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#Post#: 848--------------------------------------------------
VAG Trophy
By: JMR Date: March 24, 2013, 6:42 pm
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We're looking forward to seeing this on Motors TV during
2013!...
[IMG]
HTML http://i66.photobucket.com/albums/h278/mrhillclimber/IMG_1601_zps4556ca77.jpg[/img]
...to be found on the class B contender of Nick Penfold.
We supplied Nick a block assembly & cam engine last year after
his old unit got a tad smokey, and with a suspension re-vamp and
some weight lost (the car not Nick!) this year, the MK1 should
be mixing it up in Nick's hands. The first round was cancelled
from this weekend due to snow (honestly!), but is due to be re
scheduled...we're very much looking forward to seeing Nick's
progress while carrying our first national sponsorship and will
be reporting on his results.
#Post#: 849--------------------------------------------------
Re: VAG Trophy
By: Robin_16v Date: March 25, 2013, 4:31 am
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Looking good, and a nicee big sticker!
#Post#: 894--------------------------------------------------
Re: VAG Trophy
By: JMR Date: June 25, 2013, 5:15 pm
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We've been busy with a number of projects of late but one in
particular took the "late" bit to the limit!
Nick Penfold runs one of our engines in his MK1 Golf which was
originally built to the old Slick 50 regs many moons ago. That
meant the good old archaic K-jet injection system coupled to a
lumpy cam...not the best recipy for a smooth idle but with some
juggling it works to a point.
The first round of the VAG Trophy was cancelled due to snow
earlier in the year and was re scheduled to join the British GT
championship on the new Snetterton 300 track. After Nick's first
outing of the year at Cadwell Park it was obvious the game had
moved on a bit from last year. Nick had fitted new suspension
for this season which had mostly transformed the previous "drunk
camel on roller blades" handling (more on that later) but the
hills of Cadwell highlighted the class B cars Nick runs with had
a clear power advantage under the new power to weight regs.
With Snetterton only a month after Cadwell and Nick away on
business and a holiday between the two rounds it didn't leave a
great deal of time to execute a plan...some bright spark said
"your not going to Snetterton to run at the back of the
field...get the car down down here before your trip's, whip the
K-crap off and we'll sort the power issue...oh and take the head
off while yr at it!!...
Said clever cloggs went on the hunt for an ebay special manifold
only to draw a blank...hmm...I dont give in that easy. A call to
fellow MK1 racer Tony Barber (tonyb) to ask if he may have a
DCOE type inlet manifold in his parts collection revealed an
even better option..."may have!....in fact there's a pair of 45
Dellorto's here too!"...RESULT!!
I already had some Weber's lined up for a short term loan, but
Tony's set up had a better starting point in terms of jets and
chokes so that would help a treat, along with his "yeah no
problem" reply to my next question...."do you mind if I make the
holes in the manifold bigger!"
Not wanting to make life too easy for myself by just swapping
the K jet for carbs, I wanted to go inside the head too whilst
we were at it as I knew the power gain we needed wasn't going to
come just from the carbs alone. Upon Nick removing the head we
discovered a bit of a bonus...Nick's old Slick 50 head had 41mm
inlet valves fitted when it was originally modified 15+ years
ago, so I knew from previous versions of this head what the
starting flow point would be (86-88cfm) and where I could take
it. Sure enough the flowbench revieled the std flow for these
heads in this form (87.3cfm in fact) which is a good bit below
the potential on the valve size fitted.
As the inlet ports in the manifold needed opening to suit the
required airflow and blending into the port, it was easy enough
(relatively!) to continue the size increase into the ports so as
to open them to my preferred size ratio to balance airflow with
air speed...I wanted this engine to punch above it's weight in
the mid range coming off corners as well as the long straights
at Snetterton, so biggest wasn't going to be best here, plus
there was a time element to consider...digging a valve seat at
this stage wasn't an option! So the throats were left as they
came for this phase with further improvements possible, all I
needed this time was a flow increase to around 93-94cfm and we'd
be on the money....so when the flowbench flashed up 96.7cfm I
was a happy bunny indeed!
