record for a volume production car. Only in the small print do you see that the Nismo was fitted with track options. Even so, we wonder if Porsche will bite

RAC0912-VBMS-Trackdriver-A4fp-feb14-p.indd 1 31/01/2014 14:38

10

HONDA HOTS UP

At the same time as pushing its environmental credentials for all theyre worth, Honda is also trying to inject more sass into the brand with high profile motorsport forays and a ballsy new entrant to the hot hatch market.

Unfortunately the road car debutant wont be with us until 2015, but the new Civic Type R (main pic) is already out testing at the Ring, and has had input in its development from Hondas World Touring Car Championship driver, Gabriele Tarquini. Unlike previous versions of the hot hatch, the latest Civic Type R has

a turbocharged VTEC 2.0-litre motor, said to produce in excess of 280bhp.

Shame it wont look quite as brutally attractive as the WTCC Civic (topleft), with its super-fat arches and ground-grazing stance. The aforementioned Tarquini is one of the team drivers for 2014, and Tiagro Monteiro his teammate.

Meanwhile for UK home consumption, Honda is fielding a brand another brand new model in the 2014 Dunlop MSA British Touring Car Championship. The Civic Tourer might not be

the most obvious choice for a brand-building exercise, but it will be the only estate car on the grid. And chances are that since Honda has won the Team and Manufacturers BTCC titles for four years on the trot, it will probably be quite good.

The driver line-up for the Honda Yuasa Racing team is unchanged from 2013 Matt Neal and Gordon Shedden. But there will be some new competition for them this season, as former double champions, Alain Menu and Fabrizio Giovanardi, are returning to the BTCC. Should be entertaining

GT-R GETS NISMOD

noticeboard

RAC0912-VBMS-Trackdriver-A4fp-feb14-p.indd 1 31/01/2014 14:38

noticeboard

12

NEW PRODUCTION PORSCHE SERIES LAUNCHED

The Classic Sports Car Club has joined forces with a major tyre company to create the 2014 Dunlop Production Cup for Porsche. With an emphasis on keeping the cars as close to standard as safety concerns allow, the idea is to make it affordable to compete in the organisers reckon you could have a 986-series Boxster on track for about 10,000.

All the UK race weekends will be double-headers, with a 20-minute qualifying session followed by a pair of 20-minute races. There will also be the opportunity to race at the Spa Summer Classic, where competitors will enjoy a 30-minute qualifying session and a brace of 40-minute races.

Control tyres are, of course, Dunlops, and its predicted that racers should only need two

sets of the treaded rubberwear for the whole season. For folk who fancy making a truly big weekend out of the Porsche races, their cars will also be eligible for the CSCCs Future Classics or Modern Classics series.

Full details and regulations can be found at www.dunlopproductioncup.co.uk, or you could email chrisclark@dunlopproductioncup.co.uk.

Staffordshire-based driving experience provider, Driveme, has recently announced ambitious plans to develop the former RAF airfield of Seighford, which has been its base since 2006. The 100-acre site is already busy and has processed nearly half a million guests in seven years 19,000 of them in the last 12 months offering a straightforward

opportunity to blast upmarket cars round a simple rectangular circuit or drive a 4X4 on an off-road facility and the hope is to attract car industry.

The intent is to develop the site into a proving ground and test centre with modern facilities. Five circuits are planned, together with a technical centre and the hope is to

attract the car industry clients as well as those looking for on-track thrills.

Many of these projects stumble over planning consent but this hurdle has already been cleared and the centre can operate for five days a week, 48 weeks a year. More information from Drivemes Paul Evans: paul@driveme.co.uk.

DRIVEME PLANS TO DEVELOP SEIGHFORD BASE

Date VenueMarch 27 Snetterton test dayApril 13 Snetterton (300)May 11 Silverstone (National)June 1 Brand Hatch (Indy)June 27/28/29 Spa FrancorchampsJuly 12 Castle Combe (tbc)August 3 Anglesey (Coastal)August 30 Donington Park (National)September 20 Oulton Park (International)October 18 Snetterton (200)

noticeboard

For more information visit www.autoglym.com

A Master Rede ned.Autoglym Super Resin Polish has been the UKs leading car polish for over 25 years. In 1986 it heralded a revolution in car care and now the all-new formulation is once again raising the standard. The new advanced Autoglym Super Resin Polish boasts unparalleled performance: an even deeper shine, superior beading and unprecedented durability. The pinnacle in car care.

The new formulation surpasses its multi-award winning predecessor and all known rivals. It delivers more than twice the durability of its closest competitor. A testament to Autoglyms unbeatable quality is exclusive recommendation by an ever increasing number of the worlds leading car manufacturers, including Jaguar, Aston Martin Lagonda and Bentley.

To experience the ultimate results, ask your retailer for the limited edition Autoglym Super Resin Polish packs that include a complimentary premium Autoglym Hi-Tech Finishing Cloth.

AutoGlym_XKRS_A4_Ad_Track_Driver.indd 1 01/02/2013 09:20

noticeboard

NEW BRANDING FOR BARC

James Hunt has been inducted into Motor Sport magazines Hall of Fame. The 2014 intake also includes Alain Prost, Ross Brawn and John McGuinness. This year also marks Motor Sports 90th anniversary.

Caterham has scooped the Motorsport Industry Association (MIA) gong for Business of the Year at the associations annual Business Excellence Awards.

Because of the high level of interest in its dedicated Tricolore Trophy race series for Citrons, Peugeots and Renaults launched this year, Track Attack Race Club has committed to run a full 14-race schedule for 2014; its also created a similar series for German cars called the Deutsche Marques Cup. Provisional schedule is: Rockingham April5/6; Castle Combe May5; Brands Hatch June 8; Donington Park July 12/13; Silverstone August 9/10; Oulton Park September 13; and Cadwell Park October 11. More information at www.trackattackraceclub.com

Jann Mardenborough, winner of the 2011 Nissan GT Academy which turns gamers into real racers has earned a drive with the Arden International GP3 team for 2014, and has been signed up for an intensive driver training programme with Infiniti Red Bull Racing. During his first two years away from his gaming console, Mardenborough has competed in GT cars, Le Mans Prototypes and single-seaters.TI

TBITS TITBITS TITBITS TITBITS

Ian Berry, MSVs long-standing Group Circuit Hire Manager, left the company at the end of January.

Ian said, Ive really enjoyed my time at MSV, but having been in the role for nine years, I now feel my work at MSV is done. Im very proud of the progress that MSV has made since it took over the circuit business in 2004. The people there are wonderful and its great to have been a key part of that growth. I have no idea what I will do next, so Im just going to chill out for a few months until I find my next challenge.

As well as successfully filling up the MSV circuits each year, Ian was responsible for the growth of the companys in-house trackday business and steered the extremely successful novice race series Trackday Trophy and its graduate series, Team Trophy: between them these series have converted more than 370 trackday drivers into racers.

BERRY WAVES GOODBYE TO MSV

He may famously have won the 1976 Formula One Championship in a McLaren, but amongst (aged) enthusiasts James Hunt will be forever associated with the privateer Hesketh team.

The car that Hunt drove for Lord Hesketh in 1974, chassis 308-1, is coming up for sale at RM Auctions Monaco sale, this May 9-10. Although the car ultimately wasnt hugely successful, Hunt did put this chassis on pole a couple of times during the 74 season and at the International Trophy race at Silverstone gave Hesketh its first-ever F1 victory in the process Hunt spectacularly passed Ronnie Petersons Lotus down the inside into Woodcote.

If you fancy sticking up your hand to bag a slice of British motorsport history, visit www.rmauctions.com. But be prepared to back up your actions with between 400,000 to 650,000.

