R1 -V8 SuperTourers - Hampton Downs

[raymond]

Originally Posted by BackSeat Driver

PLEASE STOP THE BICKERING!! I STARTED THIS THREAD ABOUT THE FIRST ROUND OF THE SUPERTOURER RACING AT HAMPTON DOWNS.

IF YOU WANT TO SLAP EACH OTHER WITH HANDBAGS - PLEASE GO AND DO IT IN ANOTHER POLUTED THREAD!!!!!

Totally concur with your sentiments.
I will be at the first round of V8ST this weekend, doing my little bit to help Matt settle in to the whole big picture. I will also enjoy watching the spectacle and chatting to whomever wishes to talk to me, as long as it doesn't impinge on my dutues with Matt. It should be quite an enjoyable weekend....but nowhere near as good as rallying!!!??

[Icarus_nz]

Originally Posted by raymond

Totally concur with your sentiments.
I will be at the first round of V8ST this weekend, doing my little bit to help Matt settle in to the whole big picture. I will also enjoy watching the spectacle and chatting to whomever wishes to talk to me, as long as it doesn't impinge on my dutues with Matt. It should be quite an enjoyable weekend....but nowhere near as good as rallying!!!??

Get the lads to organise a big mud puddle to lie in and you'll be right at home...

[Biggy G]

Looks good, but seriously, why even bother with the name?

[HProject]

Damn you're quick, Kieran As if the names were bad in that size, they add salt to the wound by using that font.

Here's another angle of the Booth rig.

[Member CCC]

Does anyone have the entry lists? I can't find anything online isn't the event this weekend?

[Biggy G]

Originally Posted by HProject

Damn you're quick, Kieran As if the names were bad in that size, they add salt to the wound by using that font.

If SVG has the same dual vent system on the rear window of his car I look forward to seeing how the hell they fit his name!

[smokin'joe]

Originally Posted by Biggy G

Looks good, but seriously, why even bother with the name?

i reckon. looks good though.

keep posting them up...... need to see who gets the FPR award for the busiest concoction of a graphic !!!

[Goat Boy]

Originally Posted by Member CCC

Does anyone have the entry lists? I can't find anything online isn't the event this weekend?

Seen a prelim one, they may have one up tomorrow, seems to be the form everywhere

[Blackpearl]

