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x-rad · Post by **x-rad** » Tue Aug 14, 2007 3:21 pm

geeeezze...too bad.

glad you live to race again!

semi-soft barrier luckily...and your car design

Mats · Post by **Mats** » Tue Aug 14, 2007 11:02 pm

Dennis wrote:
Maurizio wrote:A pity it ended so soon, any idea why the car suddenly oversteered?
I don't know exactly. It happened in Eau Rouge. I was going in faster and took a slightly wider line at the bottom going into the right turn going up. When I hit the curb on the inside the rear just stepped out. When I noticed I couldn't correct I hit the brakes to lock up and slide, but the rear just kept coming.

It is probably a combination of factors, but I can get a better view when I get the video someone has shot from the stands. I saw it when I came back from the hospital, but I need to see it again to get a clear view of what happened.

Anyway, I'll get some pics of the engine installed before the crash. That way we can stay ontopic

You hit the curb in Eau Rouge?

It might be just me but isn't that corner really fast even in a 75? What kind of speed are you carrying through there? Long downhill start/finish and then this ba*tard complex at the bottom.
Guess Villenueve is quite a good driver after all.

Dennis · Post by **Dennis** » Tue Aug 14, 2007 11:19 pm

Yes Mats, it's really fast. Exactly how fast I don't know ( around 6000 - 6500 rpm in 4th wit a 9/41). The curbs there are flat so you can take them quite allright. It may have upset the car since I was going faster then before. I may have picked up a bit of dirt in the base of Eau Rouge.....

I don't know the exact cause but I believe it was a driver error. But when you take that corner fast and everything seems to fall in place, the thrill is unbelievable. Such a shame the hangover is unbelievable as well when you get it wrong.........

Post by **Zamani** » Wed Aug 15, 2007 12:13 am

Well great that you are ok! But I don't think it's worth saving the chassis. The labor cost might be astronomical. Maybe you need to change your middle name to something other than "Danger" ?

Now about your TS, what's the static compression of your engine? What engine management? Did you get some flow bench figures? Say... do you know of shops selling high compression 24V pistons in NL?

Micke · Post by **Micke** » Wed Aug 15, 2007 12:21 am

sorry for your loss and very glad you made it yourself.

If there's anything to learn from this, it is not to start building a track car from the engine but the safety features. Without the good cage there might be no Dennis to tell this story.

Mats · Post by **Mats** » Wed Aug 15, 2007 1:05 am

Micke: Exactly! Good point.

Dennis:Ok, so a touch under 170 then (assuming 205/50-15). Not as fast as I would have thought but still plenty fast when you are reduced to being a passenger.

Dennis · Post by **Dennis** » Wed Aug 15, 2007 1:10 am

@Micke

you're absolutely right. Even with all the safety features on the track it is most important to have a good cage, good seat and a good 6 point harness (and mount them properly). I was lucky in a way hitting the barrier first on the left front and then sideways. Hitting the barrier straight on the nose would have done more damage to me.

@Zamani

Static CR: 11:1
standard reworked valves but major porting on the intake.
316 degrees/13 mm lift intake and 305 degrees/12mm lift exhaust
Emerald M3d Engine management with standard double ignition
flowbench figure is 122 cfm @ 10 bar

My pistons were custom made from JE blanks. I don't believe there is a shop selling 24V pistons but they can be made if they have the engine in the shop.

A good seamwelded shell isn't written of as fast as a normal shell and allthough the entire front of the car (from the firewall) is bent there is some hope the shell is still intact. Replacing the front and the rear still is cheaper then seamwelding a new shell and placing a new cage.

TS_turbo · Post by **TS_turbo** » Fri Aug 17, 2007 8:50 am

Dennis wrote:
Static CR: 11:1
standard reworked valves but major porting on the intake.
316 degrees/13 mm lift intake and 305 degrees/12mm lift exhaust
Emerald M3d Engine management with standard double ignition
flowbench figure is 122 cfm @ 10 bar

wow 10 bar

max pressure drop in cyl. for performance engine is around -4 psi only

122 cfm at 10 inch water column drop may be

nice power at nice rpm for stock vlave size

Post by **Zamani** » Fri Aug 17, 2007 9:51 am

I think Dennis meant 10" of water, that's pretty standard for most flowbench figures.

MD · Post by MD » Sun Jul 13, 2008 3:20 am

...at the oily end of things..

anybody got any specs, drawings, photos or the like for a windage tray for the Twin Spark , Nord or Alfetta 2 litre ?

Thanks guys.

Mats · Post by **Mats** » Sun Jul 13, 2008 4:44 am

Do you mean a proper one or like Strecks scraper?

la_strega_nera · Post by **la_strega_nera** » Sun Jul 20, 2008 4:28 pm

I've got a .dwg of a 2l scraper that bolts between the sump and the block, got it off of Mike Valant years back:

MD · Post by MD » Mon Jul 21, 2008 12:40 am

Mats

I dont know what a Strecks scraper is but I want a proper one for a race engine. Thinking of going with this from Paul Spruell Motorsport
http://spruellmotorsport.com/advanced_s ... 8f&x=6&y=3

Hey Stregs. Thanks. I think tying into the big end mounts may be some advantage. Otherwise seems ok to me.

Mats · Post by **Mats** » Mon Jul 21, 2008 1:09 am

That one is the Steck designed (and produced?) scraper.

Personally I'd like something that is really a windage tray pretty much separating the oil from the crank. The scraper is not even half-way there.

MD · Post by MD » Mon Jul 21, 2008 4:32 am

Mats you gotta be talkin' about the Holy Grail -the dry sump.