HUNTS HESKETH UP FOR GRABS

14

After more than 100 years in the motorsport business, the British Automobile Racing Club or BARC as its more usually known has treated itself to a dynamic new brand identity, spearheaded by a shiny new logo. The idea is that it reflects the clubs focus on the future, whilst also retaining a strong grip on its heritage.

The BARC runs Thruxton, Croft and Pembury circuits, as well as the Gurston Down and Harewood hillclimbs, and operates more than 30 high-profile national championships including the BTCC, amongst many others.

TrackDaysTuitionTestingSprintsClubWeekends

For TRACKDAY dates see CALENDAR page at www.blytonpark.co.uk Contact Email: richard@blytonpark.co.uk Tel: 01427 628 922 Mobile: 07967 442 352

A4 Ad.indd 1 11/10/2012 12:02

noticeboard

TrackDaysTuitionTestingSprintsClubWeekends

For TRACKDAY dates see CALENDAR page at www.blytonpark.co.uk Contact Email: richard@blytonpark.co.uk Tel: 01427 628 922 Mobile: 07967 442 352

A4 Ad.indd 1 11/10/2012 12:02

noticeboard

16

LYDDEN HILL RETURNS TO WORLD STAGEBritains shortest circuit, Lydden Hill in Kent, is to host the British round of the newly created FIA World Rallycross Championship, sponsored by energy drink maker, Monster Energy, over the Spring Bank Holiday Weekend, May 24-25. Last year Lydden staged the only UK round of the FIA European Rallycross Championship.

Now marketed as an extreme sport in the same vein as snowboarding and cliff diving, Rallycross is becoming sexy again, so there could be good crowds for the Lydden event. Certainly the cars have got what it takes to thrill 600bhp and the ability to accelerate from zero to 60mph quicker than an F1 car, but on a loose surface. The new-style series has attracted some big-name drivers, too, including Petter Solberg and Jacques Villeneuve.

RACING FOR CHARITYWhat started out as a group of mates from Kent Fire & Rescue Service restoring a 1978 Mini to take out on trackdays, has now become a charity venture in support of the FireFighters Charity. The project was begun by David Franks, whose original plan to build a trackday car was steered down a different path following a visit to Harcombe House Rehabilitation Centre for injured firemen.

Its hoped that the FireFighters Race Team will raise awareness of their charitable cause through visits to car shows, sprints, hillclimbs and trackdays. And provided that the team can find sufficient sponsorship, it also hopes to compete in BARC QMN saloon racing, and the Classic Sports Car Club Special Saloon series. As well as raising the profile of the FireFighters Charity, the firemen will be campaigning for greater road safety awareness.

The FireFighters Race Team is still on the hunt for sponsors, so if you fancy helping out, drop a line to info@firefightersraceteam.com.

Its Maseratis 100th anniversary this year and to celebrate the occasion two British circuits will be hosting events dedicated to the legendary Italian marque.

Jointly organised by Motor Racing Legends (MRL) and the Maserati Club UK, the Maserati Centenary Trophy will be staged during the Donington Historic Festival this May 3/4/5. Open to all Maseratis and OSCAs built before 1966, the trophy will be a double-header run across two of the Festivals three days.

Meanwhile, Maserati will be the Celebration Marque at this years Silverstone Classic (July 25/26/27). Although theres no one-make race for the marque, there will be a Maserati cavalcade around the full Silverstone Grand Prix circuit on Sunday 27.

UK TRACKS CELEBRATE MASERATIS 100TH ANNIVERSARY IN STYLE

noticeboard

100% BritishManufactured

The Choice of ChampionsSeats | Harnesses | Tow Loops | Window Nets | Brakelines

Tel: +44 (0)1424 854499email: sales@corbeau-seats.com www.corbeau-seats.com 17 Wainwright Close, Churchfi elds Ind Est, St. Leonards-on-Sea, East Sussex, TN38 9PP

Corbeau_A5_Flyer.indd 1 18/12/2012 08:59

noticeboard

Stormy weather didnt deter record numbers of visitors from cascading through the doors of the NEC for the 2014 edition of Autosport International, The Racing Car Show. So its odd that it felt as though there were fewer of the usual race crowd roaming through the halls.

However, the Autosport event once again championed the minnows of the sports car world, and there were several exciting new launches. You can read about the Zenos E10 trackday special on page 6; Lotus also took the opportunity to publically unveil its track-only Elise S Cup R, which develops 217bhp from its supercharged motor and will set you back 46,950.

Meanwhile Radical has headed down the turbocharged route for a new high-powered version of its road-legal RXC model: a pair of turbos mated to a 3.5-litre Ford-sourced EcoBoost engine results in a power output of 454bhp in a car that weighs just 940kg, and a claimed 0-60mph time of 2.6sec

The TrackDriver crew were also at the show, and we were pleased to welcome a goodly number of you, our loyal readers, onto the stand for a chat and a look around the cars we had on display. We signed up scores of new subscribers during the course of the event, met up with our suppliers and forged some exciting new relationships for the coming season.

So, a good time was had by all. Well, mostly. It would be remiss of us if we didnt mention our reservations about the new ticketing arrangements. Autosports organisers talked of free entry into the Live Action Arena, conveniently glossing over the fact that the entry price for the show has risen to c30 (and with a tenner on top for parking). Frankly the Live Action Arena doesnt hold a great amount of interest for the seasoned racer, and we thought there were fewer of the usual race crowd attending as a consequence.

Why do we care? Because wed prefer to talk to people about fuel injector sizing or differential ramp angles than who their favourite F1 driver is. Its great that the show continues to spread the word to those new to racing and trackdays, and that it continues to be the forum for seeing what cars, widgets and gadgets are available, but we hope they dont lose sight of the core audience; the mass of trackday drivers and amateur racers who the show should serve.

CROWDS POUR THROUGH THE DOORS FOR AUTOSPORT 2014

Higher visitor numbers prove the formula is a success, but this year the ambience felt a little different

18

noticeboard

Far left, top: the TrackDriver stand was open for general chin-wagging, and we signed up lots of new subscribers, too. Nick Masons Maserati

250F was our major attraction (below, right). Far left, central: Radicals

new twin-turbo high-po version of the RXC caused a stir. The Gadget

Shows Pollyanna Woodward was one of the hosts of the Live Action

Arena (far left, bottom). Above, left: Fords ultra-efficient EcoBoost

has become engine of choice for many small sports car makers. Above,

right: Zenos is a newcomer to the scene, although its founders have

held senior positions at Lotus and Caterham. Left: Bentley GT3 racer

looks a brute. Shark Performance (below, left) is remapping our Audi

TT next issue. Caterhams AeroSeven concept car was eye-catching

(bottom, left). Bottom right: next best thing to the real thing

19

> CONTACT: RADICAL SPORTSCARS > +44 (0)1733 331616 > SALES@RADICALSPORTSCARS.COM > WWW.RADICALSPORTSCARS.COM

THE 2014 SR1 CUP PACKAGE> Brand-new Radical SR1 Cup car - ready to race and yours to keep> Race licence training, medical and ARDS test> Bespoke Radical SR1 Cup race suit> 2x SR1 Cup-exclusive trackdays at MSVR circuits, building familiarisation with your SR1 and

track driving skills including practice race starts and tuition with Radical Works Team race instructors

> One-to-one training in basic race car maintenance and setup, good raceday practice andonboard data analysis

> 'How Fast' timed trackday at Bedford Autodrome, ideal for refining your qualifying pace> Eight races at four Saturday racedays, at the UK's finest circuits: Brands Hatch, Oulton Park,

Cadwell Park and Snetterton> Trophies at every race event plus end-of-season championship prizes up for grabs> Logical, cost-effective route of progression into the Radical Clubman's Cup and beyond

Get the edge on the rest of the 2014 SR1 Cup ordernow and take delivery of your car this summer to enjoya seasons worth of testing and trackdays! Why wait until the winter? With trackdays taking place at UK circuits every week, early registration means youll hit the ground running next year.

