OMEX 600 SWAPPED - WRONG CHIP FITTED!

At last we have bottomed out the problem of collecting ECU data. Despite ordering the ECU with the capabilities of output to a data logger, the wrong ECU chip was installed in the unit. Mistakes happen when developing a new car, but having spent weeks trying to get the data logger to record ECU data and proved that the ECU was exporting data to the PC, there has been a technical glitch which OMEX have promiced to rectify FOC. Provided they can return our upgraded unit within 7 days, we can make the Mallory test, which is key to Mike. Many thanks to Ben from SPOOXS and Martin from Race Technology for spending so much time trying to get it to work, before coming to the conclusion that the ECU was at fault. When at SPOOX the rear axle and brakes have now been upgraded and lowered so we look forward to seeing the effects.

RACE ENGINE MAPPED AT BRUNTINGTHORPE

Thanks to Darren & Ben who gave up Mothering Sunday morning, an engine came to life. Compared to the MK2, the new engine needs much more fuel, and will easily rev to 7000. The new VTS box made the car romp to over 100mph in just a few hundred yards and under 15 seconds.

Unfortunately the Race Technology logging was not yet set up to handle to ECU inputs, so Ben was working from a laptop on his lap, but after 15 minutes of tweeking it, we then had about an hour to run round Bruntingthorpe at 70ish. The data logger was recording speed, and 70mph was actually 100mph and it apparently topped out at 132mph, which I guess must be on the limit in 5th?

The car goes back to SPOOX for one more time to swap over the new rear axle and brakes plus a lower ride height. On road tyres it handled really well, but dropping 10mm might make the rear sit down more, as the AO48's seem to want to lift a wheel on cornering, such is the improved grip over the 539's.

With the exception of some of our recent sponsors decals, the car looks professional enough to be in the BTCC, so let us hope for a sensible introduction for Mike to Stock Hatch at Castle Combe. The entry is in the post, so just a month to go. Pictures should now start to flow.

CHAMPIONSHIP POWER OFFER MIKE SUPPORT

Yet again, Mike is testing a new product for one of his old Karting friends from NATSKA. The company has recently gained the rights to market the ODYSSEY range of racing batteries, here in the UK. Below is some brief information available from http://www.championshippower.com/ Odyssey Racing Battery Technology
To see Odyssey Explained on Youtube Click Here or read on...Some batteries provide enormous cranking power. Others, deep cycle reserve power. The revolutionary ODYSSEY® battery is designed to do both.How is this possible? The answer begins with flat plates made of 99.99% pure virgin lead - not lead alloy. Pure lead plates can be made thinner, so we can fit more of them in the battery. More ODYSSEY battery plates mean more plate surface area. And that means more power – twice as much as conventional batteries. In fact, ODYSSEY batteries are capable of providing engine cranking pulses in excess of 2250 amps for 5 seconds – double to triple that of equally sized conventional batteries, even at very low temperatures, and they can handle 400 charge-discharge cycles to 80% depth of discharge.Thanks to rugged construction and AGM (Absorbed Glass Mat) design, ODYSSEY batteries have an 8-12 year design life and a 3-10 year service life. Welded intercell connections enable it to withstand extreme vibration, and AGM design holds acid in place to prevent spills, even when installed on its side. And unlike conventional batteries, ODYSSEY batteries can be stored for up to 2 years and still be returned to full power. ODYSSEY Batteries are also classified "non spillable" by the US Department of Transport unlike conventional batteries. ODYSSEY batteries are shipped fully charged. If the ODYSSEY battery’s voltage is 12.65V or greater, simply install the battery in your application and you are ready to go! If below 12.65V, boost charge following the instructions in the ODYSSEY battery Owner’s Manual and/or Technical Manual. Putting a boost on the battery will not damage it, even if its voltage reads higher than 12.65V. Please take a look at the site. Initially Mike will bring a selection along to the meetings, suitable for the SAXO/106/205 etc, but all sizes are available to suit all classes in the 750MC and most bike and boat applications. Checkout
This extreme combination of power and performance and the advantages of reduced size and weight makes ODYSSEY batteries ideal for Racing and high demand applications. Boasting Internal Vibration Resistance and enormous cranking ability along with being safe, maintenance free, non spillable and air transportable, Odyssey Extreme Racing Batteries make light work of starting any racing engine even after sitting idle for 2 years and will continue to do so for far longer than a standard battery.