1
FOR ALL INQUIRIES AND INFORMATION RELATING TO THIS TECHNICAL NEWSLETTER, PLEASE CONTACT THE TECHNICAL DELEGATE, MARK PETCH, mark@V8Supertourers.co.nz or on
mobile 021-721-666
Engine "Blueprinting" – Option
Teams are permitted to blueprint the "bottom end" of their engines providing they have first advised the V8ST Series Chief Scrutineer, Mark Sheehan of their intention to do so. This measure is as a result of the Technical Committee’s findings with regard to "Factory" quality control, engine build issues identified in a number of previously sealed engines, and advised separately to all teams by way of the Engine Failure and Analysis Report sent to all team on the 14th January 2013.
Teams are required to have their engines re-sealed by the Chief Scrutineer while the engine is being re-assembled in his presence. Any team fairly unable to comply with this inspection requirement because of time or logistical difficulty, must ensure that their engines are re-sealed by the Chief Scrutineer prior to Saturday the 16th February next 2013. Any team requiring an engine to be re-sealed at the circuit, must agree to make their engine available for stripping and inspection, if deemed necessary by the Chief Scrutineer, as the sole judge of fact.
PLEASE BE AWARE THAT ALL ENGINE SUMPS WILL BE SEALED TO THE ENGINE BLOCK ON SATURDAY THE 15TH FEBRUARY, AND THAT UNDER NO CIRCUMSTANCES WILL ANY TEAM BE PERMITTED TO REMOVE OR ATTEMPT TO REMOVE THESE SEALS. TEAMS ARE REMINDED OF THE PENALTIES IN THE SPORTING REGULATIONS FOR REMOVING A SEAL. TEAMS SHOULD ALSO BE AWARE THAT THE SCRUTINEERS HAVE BEEN PROVIDED WITH A SIMPLE CHECKING TOOL TO ENSURE THAT THE CRANKSHAFT RELUCTER WHEEL IS CORRECTLY ALIGNED WITH THE HALL SENSOR, AT TDC ON NUMBER 3 CYLINDER.
Teams must pre-drill the heads of two sump retention bolts and corresponding panrail holes adjacent to the drilled bolt heads so that the sump pan can be sealed on both sides of the pan rail at easily accessible points. No Team will be permitted to practise or race without having the sump pan sealed in place by the Chief Scrutineer or one of his deputies.
PERMITTED BLUEPRINTING: The Main Bearing clearance may be increased to the top side of GM’s factory build sheet which is 0.0023" inches however V8ST recommends 0.002". The big-end bearing clearances may be likewise increased to 0.0025" inches however V8ST again recommends 0.002". Of particular importance is to check the wrist pin clearance to the little end’s bronze bush which V8ST recommends should be 0.0015" plus nothing, minus 0.0002" The Technical Committee strongly recommend that the wristpin clearance be checked, as too little clearance has been found to interfere with the correct perpendicular alignment of the connecting rod to the big-end crank pin. This can result in the Titanium connecting rod’s thrust faces coming into contact and galling, which can lead to catastrophic engine failure.
Advice on how best to achieve the recommended main and big end bearing clearances, or to remove and reinstall the wristpin’s wire locks, can be had from Randell Edgell by phoning him on 09-444- 6922 or alternatively, have his company perform the recommended procedures or supply services or the correct Clevite bearing shells that are required. Note: it is not permissible to fit big-end bearing shells that are intended for fitment to crankshafts, that have a large fillet style radius, as they reduce the bearing surface area and are not validated by GM for the high loads the LS7 piston and connecting rods can be subjected to. Technical Newsletter #21
2
connecting rods can be subjected to.
It is also permissible to line hone the engine block’s main bearing tunnels if this is found to be necessary.
We strongly recommend the re-installation of the piston and rod assembly so that all big-end thrust pads face in the same direction. The Factory does not appear to adhere to this best practice as some engines we have inspected are assembled in the correct manner in their original build whereas others are not. The factory view is that, because the connecting-rods are symmetrical, it is not important which way they face, however, we are of the firm view there is only one way the rods should face and that is the technically correct way, as determined by the shape differences, side to side, of the big end’s thrust faces. The lack of quality control with respect to the random orientation of the connecting-rods appears to lie with the vender who suppliers the Wixom engine plant with the piston pre-mounted to the titanium connecting rod, as a complete engine set.