Dont be left on the grid!THE COMPETITIVEADVANTAGE!

ALL THIS FOR JUST 37,500 +VAT

ENTRY PRICE FROZEN FOR 2014 ENTRANTS UNTIL 01 OCTOBER 2013

Follow in the footsteps ofthe UK's most decoratedOlympian Sir Chris Hoy and join the UK's fastest,most exciting and comprehensive novice racing package. The SR1Cup provides you with allthe skills you need for asuccessful future in sports-car racing through athrilling programme oftrackday and race events.

GET

Project1 18/6/13 10:34 Page 1

ALL THIS FOR JUST 37,500 +VAT> CONTACT: RADICAL SPORTSCARS > +44 (0)1733 331616 > SALES@RADICALSPORTSCARS.COM > WWW.RADICALSPORTSCARS.COM

THE 2014 SR1 CUP PACKAGE> Brand-new Radical SR1 Cup car - ready to race and yours to keep> Race licence training, medical and ARDS test> Bespoke Radical SR1 Cup race suit> 2x SR1 Cup-exclusive trackdays at MSVR circuits, building familiarisation with your SR1 and

track driving skills including practice race starts and tuition with Radical Works Team race instructors

> One-to-one training in basic race car maintenance and setup, good raceday practice andonboard data analysis

> 'How Fast' timed trackday at Bedford Autodrome, ideal for refining your qualifying pace> Eight races at four Saturday racedays, at the UK's finest circuits: Brands Hatch, Oulton Park,

Cadwell Park and Snetterton> Trophies at every race event plus end-of-season championship prizes up for grabs> Logical, cost-effective route of progression into the Radical Clubman's Cup and beyond

Get the edge on the rest of the 2014 SR1 Cup ordernow and take delivery of your car this summer to enjoya seasons worth of testing and trackdays! Why wait until the winter? With trackdays taking place at UK circuits every week, early registration means youll hit the ground running next year.

Dont be left on the grid!THE COMPETITIVEADVANTAGE!

ALL THIS FOR JUST 37,500 +VAT

ENTRY PRICE FROZEN FOR 2014 ENTRANTS UNTIL 01 OCTOBER 2013

Follow in the footsteps ofthe UK's most decoratedOlympian Sir Chris Hoy and join the UK's fastest,most exciting and comprehensive novice racing package. The SR1Cup provides you with allthe skills you need for asuccessful future in sports-car racing through athrilling programme oftrackday and race events.

GET

Project1 18/6/13 10:34 Page 1

STACY SAYS

Some years ago a friend wanted to give his faithful Ford Sierra estate a fitting send-off. He suggested I race it at the Ringwood banger racing oval, and maybe, if I fancied, the demolition derby. It sounded like a great idea and I asked around some people I know for advice.The first explained in conspiratorial tones: Theres

no adrenaline rush like it. I do the team events and in those youre going out there to maim people. R-i-g-h-t. Thanks for that.The next guy said simply: Listen, youll turn up in your

fancy suit and helmet, and I reckon if you get through the first lap youll probably win. The trouble is there will be a queue of 20 cars in a line behind you trying to put you in the wall hard. He added, If I were you Id leave that fancy helmet on for half an hour after the race. Just in case At no stage did he give the impression he was joking.I decided to see for myself. The clothing of choice for

both competitor and spectator was a fluorescent yellow jacket that had presumably been lying at the bottom of a skip for a few months, and during the finale a demolition derby led by local hero Spider in his XJ12 I observed the hordes of spectators gripping and shaking the chain-link fence around the circuit while chanting his name. Replace the fluorescent jackets with animal skins and youve got Mad Max Beyond Thunderdome. Its hardly the right crowd and no crowding of Goodwood, but its not meant to be. It serves the purpose and the audience, and frankly its a good time. You should try it. Circuit racing paddocks are a different place

altogether. The cars involved have more invested in them, the drivers are undertaking the business of racing more professionally, (or the business of relaxing with like-minded friends more seriously). There is less of the fence shaking and chanting, and more polite nods and chinwags with overalls tied around your waist. Ive yet to be at a paddock I wouldnt bring my children to.It isnt always the case nowadays, though, as recent

events at a Project 8 race meeting will attest. Project 8 organises and runs the budget racing Production BMW and the more modified BMW-based Racing Saloons series under the MSVR banner. After race-ending contact in a Racing Saloons event at Silverstone, a long-time racer with the club, Driver A, decided to speak to the person whom he felt was at fault, Driver B. He described himself as being sarcastic to Driver B, who he says responded by punching him in the face Once

on the ground, he claims several people joined in the conversation. Physically.As you might expect, Driver Bs version differs.

He claims he acted in self-defence, and that the group involved subsequently were merely trying to separate the two. Either way the end result was a torn Achilles tendon for Driver A, who limped back to his preparers motorhome. A group headed by a burly individual later visited Driver As preparer, asking if he was Driver A: he reports never to have felt so intimidated in a paddock. Driver A left soon after and did not visit the Clerk of the Course.Driver B spent several hours with the Stewards

of the meeting and went home with six points on his licence, which was also held over. Three weeks later he received his licence back with an instruction that because of a police investigation the MSA will not take further action until that investigation had concluded. Meanwhile, Project 8 Racing hasnt taken direct action, waiting instead for the police and the MSA to progress matters. We understand that criminal proceedings have now been dropped, and there has been no notification of further interest from the MSA beyond the points penalty already applied. In Driver Bs view Project 8 Racing has taken the

line that its nothing to do with us, and that their behaviour has been nothing short of atrocious. Driver A also felt Project 8 was unwilling to get involved. Julian Newman of Project 8 Racing confirmed the matter had been deferred to higher authorities and that it wasnt the clubs place to take action: the club can, of course, choose who to accept 2014 memberships fromWhatever the rights or wrongs of the incident, physical

aggression is wholly unacceptable to the majority of those in the racing paddock. It is absolutely the organising clubs responsibility to provide a safe and welcoming environment to its drivers and if they dont youd have to question the point of their existence. Being an organising club sometimes means dealing with unpleasant situations and taking difficult decisions: through direct action sending an unequivocal message to your membership that youre managing their wider interests. The mechanisms to do so are present: failure to act

risks sending the signal that the club wont get involved in the future, either. That could encourage a repeat and brings the vision of muddy fluorescent jackets shaking the chain-link fence at Brands Hatch STACY VICKERS

Portrait: Oliver Brown. Background image: Jakob Ebrey

The paddock is no place for pugilists

21

clipping poinT

Peter Dron (writes Peter Dron in the third person) contributed to The Daily Telegraph, mostly about cars, but occasionally about ships and shoes and sealing wax, for 17 years, including a column in the Saturday edition, initially every fortnight and then weekly. Before that, he was editor of the monthly magazine Fast Lane from its launch in 1984 until he was sacked in 1991. Before that, he was on the staff of Motor, at that time Britains biggest-selling motoring weekly, for seven years, starting as a road tester and eventually becoming features editor. He has contributed to numerous other publications, some of which still exist despite his interventions.

He has lived in France for several years and has a very sensible car, a five-door Honda Civic with the magic rear seats. He bought it for its practicality and above all because it allows him to move about without drawing attention to himself. He also has a 2013 Morgan three-wheeler.

Peter Drons elder brother Tony had a long and distinguished career as a professional racing driver, winning countless races and several championships. Peter has had a patchy and, by his own admission, fairly rubbish career as a racing driver. I was not bad but really not quite good enough, (he writes candidly, in the first person).