FILTERMAG OFFER SUPPORT FOR NEW RESEARCH

Always keen to explore new techniques, Mike will be testing a FILTERMAG on his car in testing at Mallory, to determine how effective the theory is. The US company sponsor several different forms of motorsport including bikes, planes, boats and cars. The owner runs a Baja beach racer which is a real test for engines. Here is what they say about the product.

Modern oil filters remove particles by forcing the oil through paper-based media with very small ports. The technology behind this filtering media is a compromise that has remained relatively unchanged since the 1930s. While oil is necessary to remove these damaging particles, it is equally important that it flows back into the engine fast enough to lubricate all the moving parts.A perfect oil filter media would stop all the particles down to 1-micron (about 1/70th the thickness of a human hair). Unfortunately, a filter with ports that small would also restrict the oil from returning to the engine fast enough, resulting in catastrophic equipment failure.

Filter media developments over the years have certainly increased the life cycle for oil filtration cartridges, but fluid dynamics require the ports in the media to remain 25-micron or larger. An SAE report by David R. Staley, General Motors Corp., states:
"The smallest particles most popular filters captured with high efficiency are sized 25 to 40-micron, depending on the filter brand...[however] controlling the abrasive contaminants in the range of 2 to 22-micron in the lube oil is necessary for controlling engine wear."These tests also confirmed that removal of particles down to 2-micron in size virtually stops the abrasion wear cycle.

We don't expect any performance increases, just the chance that it might reduce the risk of engine damage. As Stock Hatch is all about keeping costs down, this £40 item could save £1000 of engine rebuild? We shall see what it collects after a mornings practice when we cut open the filter case. This is what we expect to see being the inside of a filter used on the Baja buggie for just 45 minutes. The magnetic jacket sucks the debris to the side and retains it there, keeping it out of the filter, oil ways and engine. For more information check out their website http://www.shopfiltermag.com/ Mike is being assisted by the sole UK importer, so if it works, Mike hopes to have a stock available at the circuit for drivers to judge for themselves. They come in a varity of sizes to suit the diameter of your oil filter, and are guaranteed not to fall off due to the magnetic force being exerted. It will only cars with a metal oil filter and is suitable for a number of road or race applications and can be easily swapped from filter to filter, so a one off purchase! In effect it means no more sports oil filters costing twice what normal ones do, and even better, the cheap alternatives at £3 a time will be good enough. It pays for itself in the cost of just 10 filter swaps, never mind the potential damage it can save. To us it's also potentially a safety aid, as there should be less engines going bang and leaving oil all over the circuit.

WHILTON MILL FOR MIKE THIS WEEKEND

This weekends venue for Mike, the location of many previous club victories. Hopefully Milan will race to victory.

NO TESTING AVAILABLE AT CASTLE COMBE BEFORE THE NEXT MEETING ON 13TH APRIL

Although the race meeting isn't until 13th May, having contacted the circuit, there are no free test places between now and then, so Mike will just have to get some miles on the clock at Mallory Park, which is also a quick circuit with just the hairpin to slow the car and a quick dab on the brakes at the end of the main straight. A lap at Mallory takes Mike 56 seconds at an average of 85mph, but Combe is almost half a second longer at an average of 78 mph with the lap record set by his friend and Clio Cup racer Alex Dew.

RACE ENGINE NOW IN PLACE AND READY FOR RUNNING IN

Although we missed the first round at Snetterton this weekend, it's great to have the new engine and box fitted yesterday and ready to run in at Bruntingthorpe this Sunday. After three months in the planning, it all came together very quickly thanks to Darren & Ben from SPOOX MOTORSPORT. The engine ran first time and now needs a few adjustments to the mapping to take advantage of the revised camshaft and blueprinting. Hopefully pictures will follow and the real test will be at Mallory Park in a weeks time when Mike compares his 56.9 lap set with the standard MK2 lump and VTR box, compared to our new unit. (current lap record 56.8 set in 2003 and not matched in 6 years!). In a way missing the race meeting probably saved us from a few bent panels by the look of things. Just flick through the photos we took to see some of those who survived and consider that at least five cars didn't make the start on Sunday never mind finish.