Cylinder Bores should be honed using a torque plate to ensure a uniform and true maximum bore size of 4.126". This corresponds to the maximum bore tolerance approved during the OEM engine building process over the nominal bore size of 4.125". NOTE: the most common issue we have found is that some cylinders bores have measured size-for-size with the piston and two have had as much as .003" under size taper, at the bottom of the cylinder liner. NOTE: the OEM standard piston is manufactured from a very low thermal expansion hyper-eutectic alloy for reasons of both noise [piston rattle]and exhaust emissions and they are thus able to run exceedingly tight piston to bore clearances that rely on the thickness of the piston’s anti friction coating to prevent galling. In our opinion, the engines we have found to have the absolute minimum piston to bore clearance, ran hotter than those that are on the top side of the factory tolerance.
PLEASE NOTE: It is expressly forbidden to modify in any way, the cylinder heads, valve seats or to re-face the valves themselves. NOTE: the titanium intake valve has a 3 micron chromium nitride wear surface that will be removed by any attempt to lap the valve into the seat, and rapid wear will occur if this wear surface is damaged. For more information on chromium nitride, please refer to Del West online technical assistance. http://www.delwestengineering.com/pa...um_valves.html
The cylinder heads are non-service items and any cylinder head deemed to require new valve seats or surfacing must be considered as scrap and its serial number recorded by V8ST Technical Department in the vehicle’s log book. New replacement bare cylinder heads may be purchased from V8ST and their serial numbers duly recorded by the Chief Scrutineer, Mark Sheehan, as being fitted to the engine block, along with block’s serial number.
The valve springs, their seats and the valve stem seals may be replaced with new original GM components or substituted with the optional V8ST-supplied valve spring kit, which has an identical seat, and over the nose pressure but utilises a special hardened steel retainer base and separate teflon valve stem seals, which eliminate the wear and breakage found on the standard pressed metal valve spring seats. It is also permitted to fit the V8ST-approved optional rocker trunions in place of the problematic pressed metal standard versions. SEE DETAILS AND PHOTOS BELOW
Crankshaft snout – option
Teams are permitted and encouraged to drill the crankshaft snout while the engine is disassembled, so as to be able to fit a 3/16 steel drive pin in order to positively locate the ATI harmonic balancer at TDC on the number one cylinder. This operation should only be carried out by a suitable experienced engine shop using a vertical milling machine. On no account should this drilling operation be performed freehand. Technical Newsletter #21
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ARP Cylinder Head and Connecting Rod Bolts – Option
Teams are permitted and encouraged to install the cylinder head (Part # 134-3610) and connecting rod (Part # 234-6302) bolt kits manufactured by ARP. These kits can be purchased from Shane at Segedins on Dominion Road, Auckland.
Oil pump pressure regulator spring – Option
As a result of possible oil pressure changes as a result of blueprinting the bearing clearances, Teams are permitted to use an optional V8ST-supplied pressure relief spring. This spring has a higher stiffness and enables Teams to run slightly higher oil pressure if required, when the engine is at maximum operating temperature.
Engine Oil Pump Pressure Spur Gears – Option
Teams are also permitted to fit wider bronze spur gears, which are available to Teams [on an indent basis] for the same blueprinting reasons as above. The pressure stage of the pump is designed to take wider spur gears than currently used simply by removing the spacer adjacent to the gears. This option will result in both a higher volume flow rate and a corresponding rise in oil pressure.
Valve Springs – Option
In the interest of engine reliability, Teams are permitted to fit the V8ST-approved optional valve spring, which comes as a kit with a hardened steel base and separate valve stem seals, as pictured below. The seat and over the nose spring rate of the optional valve spring package is the same as the OEM spring and offers no performance advantage. In the interest of reliability, teams are permitted to change the std. rocker arm trunion to a fully machined variety manufactured by ComCams Part #13702 and stocked in New Zealand by Kelford Cams, Christchurch. The kit cost is approximately $200, and the parts can be retro-fitted to the cylinder heads while the engine is in place by suitably experienced personnel. See comparison photo of original pressed metal needle roller retainers [on the right] and the ComCams fully machined trunion and circlip retainers [left hand side] in the photo below. Technical Newsletter #21
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Rocker arm trunion – Option
