Pic of Ultima at Donnington
Discussion
'It was built from a new kit for the 1997 British GT Championship, the engine was a Ford RS500 unit built by Bluesprint Racing Engines, it ran 8 injectors, pectel engine managemant system, Ford RS200 spec turbo, wastegate and intercooler, water injection (one-off custom built system), dry sump, Ford Motorsport Grp A turbo anti-lag system. The power output was approx 640bhp (depending how hot teh weather was) on 32mm air restrictors (championship regs). The exhaust was a straight through system (no silencer, we took that off as it was too quiet with it fitted) and was fabricated from stainless steel covered with titanium heat shields. The fuel was stored in an ATL fuel cell fitted between the engine and the passenger compartment bulkhead.
We started the season with a Porsche G50 transaxle fitted but we converted the chassis to take a Hewland FG500 gearbox and made the engine a stressed member as we kept exploding the Porsche box casings.
The chassis was fully rose jointed and fitted with Penske 3-way adjustable dampers, AP endurance spec 6 pot calipers front and rear. We fitted a full air-jack system, and after a 2 day wind tunnel test at MIRA we ended up with underfloor venturis front and rear plus extra winglets fitted to the nose and air vents fitted to the nose and rear body work above the wheels, this increased downforce by 30%. The radiator ducting was increased in size in order to keep the coolant temperatures in check. We also fitted the body to the chassis with quick release clips and could remove all the bodywork in about 10 minutes.
The wheels were one-off castings by Dymag and fitted with Dunlop slicks.
Data logging was taken care of by a PI Research system.'
Don't mean much to me - but you did ask!
Pete
We started the season with a Porsche G50 transaxle fitted but we converted the chassis to take a Hewland FG500 gearbox and made the engine a stressed member as we kept exploding the Porsche box casings.
The chassis was fully rose jointed and fitted with Penske 3-way adjustable dampers, AP endurance spec 6 pot calipers front and rear. We fitted a full air-jack system, and after a 2 day wind tunnel test at MIRA we ended up with underfloor venturis front and rear plus extra winglets fitted to the nose and air vents fitted to the nose and rear body work above the wheels, this increased downforce by 30%. The radiator ducting was increased in size in order to keep the coolant temperatures in check. We also fitted the body to the chassis with quick release clips and could remove all the bodywork in about 10 minutes.
The wheels were one-off castings by Dymag and fitted with Dunlop slicks.
Data logging was taken care of by a PI Research system.'
Don't mean much to me - but you did ask!
Pete
Awesome!I wike it.Strange,I was talking to a fellow this morning and he recounted a similar spec car to me,wonder if this was it,spookie.Wonder what happened to it?Don't like hearing tales of woe related to G50's and 640bhp,that's me that is.Mind you,I won't be racing mine on a track so maybe I will be lucky?Not you,obviously,you ARE lucky,P anyhow.You know what I mean.
Peterpsg,I am affraid I do not know the word 'skimp'?Is it slang for a thin sprite?,or perhaps an Australian Hillman Imp?But seriously,thanks for the sugestion but I traveled to the States a few years ago and visited Powerhaus 11 to collect a full set of altered gears,steel ZF limited slip diff,uprated side plate and a few other goodies to boot.Peter Knight recomended a guy called Alan and I had the G50 rebuilt.Although I have done as much as I can to srengthen the box,I feel it may still be marginal with over 600ftlbs on tap but we shall see.
Edited by GTWayne on Friday 30th June 15:21
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