Yes, the new project has arrived. It is intended to be a platform to prove that grass roots motor sport is easy to get into, cheap, and a whole lot of fun.
But first, it needs to start and run! You know that cold sinking feeling you get when you realise you have made a terrible mistake? That was what I got when it arrived.
Follow the progress here in our very own forums:
The New Race Magazine Project – and it's BAD
After thousands of hours in the workshop and a 19 hour flight to the hallowed Silverstone Racetrack, the Edith Cowan University Motorsport Team’s latest car is ready to take on the world at the UK Formula Student competition.
Having placed 12th out of 100 teams at the competition in 2014, the ECU team are hoping to do even better with their latest car in 2016.
Dubbed ‘Habibi’ in honour of School of Engineering Head Professor Daryoush Habibi, the car is powered by a four cylinder Honda motorcycle engine, with a completely redesigned engine block and gearbox.
The Formula Student event includes a skidpad test (figure of 8), a 1km sprint, a 75m acceleration test and a 22km endurance run.
Points are also awarded for engineering design, cost and sustainability and a business presentation.
The VN Commodore I had been building for umpteen years has moved on. Due to job changes, two home renovations and starting a family, the time to finish what was a very simple build proved elusive. I managed to get it together and running with the help of a number of people (Nathan at Newcastle Dyno, Dale at Castle Hill Exhaust, Martin Upenieks and Steve Mudge from Steve Mudge Auto Electrical to name just a few) and got a run at last year’s Snowy Mountains 1000. It performed brilliantly and flawlessly, belting out a standing kilometer in 23.99 seconds (again, beaten by Martin Upenieks by 0.2 of a second for the third year running). It is a basic LS1 with cam, Trailblazer truck intake, decent cam and a VE six speed gearbox (with the ridiculous stock gearing meaning in theory it would do over 600kph, if only it had the power to achieve it!).
But its time had come as I knew I would have no storage for a while after my move to Canberra. So on the chopping block it went. Dave Carter took on the challenge, and collected it from my old place in Port Stephens.
Typically, things haven’t gone smoothly!
Hi all, it’s Jim here with a quick update.
I am now the new owner of Race Magazine, and have some grand plans for the future!
The first of which is to get the magazine back into print, hopefully in the first few months of next year.
With that in mind, I need plenty of content particularly on grassroots builds, technical articles and feature cars. I’ll put a more specific call-out soon.
The digital issues on the website have worked well, but it is killing the server, so unfortunately they will no longer be offered in the current format, and current subscribers will be refunded in full as soon as possible. An alternative method is being developed as we speak!
Neil is still involved and will be providing articles, though not at the volume he is famous for. Neil has done an amazing job over the last 12 years and the driver’s seat has a distinct shape that will take a very long time to fit into, if ever.
Thanks again to everyone for your support over the years, and rest assured that Race Magazine lives on, and will be bigger and better than ever.
By Bruce Moxon.
A few weeks ago we saw the first modern iteration of the Bathurst 6 Hour race for Production Touring Cars. The first one ever, was in October 1962 and was for production touring and sports cars. History reports that brothers Leo and Ian Geoghegan won in a Daimler SP250. This time around, it was Nathan Morcomb and Chaz Mostert in a BMW 335.
As a race it was interesting, as long-distance races tend to be. There’s someone coming back from a drama, there’s someone going faster than everyone thinks is wise. There’s someone too stubborn to admit they should park the car and save themselves the trouble.
But for me, it felt like the Bathurst 1000 of the days of yore, when you could build a half-decent car in your shed and have a crack at a top-ten. When privateer teams, on the bones of their arse, could still be there, despite having no chance (and knowing it, but just needing to Be In It.)
Bruce Moxon attended this year’s LiquiMoly Bathurst 12hr for Race Magazine, and has given an excellent report.
Article: Bruce Moxon
Photos: Bruce Moxon and Chris Walsham
You can’t help be but be reminded of the days of Group A Touring Cars, when you think of the Bathurst 12 Hour. A variety of genuine contenders, top drivers from overseas, legendary team names and manufacturers, homologation battles and cars with differing strengths and weaknesses.
There’s been a few disturbing things in the media this week. One is the USA EPA floating a proposal to prevent road going cars from being used in motor sport, and the other much more local.
Senator Ricky Muir of the The Australian Motoring Enthusiast Party has brought to our attention that a local council – Latrobe Council – has floated a proposal to prevent the use of recreational vehicles on private property.
We tend to shy away from the politics of motor sport and politics in general, but this is worth our broader community knowing about. The risk is if it becomes enforceable in one local government area it will end up being more widespread.
Senator Ricky Muir says “The Latrobe City Council have proposed amendments to their Local Law No.2. I have received significant amounts of messages of concern relating to this. As the issue is a Local Council issue and not that of Federal Parliament I cannot have a direct impact on these proposed changes.”
The 2016 Liqui-Moly Bathurst 12 Hour ended in spectacular fashion. Shane van Gisbergen powered the Tekno Autosports McLaren 650S team to victory. Full article will be put up soon.
We have put up the first three places for the main race and each of the support races. The link to the full results are at the bottom of the page.
Here are the race results in brief, and some fantastic photos from Chris Walsham and Bruce Moxon.
Home-Made Corner Weight Scales
Many years ago I went to TAFE with a friend of mine who we all knew as “Dangerous Dave”. I struggled in my Statics subjects, whereas Dave was a gun at it. He quickly worked out not only how to solve the problems in class, but how to apply the methods in real world situations.
Dangerous Dave concocted a rig to measure corner weights. While not exciting in itself, (there are after all many examples of homemade load cell systems on the internet) what made Dangerous Dave’s design so interesting to me was its simple elegance and an in-your-face use of science.
Dave’s take on corner weight scales was to take four cheap bathroom scales and work out how long the lever needed to be to allow the scales to operate within their functional range.
This turned out to be very simple. On a beam 1000mm long with a point load at 800mm and supported at each end will present a ratio of 4:1. That is, 600Kg at 800mm will cause a force of 120Kg at the long end and 480Kg at the short end. What that means for us is the use of a length of wood or metal on a pivot at one end, the weight of the cars wheel at the 800mm point will be easily measured with a 0-120kg bathroom scale at the other.
Take the measurement presented on the bathroom scales and multiply it by 5. This gives the true mass on the beam.
This can be scaled up for heavier cars, but the ratio does change. A 1200mm long beam with the load at the 1000mm point will require a ratio of roughly 6:1. That is, 100Kg on the scales will reveal a 600Kg point load at the 1m mark. It’s important with spring type scales to keep the weight at around the mid point of the total range as this is where they are at their most accurate.