In the interest of reliability, teams are permitted to change the std. rocker arm trunion to a fully machined variety manufactured by ComCams Part #13702 and stocked in New Zealand by Kelford Cams, Christchurch. The kit cost is approximately $200, and the parts can be retro-fitted to the cylinder heads while the engine is in place by suitably experienced personnel. See comparison photo of original pressed metal needle roller retainers [on the right] and the ComCams fully machined trunion and circlip retainers [left hand side] in the photo below. Technical Newsletter #21
5
Water balance rail – Option
In the interest of engine reliability, Teams are permitted and encouraged to replace the standard steel tube water balance rail between the cylinder heads, by removing the standard connecting rail [must be cut in half to remove in place] and modifying the mounting end to accept a -3 or similar flexible hose to do the same duty and function. See photo below showing the standard rail and a flexible replacement -3 braided hose and end fittings. Technical Newsletter #21
6
Dry Sump Tank Drain and Sight Level - Option
It is permissible for Teams to install a drain plug and sight level to their engine oil tank as pictured below. Technical Newsletter #21
7
Exhaust Heat Shield – Option
A new Controlled Part exhaust manifold shield is now available from V8ST. This bolt-on heat shield is made from stainless steel sheet and mounts to the left hand side exhaust manifold. It is designed to reduce heat transfer from the exhaust manifold into the oil reservoir. It is also permissible to fit two air hoses, 2" in diameter, from the airbox to the heat shield, in order to assist in removing the possible build-up of heat trapped between the shield and the side of the engine, and further, covers the inside face of the stainless steel shield with a "stick on" style heat reflecting material.
Fuel Filter/Regulator Fitting – Option
Teams are not permitted to use any other fuel filter/regulator other than GF822 AC Delco, # GF822, AC Delco unit as supplied by V8ST. Note: In the interest of safety, it is recommended that the old black anodised -8 out of the fuel filter be changed to either the standard -6 standard GM part or the new revised GSR custom-made -8 fitting, both of which have the same long nose, which measures .740". The short-nose [.562"] has proved to be difficult to keep engaged unless it is clamped in place. The new .740" long nose is safer and does not require clamping to be leak proof. Technical Newsletter #21
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Magnetic power steering fluid filter – Option
In the interest of service life, Teams are permitted to fit an inline magnetic style power steering fluid filter as recommended by both Ford and GM, see photo below.
Front Anti-Roll bar arms
Due to a number of breakages of the original 0.065" front anti-roll bar arm, a heavier 0.083" wall thickness Front Anti Roll Bar Arm is now available from V8ST as a controlled part. No Picture shown.
Painted Wheels – Option
In the interests of the Series and Teams’ wishing to give their cars a fresh look for 2013, it is permitted to paint the alloy wheel one single uniform colour. Pre-approved colours are black or white however other colours will be considered by application to Didier@v8supertourer.co.nz with a graphic illustrating the Car’s livery and wheel colour, for written approval. Technical Newsletter #21
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Watts Linkage – Option
In case of Watts Linkage failure during an accident, it is permitted to fit safety tethers, fastened to the Watts Plates and outer mounts as shown in the photo below. Contact Wayne Anderson [AV8] for advice and information on this fail safe option. Technical Newsletter #21
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Boot Lid Modification
Teams are allowed to reinforce their boot lid to prevent flexing. This can be easily done with stops added to the bottom edge as shown in the pictures below.
Drivers Seat – Option
Teams are permitted to use an alternative drivers seat that is specificly designed to connect to the horizontal roll cage bar immedately behind the driver [by way of clamps] such as that manufactured by Racetech. The alternative seat, as standard, must weigh no less than the standard V8ST Sabelt seat it replaces. Teams should also be aware that V8ST preferred seat manufacture Sabelt, also offers a more expensive alternative driver’s seat that meets and exceeds the latest FIA standards without the need to afix the back of the seat to the roll cage.
Control Fuel
Teams are reminded that, as per the Sporting Regulations, it is compulsory to use the control fuel which, for the 2013 Series is Gull’s Force 10. PLEASE NOTE: the fuel is dyed and will be subject to random checking at any time. All ECUs will be programmed to run on this fuel by Friday morning the 15th of February at the latest. David Heerdegen from Dtech will also be available at Hampton Downs from 5:00 pm Thursday the 14th February to download the new engine map to any Car present on that evening.