Peter Dron (returning to the third person) has expressed the wish to wallow in self-justification and to present some more or less plausible excuses for his abject failure to become a circuit superstar. The editor, in an absent-minded moment, has indulgently offered him some space.

As in any field of human endeavour, very few people get to the top of motor racing. Those who do so generally possess a combination of unfair advantages: either an enormous amount of natural talent and just enough financial backing to emerge from the lower reaches, or just enough natural talent and unlimited financial backing. To qualify that, just enough on the talent side of the equation is a seriously high hurdle. A few people have become seriously successful racing drivers after

starting off with virtually nothing. But if the skill is below a certain level, you might as well forget it from the start. There is no such thing as a rubbish driver in modern Formula One, even if modern Formula One is rubbish: but that is something to be discussed elsewhere.

Lots of people sneered at Pedro Diniz, for example, but to be a mediocre Formula One driver, you are already well above the base camp. Ninety-nine point nine nine nine percent of those who laugh at Taki Inoue, imagining themselves to be super-quick in the back roads of Essex in their Subarus, would get comprehensively blown away by him on any circuit in any car of their choice. There are many drivers with exceptional talent who never reach the ultimate peak because of death, injury, lack of backing, or being in the wrong place at the wrong time. There is a substantial element of luck involved, even for the most gifted, which the winners do not always acknowledge.

Lower down the scale, people who take part in motorsport the vast majority do so because they enjoy it, especially if they feel that they are gradually improving. Some become very good and a few very few emerge to compete successfully at the highest level. Some people enjoy driving on circuits but are staggeringly hopeless, never improve, never will do, but they are stinking rich and not bothered about people sneering at them. It seems to me like an expensive form of masochism, but provided they pay their bills, thus keeping some people in employment, and keep out of the way of quicker people when they are being lapped, they do no harm.

In any sport, if you find that you are utterly useless, you will probably not enjoy it and stop, unless you are heroically third-rate in the tradition of Eddie the Eagle. And while he may have been third-rate, he was undeniably heroic. Have you ever looked down from the summit of a ski jump? I did once. I cannot recall where or why but I was there to observe, not to jump. I decided you would have to be Finnish or nine-parts drunk, preferably both, to set off down that steep, slippery slope, almost a

Not quite good enough

22

STACY SAYS

23

ramblings

precipice, and fly, perchance to land still alive. Perhaps it looks slightly less terrifying if you wear jam-pot specs and have limited imagination. Especially after a few shots of muscle relaxant.One of the most frustrating things in life is when you enjoy

something and you are not bad at it, almost quite good, but at the same time not quite good enough. So it was with motor racing and me.Before my first circuit race at Brands Hatch in 1976, I had done

a few races in a Villiers-engined gearbox kart, but I was too heavy and too tall (sitting upright had a noticeable braking effect). Also, I was a lousy mechanic. In addition, or rather subtraction, it cost me money and I did not have anyone in the background nonchalantly burning tenners for me; I have a sufficiently large proportion of Scots blood for that kind of thing to hurt.In the sultry summer of 1976 I was scratching around, doing this

and that, and as much of the other as possible. I did bits and pieces of freelance motoring journalism, but was seeking full-time employment. I leapt at the chance when I was invited to take part in a Shell Sport Escort race for motoring journalists round the Brands Hatch Club Circuit, as it was then called. I was surprised to be fourth on the grid after qualifying, behind Terry Grimwood, editor of Cars & Car Conversions, Clive Richardson, assistant editor of Motor Sport and Tony Scott, deputy editor of Motor.When the flag dropped (this was long before the use of

lights), we all set off in a swarm, buzzing through Paddock and Druids two or three abreast. On the approach to Bottom Bend, Grimwood and Richardson collided, the former having a half-spin and the latter thumping heavily into the earth bank. He is still grumpy about that, almost 40 years on. A gap appeared between them. Scott and I went through it without lifting. I was second from there until Paddock on the last lap when Grimwood caught me, using the right side of my Escort for deceleration rather than troubling to brake, which I thought rather uncouth. There were two impacts, each making a loud bang. We continued uphill into Druids and then down to Bottom Bend, side by side, banging panels a few more times. I was surprised when I inspected my car that there was little sign of damage; the door mirror had been knocked awry but was not broken.Grimwood gained a small advantage through Bottom Bend but

my right front wheel was still level with his left rear as we entered Kidney, which meant that he could not get the perfect line. He spun off onto the infield. I laughed so much that unfortunately I also spun, but stayed on the hard surface and continued, finishing sixth. Terry was invited to have a long conversation with John Webb, the legendary circuit director, who apparently seemed more upset about Grimwoods treatment of the grassy patch on the inside of Clearways, which Webb cherished like a suburban lawn, than about his habit of banging body panels, though he did discuss that at length as well.Tony Scott said how impressed he was that I had pushed him

all the way. I wisely decided not to say cockily, Two more laps and Id have got you. In fact, I had struggled to maintain his pace over the 10 laps. He told me that there was a vacancy for a road tester on Motor and suggested that I should apply. I did and after a long process I was on a shortlist of 10 and then of three, and finally of two. The other chap considerately had a car accident, breaking a leg, so I got the job. I was now in full-time employment, which was a relief, as I had a mortgage to pay. I found myself in an editorial team including some very quick

drivers, such as Roger Bell (editor), Rex Greenslade (deputy technical editor) and Gordon Bruce (road test editor), all of whom raced with some success, as well as Tony Scott. I was also under the illusion that I was potentially a real racer and that I just needed a bit more practice to become a circuit superstar, a champion and all thatPETER DRON

Main image: Clearways, lap nine, a sideways Terry Grimwood (no.6) catching Peter Dron (no.5). Above, from top to bottom: first lap, Bottom Bend, Grimwood (no.6) clouts Richardson, sending him thumping into an earth bank; at Paddock on lap ten, Grimwood bangs doors with Dron; as Dron laughs at Grimwood spinning off, he spins too!

HISTORY LESSON

24

A Century

HISTORY LESSON

25

Nigel Rees is a mechanical engineer by training, more recently turning his hand to the setup of race cars at all levels. A consultant for Williams Grand Prix in the mid-80s he is also a time served racer, competing for nearly 20 years in single-seaters. In the first of a series which looks at the mysteries of car setup, he sets the scene with a fascinating 100-year journey through race car development, from the very first cars to present day wings, slicks and aerodynamics

of RAce cAR DeveloPmeNt

HISTORY LESSON

Top: 1913 grandprix Peugeothad advanced

engine yet comparativelycrude chassis.Below: by the

mid-1930sMercedes gp

racers hadsophisticatedsuspension

26

Historians seem unable to agree whether the 1894 Paris to Rouen, or the 1895 Paris to Bordeaux, was the worlds first motor race. Either way, most cars at the time were based on horse-drawn carriages fitted with early internal combustion engines and steered by means of a tiller, such as youd find on the rudder of a small boat.

The 20 years of automotive development from then until the eve of the First World War in 1914, saw engines and transmissions develop much faster than chassis and suspension. The 1914 Peugeot grand prix car was designed by Ernest Henry, a 29-year old Swiss draughtsman and boasted an engine with double

overhead camshafts and four valves per cylinder much the same basic configuration as todays F1 engines.

Chassis and suspension design though, lagged far behind. Live beam-type rear axles, beam front axles, leaf springs, friction dampers and simple ladder chassis predominated through to the early 1930s with all the attendant problems of axle tramp, difficult steering, gyroscopic shimmy of the front suspension and poor traction. In 1936, the prominent Siamese driver Prince Bira commented that his Maserati was stable on the straights, but his ERA still had to be actively steered in a straight line.