A thorough clean and assemble later revealed the first stumbling
block...a broken inner valve spring! A quick rumage through the
JMR spares boxes found the original valve springs that ran with
the cam we use in this engine (Nick kept his original springs
during last years re-build), so a quick clean up and in they
went...but it wasn't going to be that easy! The previous head
these springs were fitted to must have had the spring seats
lowered...as I discovered when the cam locked up turning it over
to check the valve clearances! Enter stage left the next hero of
the hour...Tim Moll (mitlom)..."how you getting on with Nick's
head...running yet"?...."not with a broken valve spring and
another set that wont work"!!....."dont forget my two sets of
springs sat on your bench"!
Oddly enough Tim's text came through just as I was eyeing up his
Supertech boxes!.....cheers Tim! A quick measure up of both the
free & fitted length reveled they would be perfect for the job!
As it was rocking past midnight the sensible thing to do was
call it a night...Nick had joined me in the workshop for a
couple of days to get some small jobs done on the car and re-fit
the head. With other pressing JMR duties looming and time not on
our side I stripped the head again, fitted the Supertech's and
re ground a couple of shims to get the valve clearances just
right...after dropping spanners at 1.45am I figured trying to
time the cam up was best done after some sleep!
By the time I returned in the morning Nick had the smaller (std)
front roll bar fitted as suggested to improve the turn in, so it
was straight on with torquing the head & putting a base cam
timing setting in to kick us off later on the rollers. Whilst
Nick fitted & wired up the fuel pump I gave the Dellorto's a
clean up and base re-jet to save time later. A juggle with some
linkage parts and we were all ready to make some DHLA type
noise. After a bit of diesel battery boost from my trusty Passat
and a bit of twiddling we had a race engine with an idle much
better than it ever gave on K-jet with a 296 degree cam.
Nick had to get back home to Bristol for the next day but time
was getting short to get on the rollers for the time I wanted to
spend on the car...so Nick was dispatched homeward bound to let
myself and my dyno wizard Alvin Powell at AP Motorsport drag the
required power from the engine.
In K-jet form we extracted 124 at the wheels from it last year
giving us 135hp per tonne, so with the power to weight target of
152hp per tonne at the wheels as the class maximum we needed to
hit around 140hp at the wheels with the current 916KG weight. I
was less worried about peak numbers on this as I wanted it to
pull strong off the corners to get a head start on the turbo
brigade as well as improve the top end breathing, so response
was the key here...dyno numbers are useless without an engine
that responds, which is something numbers don't tell the full
story on.
After the best part of the day with my dyno man turning the
wheels while I changed jets to get the fuel slope balance right,
timing the cam for the best power spread and edging up the
ignition until there was no more to give we hit our final power
run....137hp at the wheels was resonable for the spec and only
3hp off the target, which I expected as the current exhaust
manifold is too small now. The best bit though was the 10-12ibft
torque increase in the mid range to make just on 140ibft total,
which isn't at all bad for an 1800 8v, and not far off what I
get from the full race/hillclimb engines making 30hp more at
peak and a lot more revs. This engine is still on a largely std
bottom end...std crank and rods, ARP rod bolts but with cast
pistons, so we kept the revs down to a max of 7,500, where power
was only dropping off 5hp from the 7000rpm peak.
Fast forward 3 days to Saturday morning practise...I awoke to
Nicks first text of the day....brakes "awefull" (another
story!)...engine AMAZING!
I had told Nick to expect much better performance than the
numbers had shown, with strong punch off the corners and much
better throttle response than the K-jet would ever give, but
what I must admit I wasn't quite expecting was for him to be
able to not only pull clear of the turbo cars off the turns, but
also to hold them side by side in a straight drag under full
power!