[Woolley]

And your point is...?

Unreadable both in terms of font and content, and I can't see that it's directly related to this specific race. Nor did you suggest what the discussion point is that induced you to post it.

[Goat Boy]

Originally Posted by smokin'joe

i reckon. looks good though.

keep posting them up...... need to see who gets the FPR award for the busiest concoction of a graphic !!!

Did you see the Daryl Lea Aston Martin at the Bathurst 12 hour? What a horrible mess of a paint scheme! How to ruin the looks of a beautiful car in one easy lesson...

[Goat Boy]

Originally Posted by Woolley

And your point is...?

Unreadable both in terms of font and content, and I can't see that it's directly related to this specific race. Nor did you suggest what the discussion point is that induced you to post it.

Points of interest that I took out of that were:

1. Coloured wheels
2. Thicker control arms
3. Driver seat options
4. Email address of the bloke I thought had left...

[Mark Petch]

Originally Posted by Woolley

And your point is...?

Unreadable both in terms of font and content, and I can't see that it's directly related to this specific race. Nor did you suggest what the discussion point is that induced you to post it.

I have to agree with Woolley here, what exactly is the point of posting our latest #21 Technical regulations?

There are 20 previous Technical regulation updates, and probably at least another 15 more over this next season, in fact #22 is being sent to the Teams today.

I could understand clipping bits and pieces from the regulations that may illustrate a point you are trying to make, but rolling out a whole bunch of words without the pictures, to best illustrate updates and changes,much of the subject matter you have posted does seems pointless.

We publish all of our regulations, pictures and all, on our website, as you no doubt know, and any team member with authorised access can down load them at will, which is probably what you have done, and then deleted all the pictures, so they are not exactly secret squirrel activities!

Mark Petch.
Chairman V8ST Technical Committee

[JamesK]

Originally Posted by Woolley

And your point is...?

..., and I can't see that it's directly related to this specific race. Nor did you suggest what the discussion point is that induced you to post it.

Relevance:
Distributed to teams last Friday, next race this Weekend .......
Who will have these changes made in 4 working days, we will see come Friday.
Possibly only those teams with inside information.

[Swedish Brick]

Seems completely relavant to me and also just the thing people watching the series will want to know.
Especially if it was only given to the teams mere days before the racing starts! But surely that's not the case? Given the well known engine issues I'd have assumed the teams would have been clamouring for info on updates months ago

[JamesK]

Originally Posted by Swedish Brick

. But surely that's not the case? .

Of the 21 odd rule changes in that release about 18 are were news to the majority of teams come last friday. As some teams are on the tech panel they and Marks mates would have had prior knowledge.
When questiond on this Mark apparently replied something like, Emotions running high and knee-jerk reaction by some people.
Wow, this is apparently acceptable and approved by the new management. I thought things were changing, apparently not, same old ego's running the show.

[Mark Petch]

Originally Posted by Swedish Brick

Given the well known engine issues I'd have assumed the teams would have been clamouring for info on updates months ago

For once you are indeed correct, all the teams knew back in November that we were working on identifying engine issues, and at Ruapuna the technical team was widened to include two of the Teams nominated representatives, Royce McCort from M3 and Randel Edgell from Edgell Automotive, to join the engine investigation team.

We also engaged the services of an independent engine expert Dr Michael Fry, former head of Cosworth R&D.

The Engine team worked through all the known issues, and pin pointed quality control issues with several known issue's, such as bearing clearances.

4 weeks ago, on the 14th January, all the teams received a detailed Engine Failure and Analysis report, and approval's to carry out engine checks and any necessary rework of the identified area's as well as retro fitting GM's up-rated LS7 piston's.

The majority of the teams elected to do nothing than check they're bearing clearances, as they were obviously had no issue with their engine build.

The vast majority of the teams have had no engine issues, however there have been issues, and all the teams were given alternatives, to avoid the potential repeat of the Andy Knight engine failure and the two piston failures experienced by Heimgartner, and Geoff Emery's car due to over-revving on the down shift, by upgrading to the new beefed up Ls7 piston.

Most of the #21 technical bulletin, was housekeeping, and the rest identifying other potential area's of reliability.

So you are indeed correct all of the substantive engine issues were known and communicated well before the official Engine Failure Report was issued 4 weeks ago.

Mark Petch.

[Woolley]

Originally Posted by JamesK

Relevance:
Distributed to teams last Friday, next race this Weekend .......
Who will have these changes made in 4 working days, we will see come Friday.
Possibly only those teams with inside information.

Thats' fine. In a discussion forum, that needs to be said, although to illustrate the point better to just post the relevent sections.

[JamesK]

Originally Posted by Mark Petch

.So you are indeed correct all of the substantive engine issues were known and communicated well before the official Engine Failure Report was issued 4 weeks ago.
Mark Petch.

Rubbish,
If you can ignore all the the initial propoganda, no doubt readers can make up their own mind regarding the level of and the timing of the latest report. As I earlier stated approx 18 of these rules were news to the majority of the teams last Friday.
It is unfortunate the person responsible for looking at rectifying all the engine faults is the same person who told all the teams how great the origional engine was. Credability "0"

[NZSTfan]

Well thats a debate i will stay well clear of, dont really know what half of the tech bulletin meant anyway.....but thats just me, more of a steerer than a spanner. But to me it does look as though these are simply crate 'road' engines, and not crate 'race' engines (as i have mentioned on here before). I notice the rocker arms are pressed...is that good for a racing V8, shouldnt they be machined or cast? Looks like piston to bore clearances where set up for low emmisions which doesn't have racing written all over it.