Silver ArrowSThe period between 1934 and 1939 saw the German companies Mercedes and Auto Union design and develop large capacity supercharged engines that delivered unprecedented power outputs in excess of 600bhp. They also introduced streamlined, low-drag bodywork. Mercedes layout remained conventional with the engine in the front a supercharged straight-eight but the company took chassis development forward with De Dion rear suspension using torsion bars, independent front suspension via wishbones, and coil springs and the use of hydraulic dampers instead of the friction type. The chassis was still a twin-tube ladder, although later variants featured large section oval tubes to improve torsional stiffness. These were highly successful cars, outperforming the Auto Unions throughout 1934-36. The latter, designed by Dr Porsche who was also responsible for the VW Beetle and Porsche 356 were much more radical.

John Colley

John Colley

HISTORY LESSON

Dr Porsche chose a supercharged V16 mounted in the rear with a fuel tank between the driver and engine to minimise weight distribution change with fuel burn and a five-speed transmission mounted behind the engine. Sound familiar? A similar layout is universally used in F1 today. So far, so good Like the Mercedes, the chassis was a twin-tube ladder, but front suspension was via trailing arms while swing axles with radius arms for fore and aft location, were used at the rear. Both ends featured torsion bars instead of coil springs with old style friction type dampers.

The front trailing arms gave a front roll centre at ground level (see sidebar), while the rear swing axles gave an extremely high rear roll centre, probably more than 380mm above ground level. This caused high vertical loadings on the outside rear wheel when cornering, causing oversteer, exacerbated by jacking again caused by the high rear roll centre. To compound the felony, the swing axles gave excessive camber change with bump and droop suspension movement, leaning the wheels in or out and causing unpredictable changes in rear grip over bumps and ripples, leading to severe oversteer and unpredictable handling.

Unfortunately, the suspension problems outlined here were not well understood at the time. The Auto Unions tricky handling was incorrectly attributed to the rear-mounted engine which meant that front engine designs predominated for the next 20 years until Cooper demonstrated the superiority of the rear-engined layout in the late 1950s. Despite the poor handling, Auto Unions won races thanks to their powerful engines, good straight line traction and the genius of drivers Tazio Nuvolari and Bernd Rosemeyer.

27

Above: Auto Unionhad superchargedV16 but its mightypower output washindered by itsrear location. Itwon races yet was always considered abit of a beast todrive quickly

Roll centResThe roll centre is the point about which the chassis rolls on the suspension when cornering. The line drawn between the front and rear roll centres is the roll axis. High roll centres are generally undesirable because they reduce the effect of anti-roll bars and springs on handling balance. A high front roll centre tends to cause understeer, a high rear roll centre (as on Auto Unions) tends to cause oversteer. High roll centres also cause jacking the tendency of the chassis to rise upward when cornering.

A 25-yeAR setbAck?

Audi

Audi

HISTORY LESSON

28

The post-war period from 1946 to 1957 saw little significant chassis development, although Vanwall demonstrated the benefits of triangulated spaceframe chassis construction in place of ladder frames. Ferrari, Maserati, Vanwall and BRM improved the thermal and volumetric efficiency of normally aspirated engines. In 1954 and 55 Mercedes used desmodromic valve operation where the engines valves are closed by a cam rather than a spring but the advantages were not sufficient to justify wide adoption.

The Maserati 250F, however, was the iconic car of this period. With a front-mounted double overhead camshaft 2.5-litre straight-six engine, a twin-tube ladder chassis, wishbone independent front suspension with coil springs, and De Dion rear suspension with a transverse leaf spring, the 250F was conventional but effective. Power output reached 270bhp in 1957 and the rear-mounted transverse five-speed transmission improved weight distribution and was beautifully engineered.

Tyres of this period generated a relatively low Coefficient of Friction, or M (see sidebar), close to 0.9 at large slip angles (approaching 10 degrees) with a gentle breakaway characteristic (see sidebar). This,

together with the 250Fs high polar moment of inertia and reasonably effective suspension, gave stable, benign handling. The cars natural frequency in yaw was a relatively leisurely 1 Hertz (1 cycle per second) and the torsional stiffness of the chassis was probably not better than 700lb ft/degree yet the 250F could be cornered in an elegant four-wheel drift while generating cornering forces of almost 0.9-g.

CoeffiCient of friCtion [M] is a measure of grip. A car without aerodynamic downforce will achieve maximum cornering acceleration in g equal to the Coefficient of friction M of its tyres. Polar MoMent of inertia is a measure of the cars resistance to turning, or the dumbbell effect. Cars with large masses widely separated (such as the engine in the front and gearbox in the rear) have a high Polar Moment of Inertia and respond more slowly to a given steering input. Cars with masses concentrated near the centre (such as a conventional

mid-engined single-seater) have a low Polar Moment of Inertia and respond rapidly to steering inputs.natural frequenCy in yaw is a measure of the cars overall speed of response to steering inputs. This is affected both by the Polar Moment of Inertia and the turning force generated by the tyres for a given steering angle. It is measured in Hertz or cycles per second. Higher frequencies imply a more responsive car but one which requires faster reactions to control. One Hertz is a fairly slow response, five Hertz is very fast near the limit of human capability.

the 1950s More of the saMeMaserati 250F(top) has engine in the front, gearbox

in the tail, affordingpredictable handling.

Vanwall (right)reaped benefit of

spaceframe chassis, and also of improved

engine efficiency

HISTORY LESSON

29

Above: Cooperpioneered themid-mounted engine layout in1960. Lotus soonfollowed (left)then introducedthe monocoquechassis tub tomake thingssmaller, lighterand stiffer

In 1959 and 1960, John Cooper demonstrated the superiority of the mid-/rear- engine layout with an engine immediately behind the driver, a rear-mounted transaxle and dual wishbone independent suspension front and rear. The mid-/rear-engine layout gave improved weight distribution and traction, a smaller frontal area and a reduction in overall weight. Polar moment of inertia was also reduced, giving a natural frequency in yaw nearer 1.5-2.0 Hertz. By 1960, coils had replaced leaf springs, disc brakes made drum brakes obsolete and the telescopic hydraulic damper had achieved ubiquity.

The 1.5-litre Formula introduced in 1961 for grands prix saw power reduced to 200bhp, but it drove development in chassis, suspension and tyres. In 1962, Colin Chapman pioneered the use of aluminium monocoque construction with the Lotus 25, doubling torsional stiffness to 2500lb ft/degree. It also achieved a lighter chassis with lower frontal area and improved driver protection. Rocker arm inboard suspension and reclined driving positions further reduced frontal area and drag.

Contemporary race circuits such as Spa, Reims, Rouen and Monza were typically fast, flowing and bumpy with few slow corners. Tyre contact patch load control was therefore more important than traction, encouraging soft, long travel, low natural frequency (1.5-1.7 Hertz), heavily damped suspension and relatively soft anti-roll bars. Weight distribution was typically 60% rear, roll centre heights were three to four inches above ground and designers crafted camber change curves to keep the outside tyres close to upright when cornering.

Science and reaSon prevail

SuSpenSion natural frequency is the rate at which a car will bounce up and down on its springs without any dampers. Frequency is measured in Hertz or cycles per second. Low frequencies imply soft suspension, high frequencies stiff suspension. Frequencies below one Hertz (eg 1950s Vauxhalls and Chevrolets) cause travel sickness, whereas higher frequencies in the four to eight Hertz range cause rapid fatigue in humans. Current road cars operate in the 1.5-1.8 Hertz range. 1980s ground effect F1 cars operated in the 5-6 Hertz range.

