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OHHH!

Heres a good picture to show how much we've moved the cage back vs an off-the-shelf rollcage. I can keep my seat nice and far back and run a floor mounted pedal box with ease.

I've talked with Colin about his setup in detail. Its certainly lighter by removing the rear beam but his PB times have not been beaten with the lighter car. He says it was a fun project to do but its not worth making again. The reasoning could be a few things but Camerons done some rough...

The Safety Devices cage was old school with smaller diameter tubing to what is now used. Moving to all the new standards we've got the diagonals on the door. The diagonals would be welded to the X-bracing rather than a straight bar to the floor as this gives more clearance around the steering...

Now we had a naked car again. Cameron got cracking on the arches. The rear tubbed arches are not totally straightforward as the wheel moves forwards in its arc by a few centimetres. It took two attempts to get it perfect with plenty of wheel clearance. The first attempt was good but good enough...

I nearly did but the potential fallout and damage to a number of current business relationships stopped me from bringing up the past. Its complicated lol Thank f*** we spotted this now due to a simple issue of ride height. If I had decided to run the chassis higher we would never have cut the...

Why dont you get a small silencer in place of the cat? It would flow better!

Absolutely. Unfortunately its been too long to go back to the original company that welded the cage and kick up a stink. Secondly the trust is broken. Could I rely on them to rectify? So I have to bite my lip move forward and earn more money to pay for it. Its put a complete spanner in the...

But you end up with a bare shell again with a few more holes than before. Of course we could have now gone and bought an off the shelf cage. Theres no Homologated T45 cages available for the Peugeot 205 so its pointless using it. You cannot use the reduced wall thickness to save the weight...

An anglegrinder was brutally killed removing this and we could see just how bad it was.

There were problems with every mounting point including the engine bay so it was time to make a choice. You could weld everything that can be seen. This would most likely get the car through scrutineering. As Cameron pointed out. As a driver you would know. Could you even drive at 100% knowing...

Its not often you should be cutting the cage but it exposes the true quality of the workmanship. I'm not really one to get angry but this really did boil my piss. Actually I went mental. When you trust someone to fit a cage you expect them to do a proper job so the cage can save your life in an...

It was time to do the rear tubs. This required cutting the rear of the cage out as we'd have to redo that. This is what we needed to remove

you'd be surprised. We sorted one customer who was running a good amount of camber. He kept on replacing CV joints after every trackday. £20 and the issue was fixed. It has its place certainly but slower speeds and low camber settings for a near standard road car with a new engine mount is maybe...

I could sell you full electronically controlled coilovers if the budget and rules allow lol But being realistic on how much time you will spend in the car I'd say BC will get you a good handling car. Probably 10kg front spring for a dedicated sprint car. I would run a 19mm Pure Motorsport Rear...

If the rear beam is steering, this usually will not be under acceleration as the front pulls the rear round. If the chassis stabilises as you accelerate out the corner that could potentially be the issue. More likely for dampers to wear out however than a rear bush to be completely screwed...

I dont think its particularly nice with the standard Ackermann on the wheels. Its alright on race cars which dont have Ackermann - that is until you want to get the car in the pit garage. I dont think the gains are worth it on a trackday car where you want to spend as long as possible on track...

Could be on par with a happy meal. The burger with no garnish lol

Drift cars dont bother filling the void, but it looks s**t... and those important upper wishbone supports. next task is to look at doing the same to the rear and how we got a worse surprise than a Kinder egg toy.

and soon you have weight saving

I guess at this point most people will be bored of CAD drawings and virtual issues. Luckily there was need of hard graft and the buzzing sound of an anglegrinder. First however you need a laser!

Final Lower wishbone design. Due to having to keep the original orientation there needs to be a fair bit of strengthening.

This looks complicated.

First thing to now tackle was the tyres. I blagged a free 225/50R15 tyre from Pirelli and we put it on a spare 8" rim. Quite frankly it looked suited for a van! It was huge! It still looked overtyred with a bulging tyrewall. We decided it would need an 8.5" rim to sit nicely but that rolling...

Most people fit them for looks. The grooved discs can help recover a glazed pad as it increases pad wear but if you have the right compound then arguably its a pointless feature and just increases the cost of your braking system. Personally I would run two sets of front discs and pads, one for...

Problem C. The Time Attack rules state we are not allowed to change the original mounting suspension mounting point position or orientation. Also adjusting the upper wishbone mounting point upwards to improve wishbone angle would put it in a weaker chassis point. This is a problem for our damper...

Problem B. The Chassis was in the way of where the wheels needed to be.

Well that was the decision at that point. The hubs and virtually all the parts had been designed. The benefits had been massively reduced but theres still an advantage. The shorter track width gave a number of notable issues. The tyres would be closer to the bodywork and the wishbones were at...

Due to the high pressure at the base of the windscreen its not a great idea. Have you tried a turbo jacket?