What i would like to say though is i really like the new liveries of Booth and Manuell, but agree (and have said before) that the numbering and naming system just doesn't cut it.

If ST can (they may not be able to for legal/copyright reasons) they should just copy what the SC's do.

I mean to fit "888" and Lowndes all on the one window and still have room for the vents that he requires says something.

Maybe car 97 will just have SVG written on it?

[mountainstar]

Originally Posted by JamesK

Rubbish,
If you can ignore all the the initial propoganda, no doubt readers can make up their own mind regarding the level of and the timing of the latest report. As I earlier stated approx 18 of these rules were news to the majority of the teams last Friday.
It is unfortunate the person responsible for looking at rectifying all the engine faults is the same person who told all the teams how great the origional engine was. Credability "0"

They are racing cars and every part of a racing car is going to get run hard and little boo boos come up. Adapt, improvise, repair, overcome and .... move on.

All this weenie stick poking at people some posters do is like pole vaulting over mouse turds. It's stupid stuff no one cares about.

Show me a race car that runs hard for a season that requires zero upgrades or maintenance.

[NZSTfan]

^ pole vaulting over mouse turds!!

Thats my new catch phrase for the day

Cheers MS

[smokin'joe]

Originally Posted by mountainstar

They are racing cars and every part of a racing car is going to get run hard and little boo boos come up. Adapt, improvise, repair, overcome and .... move on.

All this weenie stick poking at people some posters do is like pole vaulting over mouse turds. It's stupid stuff no one cares about.

Show me a race car that runs hard for a season that requires zero upgrades or maintenance.

i don't believe it is the issue of the upgrades being notified that irks JamesK , but the advance warning of the notifications.

[DX20VT]

Originally Posted by smokin'joe

i don't believe it is the issue of the upgrades being notified that irks JamesK , but the advance warning of the notifications.

I think that is the point too,

that that were in the know will already have thier engines blueprinted,

those that were not in the know either have a week to pull the eingine get it blueprinted and reassembled for weekend,
or get thier engines sealed at the weekend and then have to live without it.

Sounds fair to ..??? .not me.

Mark,
when were the teams advised that they were allowed to blueprint them?
( the answer should be a date, not a story.)

[Member CCC]

Originally Posted by Mark Petch

For once you are indeed correct, all the teams knew back in November that we were working on identifying engine issues, and at Ruapuna the technical team was widened to include two of the Teams nominated representatives, Royce McCort from M3 and Randel Edgell from Edgell Automotive, to join the engine investigation team.

We also engaged the services of an independent engine expert Dr Michael Fry, former head of Cosworth R&D.

The Engine team worked through all the known issues, and pin pointed quality control issues with several known issue's, such as bearing clearances.

4 weeks ago, on the 14th January, all the teams received a detailed Engine Failure and Analysis report, and approval's to carry out engine checks and any necessary rework of the identified area's as well as retro fitting GM's up-rated LS7 piston's.

The majority of the teams elected to do nothing than check they're bearing clearances, as they were obviously had no issue with their engine build.

The vast majority of the teams have had no engine issues, however there have been issues, and all the teams were given alternatives, to avoid the potential repeat of the Andy Knight engine failure and the two piston failures experienced by Heimgartner, and Geoff Emery's car due to over-revving on the down shift, by upgrading to the new beefed up Ls7 piston.

Most of the #21 technical bulletin, was housekeeping, and the rest identifying other potential area's of reliability.

So you are indeed correct all of the substantive engine issues were known and communicated well before the official Engine Failure Report was issued 4 weeks ago.

Mark Petch.

Interesting Mark isn't this you stating the engine will do 3 seasons?
Yet all these changes in season 1!
http://www.youtube.com/watch?v=clMW15XwiWo