James A Allington

John Colley

HISTORY LESSON

From 1964, competition between Dunlop, Firestone and Goodyear resulted in increased grip, taking M beyond 1.0 and allowing braking and cornering accelerations to exceed 1g. Fuel injection consigned carburettors to history and maximum engine speed crept beyond 10,000rpm. New F1 regulations for 1966 called for 3.0-litre normally aspirated engines, or 1.5-litre forced induction, although no-one tried the forced induction route until 1977. In 1967 the Cosworth DFV was introduced a DOHC 32-valve V8. This simple, elegant design used a pent-roof combustion chamber and was designed as a stressed chassis member, allowing yet more weight reduction and increased torsional stiffness.

Top: Jim Clark,Cosworth DFV,

Lotus 49 acollection of

genius. Above:High wing onLotus 49 wassoon banned

on safetygrounds aftersome snappedat high speed

30

John Colley

HISTORY LESSON

In 1956, a 22-year old Swiss engineer and amateur racing driver, Michael May, had tried an upside down aerofoil above the cockpit of his Porsche 550 Spyder, but surprisingly it wasnt adopted by anybody else. Nine years later, Jim Halls Chaparral Can Am team successfully introduced variable incidence or movable aerofoils. A year later, in 1968, Lotus and Ferrari both tried wings in F1, and motor racing changed forever. With the benefit of hindsight, one wonders why it took so long.

By May 1969, huge, high-mounted, variable incidence wings mounted on the suspension uprights were generating 1000lb ft (450kg) of downforce at 150mph, allowing cornering and braking accelerations close to 2g. Inevitably, serious accidents to Graham Hill and Jochen Rindt both caused by wing failures resulted in a regulation change, restricting wing heights and enforcing fixed incidence. Wings were required to be mounted on the chassis, not on the suspension uprights, forcing designers to use stiffer springs. Downforce levels fell to 400-500lb ft at 150mph.

Simultaneously, Jackie Stewart led a safety campaign which led to proper roll-over structures, six-point harnesses, on-board fire extinguisher systems, aircraft fuel cells and later, deformable crash structures. During 1969, most F1 teams experimented with four-wheel drive, but improvements in tyre compounds

and the advent of wings rendered all-wheel drive unnecessary and it was quickly dropped. A period of incremental development followed from 1969 to 1977. The dominant engine was the Cosworth DFV, but Ferrari and Alfa Romeo were successful with flat-12 designs, while BRM and Matra had moderate success with V12s. Outputs rose from 409bhp in 1967 to 490bhp in 1977 in excess of 150bhp per litre. Maximum engine speeds rose to 11,000rpm close to the limit imposed by surge in conventional valve springs.

Aerodynamic refinement saw downforce back at the 1000lb ft (450kg) levels previously seen with high wings. Cold air boxes improved induction for the engine and aerodynamic efficiency (measured as L/D lift divided by drag) was improved. The most significant developments in this period though, were in tyre technology. Tread widths increased, profiles were lowered (too much in 1971, causing destructive tyre vibration), treadless slicks were introduced, softer compounds developed and Mu increased to well over 1.3. Cornering and braking accelerations crept over 2g. Great engineers emerged in this period, including Gordon Murray, Tony Southgate and Derek Gardner; I was recently reminded that in a short career, every one of Derek Gardners Tyrrell designs won races, including the innovative six-wheel car. Two of them won World Championships.

Is It a bIrd; Is It a plane?In the 1970s (top)wings werereduced inheight. Era alsosaw drive forgreater safety.Below: looking forthe advantage;six-wheel Tyrellof 1976 was anattempt to cutfrontal area

31

LAT Photographic

HISTORY LESSON

32

A bit o skirtTwo key developments appeared in 1977. Renault entered F1 with a 1.5-litre turbocharged engine and almost by accident Lotus discovered in the wind tunnel that a half-venturi-shaped underbody would develop huge downforce, provided you could effectively seal the outer edges to the ground. Thus dawned the era of ground-effect aerodynamics and sliding skirts.

The Lotus 79 utilised half-venturi side-pods, sliding skirts and a single fuel cell behind the driver and it dominated the 1978 season in the hands of Mario Andretti, who became World Champion. For 1979, Frank Dernie and Patrick Head at Williams further optimised the ground effect concept with the Williams FW07. Downforce reached an astonishing 3000lb ft (1350kg) at 150mph, necessitating extremely stiff springs and anti-roll bars. Suspension frequencies were now close to five Hertz, cornering and braking accelerations surpassed 4g and corner speeds reached alarming levels.

The venturi effect tunnels moved the aerodynamic Centre of Pressure (balance point) forward, so designers moved the Centre of Gravity forward to match. This entailed moving the driver forward so that his feet were ahead of the front wheels and vulnerable. Front tyre sizes increased to match. Aerodynamics mandated very narrow chassis but the increased chassis loads demanded increased torsional stiffness so designers turned to honeycomb aluminium composite materials, increasing torsional stiffness to 5500lb ft/degree. John Barnards 1981 McLaren MP4/1 pioneered carbonfibre composites and torsional stiffness rocketed to over 10,000lb ft/degree. Carbon composite chassis are still used on all F1 cars.

Huge cornering accelerations demanded substantially increased levels of fitness from the drivers, at the same time changing driving techniques. For 1981, sliding skirts were banned and a 6cm minimum ride height regulation was imposed. Designers circumvented this, so for 1983, a flat bottom rule was imposed, reducing aerodynamic downforce by over 35%. Designers compensated by fitting large multi-element wings, and set about regaining downforce from the flat underbody by running very

low front ride heights, carefully controlled rake (the downslope of the chassis from rear to front), large rear diffusers to extract the air from under the car, and Coke bottle side-pods. Pushrod operation of springs/dampers was introduced to reduce flex in suspension components.

These designs were very pitch sensitive, so Lotus and Williams developed active suspension to control rake and pitch. Nigel Mansell dominated the 1992 season in an active Williams FW14 but the technology was banned for 1994, along with ABS, traction control and automatic gearchanges. In 1991, Harvey Postlethwaite at Tyrrell introduced the raised nose and underbody bib/splitter tea tray which increased downforce and reduced pitch sensitivity it is still used today.

Above: 1980s saw the introduction of composites for strength and lightness. Top:Williams FW07 usedground effect togreat effect. Right:turbo era cars of70s and 80s couldmuster huge horsepower, but it took a while to iron out the lag

Tony Matthews

HISTORY LESSON

33

Turbo power and rockeT fuelFrom 1977, Renault progressed rapidly with turbocharged engine development. By 1979, the Renault RS10 developed 500bhp-plus and won the French Grand Prix with Frenchman Jean-Pierre Jabouille at the wheel. Ferrari, BMW, McLaren TAG and Honda were all forced to follow suit, precipitating intense development activity. Low inertia turbochargers, charge intercooling, oil-cooled pistons, Nikasil cylinder liners and electronic engine management all helped to minimise turbo lag and increase power to over 700bhp by 1983.

The two factors still limiting power were pre-ignition which limited the amount of boost, and valve spring surge which limited engine rpm. BMW solved the first problem through fuel chemistry: industrial chemists at BASF Winterschall used a toluene-based cocktail to produce a dense, high specific energy, detonation-resistant fuel which somehow passed the FIA pump fuel test. Nelson Piquets Brabham BMW pipped Alain Prosts Renault to the 1983 World Championship, developing more than 850bhp in qualifying.

By 1986, Renault had solved the second problem by introducing pneumatic valve closure, allowing engines to exceed 13,000rpm. This was a significant innovation, still used on all F1 engines. Boost pressures reached 5.3-bar (5.3 times atmospheric pressure) in 1986, giving an astonishing 1380bhp in qualifying and 900bhp in the races. Inevitably, turbocharged engines were banned for 1989, when a 3.5-litre normally aspirated formula was introduced.

John Colley

HISTORY LESSON

34

Radials, sticky RubbeR, Quallies and chicanesTwo further significant changes occurred in the period 1977 to 1986. Radial ply tyres were introduced, giving better diameter and contact patch control, allowing softer compounds and more grip. M reached 1.7 in race conditions and a staggering 2.2 in qualifying.

Radial tyres achieve maximum adhesion at less than 4.5-degree slip angle, compared with 7-8 degrees for a crossply tyre, so radial tyres consume much less power in tyre drag in flat-out corners. Even so, 150bhp is consumed in tyre drag in a 150mph corner. The breakaway characteristic of the radial tyre is much sharper than a crossply, making the drivers task more difficult.

The second significant change was in the circuits, which became much tighter, slower and billiard table smooth, with improved run-off areas and safety. Chicanes proliferated. Traction assumed greater importance.

1994: high-tech yet tRagicA Formula One car of 1994 had a 3.5-litre V10 engine that developed over 800bhp at 16-17,000rpm, using sophisticated engine management, pneumatic valve closure, ultra-short stroke and many of the improvements that had been developed in the turbo era. Paddle-shift systems operated sequential six- or seven-speed transmissions. Carbonfibre chassis achieved 22,000lb ft/degree torsional stiffness. Sculptured multi-plane wings, raised noses, tea trays, barge boards and diffusers combined to develop over 3400lb ft of downforce at 150mph. Yaw natural frequency exceeded five Hertz. The tragic accidents involving Ayrton Senna and Roland Ratzenberger at Imola in 1994 drove wholesale regulation changes to reduce cornering speeds and improve driver protection.

Top: at the pointy end; the

1980s saw drivers legs

way up by thefront axle.

Below: Sennasdeath in 1994demonstratedthat despiteall the tech,

F1 was adangerous

pursuit

LAT Photographic

John Colley

HISTORY LESSON

Developments since 1994 are difficult to summarise, because most were rapidly banned. Significant developments (in no particular order) included:

BANNED Fiddle brakes: braking the inside rear wheel to assist turn-in

Rear-wheel steering Steering assistance through rear-wheel torque control Engine speeds over 18,000rpm Automatic transmissions Continuously variable transmission Closed loop differential control systems F duct rear wing drag reduction Mass dampers Double diffuser Hot and cold off-throttle exhaust blown diffuseriN usE Open loop electronic differential control J dampers/inerters Seamless gearchange Kinetic Energy Recovery (KERS) Drag Reduction System (DRS) Separated bump and roll damping

These are just a sample, but these banned technologies illustrate the extent to which technology is regulated by the need to ensure safety, contain speeds and provide entertainment. Regulation has still driven design and evolution, but basically the 2013 F1 car has changed little in principle from its 1994 ancestor.

Finally, it is interesting to look at the changes to the

drivers task. The 1914 driver needed stamina to cope with very long races over bumpy, dusty roads, heavy steering, kickback and shimmy. He also needed to repair frequent punctures and change tyres.

Drivers of the 1950s and 60s needed fine car control and judgement, but lateral and longitudinal g-forces were relatively low and yaw frequency was relatively leisurely. Drivers demonstrated artistry in the four-wheel drift. The lack of downforce meant linear control tasks. Risks were very high and courage essential.

Current race drivers need to monitor and operate complex technical systems while subjected to braking and acceleration loads over 4.5g. The driver must control a car with yaw natural frequency near five Hertz, close to human capability limits. The square laws governing aerodynamic downforce mean that he must be able to judge available grip in corners of different radius, according to the square law. In addition, he must cope with incredibly short braking distances and be able to modulate brake pressure as downforce and grip bleed off with speed reduction. Throughout this, his engineer will nag him over the radio

The 2014 Formula One regulations mandate 1.6-litre turbocharged engines, enhanced kinetic and thermal energy recovery systems and further aerodynamic constraints. It should be interesting

Nigel Rees currently heads up Vehicle Dynamics Consultancy GSD Racedyn. He has been responsible for the setup and development of more than 200 cars, from 1930s grand prix racers, to current LMP2 aero cars. www.racedyn.co.uk.

REgulAtioNs RulEFor 2014 the regsmandate a 1.6-litreturbo engine, alongwith enhancedkinetic and thermalenergy recoverysystems. Restraintson aerodynamicswill mean even more radical frontwing treatments

35

Mercedes AMG Petronas

lotus cortina

After two decades competing in contemporary machines, Richard Meaden was invited to take

a lesson in Historics, behind the wheel of a mk1 Lotus Cortina in the U2TC championship.

He quickly learned that theres nothing yesteryear about the racing

36

Riccardo Carbone: hirundomotorsport.com

Inside rear in the air,the Lotus Cortinadoesnt corner likea modern car, butthats its charm

lotus cortina

HISTORY BOY

37

Riccardo Carbone: hirundomotorsport.com

lotus cortina

If there was ever a year to race a Lotus Cortina it was 2013, when the iconic white-and-green cars celebrated their 50th birthday. Whether or not youre old enough to remember them racing in period Im not! weve all been captivated by those evocative black-and-white images of Jim Clark, Jack Sears and Sir John Whitmore three-wheeling their way to victory after victory in the works cars. Thats why the Lotus Cortina is part of the fabric of motorsport and a true stalwart of Historic racing.

So you can imagine my delight when a friend Grant Tromans invited me to share his Lotus Cortina in the U2TC championship (for pre-1966, under 2.0-litre Touring Cars). My first full season of motorsport since I started racing some 20 years ago, it would also be my first proper go at Historic racing. Im conscious some of you may know me, but most wont, so I should confess now that Im one of those jammy gits who has spent the last two decades racing other peoples cars, mainly in the line of duty as a motoring writer for magazines such as Performance Car (God rest its soul), evo and Octane.

Like many of you my first race was in a Caterham. That was quickly followed by a season-long drive in the inaugural VW Vento VR6 Challenge. Since then Ive made a nuisance of myself in everything from Vectra V6 Challenge to Renaultsport Spider (what a wild car that was!), Porsche GT3 Cup, Formula Palmer Audi and Maserati Gransport Trofeo. Since 2006 Ive been extremely fortunate to do a significant amount of endurance racing, with three Britcar 24-Hours, three Dubai 24-Hours and eight consecutive Nrburgring N24 events, mostly in GT4 Nissans and an assortment of V8 and V12 Aston Martins.

Thats a lot of racing, which I mention only to put my experience into context, for with a few glorious exceptions such as Tour Auto and a drive at the last Le Mans Classic, all my racing experience has been gained driving modern stuff. That means cars with tractable, fuel-injected engines, powerful brakes (often with ABS), slick tyres and sometimes a paddle-shift gearbox and a bit of aero to make life even easier. Of course, all that seat time has been invaluable in terms of building

38

Were it not for the original door cards and spindly 1960s-spec roof pillars, you could be sat in a modern Touring Car. Strapped into a HANS

seat and surrounded by a roll-cage designed with modern thinking, you feel very safe

racecraft, but as I discovered the very first time I drove the Cortina, the skillset and mindset required to go well in an Historic car is quite different from that of the modern racer. Bugger.

Historic racing has been one of the main growth areas in motorsport, even through the tedium of this apparent perma-recession. Of course it helps that many of the drivers are wealthy and have the means to indulge their passion whatever the economic climate. It also helps that compared with racing a modern car in, say, British GTs (the gentleman racers other championship of choice), Historic racing is something of a bargain, because the cars tend to hold their value, or massively increase if the car in question has provenance and does well in high-profile events. Fortunately the race format for many of the popular

Mike Hoyer: Jakob Ebrey Photgraphy

lotus cortina

Far left: author Meaden picks upsilverware at the2013 SilverstoneClassic meeting.Above: LotusCortinas a tadpopular forU2TC racing

39

Historic series allows for two drivers, which is where interlopers like me get a look in.

U2TC is one of the more accessible areas of top-end Historic racing, but still the cars are costly to build and pricey to run if you want to be competitive. A potentially race-winning Cortina built from a bare shell to Appendix K spec will cost the thick-end of 80,000. That sounds a lot until you realise an engine could account for 25 per cent of that figure. Like any road-based competition car, bodyshell preparation is key, especially when your starting point is a 50-year old Ford.

I wasnt sure what to expect when I first climbed into the Cortina, but what I found blew me away. The standard of preparation in this Raceworks Motorsport-built car is exceptional and meticulous: the shell being dipped, stripped and seam-welded prior to

fitment of the extensive roll-cage. Indeed, were it not for the original door cards and spindly 1960s-spec roof pillars you could be sat in a modern Touring Car. Strapped into a modern HANS seat and surrounded by a roll-cage designed with modern thinking and built to modern standards, you feel very safe. As my main concern about racing Historics was feeling vulnerable, this was very reassuring.

The U2TC Championship itself has become increasingly competitive in recent years as the cars have got quicker and professional drivers entered the fray. Whether regulars or guest drivers its not uncommon to find yourself racing against top-class modern pro racers such as Frank Stippler, Andy Priaulx, Olly Bryant and Phil Keen. And then, of course, theres U2TCs resident legend, Jackie Oliver,

Mike Hoyer: Jakob Ebrey Photgraphy

lotus cortina

40

plus established Historic hotshoes Simon Hadfield, Martin Stretton and Andy Wolfe. Suffice to say the competition is fierce.

There might be a fond notion that Historic racing should be motorsport in a vacuum, with cars rendered immune from the relentless development that defines the modern side of the sport, but the truth is that if you want to win in any series you have to try to make the car go quicker year-on-year, while remaining within the rules and regs. In U2TC that means sweating the details, which in the Cortina means paying great attention to the brakes. Racing flat-out for an hour in any car puts immense strain on the brakes, but imagine putting all that energy into brake pads the size of fag packets and brake shoes designed for more sedate Sixties motoring. Fortunately U2TC regs allow for different pad and shoe materials so long as they remain the same surface area, but finding the balance between the endurance of a hard pad and the feel and progression of a softer material takes time to perfect. When I first tested the Cortina I kept locking front wheels with hard pads, but by the time we began the season wed found a material that delivered feel and stamina. Even so, its still possible to overwhelm the brakes, as I found at Monza. Having built a decent lead I handed the car over to Grant after 40 minutes, but by then the brakes had gone and he spent the last 20 minutes of the race nursing a very long pedal. Lesson learned.

Race-winning pace also means buying the best engine you can afford. In our case that involved going to Geoff Richardson, an engine builder well-known for his dry-sump DFVs and other high-end race

Cesare V. Vicentini: hirundomotorsport.com

Peter Collins

Peter Collins

lotus cortina

41

Far left top/centre:Tight racing andextreme attitudeat Brands, whileMonza providesbackdrop in shotat bottom. Below:Synchronised sliding at BrandsLotus Festival

motors, but new to wet-sump Lotus twin-cams. It was a risk, but Tromans logic was that you wont find an advantage running the same hardware as your rivals. As it happens the gamble paid off: our Richardson motor turned out to be an absolute firecracker.

In bald terms a U2TC Lotus Cortina weighs a smidge over 750kg and has around 180bhp from the legendary 1.6-litre in-line four-cylinder engine. These motors have a hard life, spending much of their life being revved to a little over 8500rpm in the hour-long, two-driver races. Still, barring any over-revving, they seem to be quite happy to go all season between refreshes, which I find amazing. Though allowing for some modern thinking and materials, Appendix K rules mean the car stays true to the original in terms of the four-speed manual transmission, limited-slip differential and rear leaf springs, plus those small disc brakes at the front and drums at the rear. Theres an anti-roll bar up front, but none at the rear and the dampers have to be oil-filled with limited adjustment.

Like any race car a good set-up is crucial, but the changes you can make are pretty basic. The upshot of all this is that once youve got the car handling close to how you want, the biggest advantage is in the driver and their ability to adapt to the car and compensate for any handling issues that cant be dialled-out

through setup changes. Personally that suits me, for Im neither an engineer nor very patient, so a car that requires you to think on your feet, or more accurately on your seat, is a challenge I enjoy.

Ill be honest. If you derive childish pleasure from sliding a car then its very easy to overdrive a Lotus Cortina. I think its the combination of abundant steering lock, minimal inertia and an hilarious propensity to oversteer through low, medium and high-speed corners that makes you go a bit giddy. I have no idea what youd have to do to spin a Lotus Cortina in the dry, such are the elastic limits of its handling and the transparent, forgiving way in which it loses and regains traction and lateral grip. This is good and bad, because even though the car is perfectly happy to swing from lock-stop to lock-stop once youve let the car slide beyond its sweet spot, youre losing precious forward momentum. That neednt necessarily make an adverse impact on your enjoyment, but in a series as closely fought as U2TC, you need to maximise forward momentum at every opportunity.

So Im told by people with far more experience than I: a poorly-sorted Lotus Cortina is a uniquely horrible thing. But when perfectly set up, its a thing of rare beauty. Im pleased to say Raceworks delivered the latter, but still you can sense the Cortina has the

snappyracers.com

Good setup is crucial, but the changes you can make are basic. Once youve got the car handling close to how you want, the biggest advantage is in the driver and their ability to compensate for any handling issues that cant be dialled out through setup changes

lotus cortina

You dont so much steer the nose towards the apex as nudge it, applying just enough lock with just enough aggression to then tip the tail into the beginnings of a slide. From here everything hinges on your ability to catch and then balance but not correct the oversteer with one smooth steering input

The Lotus Cortinadoing what comesnaturally during the Silverstone

Classic last year.Its such an

involving steerthat all those

lucky enough todrive it fall for its

idiosyncrasies

42

potential to both understeer and oversteer to extremes through clumsy driving alone. The trick is not to overwork the front-end, which is achieved by using the rear end to do much of the work for you. You dont so much steer the nose towards the apex as nudge it, applying just enough lock with just enough aggression to then tip the tail into the beginnings of a slide. From here everything hinges on your ability to catch and then balance but not correct the oversteer with one smooth steering input. The challenge is to simultaneously apply just enough power to sustain, but not exceed, this delicate balance of lateral grip and forward motion.

It all sounds a bit scientific, but the Lotus Cortina is a wonderful teacher and will soon tell you whether youve got it right or wrong. Better still, itll tell you which phase of the process let you down. Work the front end too hard and itll resolutely push wide no matter how hard you then try to unstick the rear: tip it in too aggressively, or with a hint of trail braking, and itll slide straight through your window of opportunity and require an armful of opposite lock to contain. Get it right, though, and from the point you turn in you hardly seem to do anything at all, the car adopting an attitude that requires less than a quarter-turn of opposite lock to contain. As you see the corner begin to open out you can squeeze the throttle to the floor and hear the revs just begin to rise with the smallest hint of wheelspin, like the perfect standing start. Sometimes you can even use this to keep the engine on-cam through corners that would otherwise leave you becalmed between gears.

Helpfully it remains pretty consistent through slow, medium and high-speed corners. All you need do is be more mindful of inducing terminal understeer in the slow turns and resist the urge to get too sideways through the medium-speed stuff. Its through the quick stuff that the Lotus Cortina feels majestic, floating through with the throttle pinned in a classic four-wheel drift.

Ive driven some amazing cars and enjoyed some incredible moments in the last 20