Whilst the turbo cars run to the same power to weight regs, they
have a much better torque spread per tonne, so on paper their
mid range grunt of almost a clear 30ibft per tonne advantage
should give us a bit of a work out....but as is often the case,
numbers dont tell the full story....turbo or not, our 1800 8v
can more than hold its own right through the rev range now with
a much better power spread than before...oh and there was
another bonus...loosing the K-jet system has helped drop the
weight by a few kilo's...we're now slap bang on the 152hp per
tonne class limit!....every cloud....
After practice Nick worked his way up through the field in the
dry start of race one, but with one eye on caution with an
alarmingly long brake pedal and the other eye on the looming
black cloud above, plus with another grid to line up for the
next day he took the mid field finish in the eventual downpour
with open arms.
The first race finish put Nick right in the middle of the pack
for the second round on Sunday. I advised Nick to be careful not
to accelerate into the back of slower starting cars off the
line...something which he was a little doubting of until he lept
off the line and started out dragging VW Cup cars who where
invited to race with the VAG Trophy boys!
A race long battle with various VR6 and turbo powered cars is
showing the MK1 is now on the pace...being able to run within
the pack and hold off ex Leon cup cars on a fast track like
Snetterton has shown what a great championship John Hillon and
the team have put together to enable old & new tech to mix.
Take a look at the in-car action from Rob Allum's Ibiza...
HTML http://www.youtube.com/watch?v=giCYzwhfk3E
...watching a brick
shape MK1 Golf with carburettors and bob weights run up next to
a turbo fed multi valve engine made me chuckle at the amount of
times I've heard 8v's lack breathing.
Nick now has plenty of time to sort the lack of brakes before
Brands Hatch at the end of August, along with some fine tuning
of the suspension...replacing the front roll bar with a std GTi
unit in-place of the previous bigger version has much improved
turn-in as I expected, so if he can get the MK1 to stop as well
as it now goes we can challenge for a solid class podium
finish...Nick ran as high as 2nd in class at Snetterton but the
long pedal didn't inspire the late braking lunges that the
opposition were able to achieve, so the need to back off early
saw him swamped too many times to be able to hold
position....lets see how the next round goes...I'll be shouting
from the Brands banking myself so hopefully my day pass from
Devon will be worth the trip!
HTML http://www.karlbowdreyphotography.co.uk/-/galleries/motorsport/2013/msvr-vag-trophy/cadwell-park
#Post#: 1908--------------------------------------------------
Re: VAG Trophy
By: JMR Date: July 3, 2014, 4:03 am
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Well it's been a while!....so about time for a brief update.
It's just about a year ago since we gave Nick a power upgrade
with a re-ported head and 45 Dellorto's. He's been using it to
good effect too...harassing other cars more powerful on paper,
plus a much needed brake up-grade which he's able to use to haul
the car up from some kamikaze style moves.
This year started out with some strong running
performances...watching my 1800 8v out-drag 1.8t's coming off
the corners at Silverstone put a smile on my face!...even with,
as we discovered only after the race, the tracking toe-ing out a
mile!
Nick was running well at Rockingham too until an alternator belt
failed in race 2, but the biggest high of the year so far came
at Cadwell Park last weekend with both Nick's & JMR power's
first circuit race podium!....
After avoiding someone else's heavy crash at the start of the
race (apart from tap in the back), Nick got his head down and
set off after the rest of the field. After a drama free run to
the flag Nick was politely asked to pop straight up to the
podium!....he was 3rd in class!
A text message from Nick's wife to tell me the news and of the
mile wide smile on his face (mine too!) was great to hear after
all the effort put in by the simple family run team. Another
strong start in race two saw Nick up to 3rd again but he wasn't
quite able to do the double podium due to the exhaust manifold
splitting open after the race 1 shunt, but we were all still
happy with 4th....a great weekend overall.
So the MK1 & "team Penfold" are heading off to Snetterton in a
couple of weeks to see if the old 1800 can hold it's own maybe
one last time...Nick says' some of the better MK4 Golf's can
have an advantage in terms of power so he needs some more
grunt...we're working on that at JMR which will hopefully be
ready for Brands Hatch in around 6 weeks time...watch this space
as they say.
[URL=
HTML http://s66.photobucket.com/user/mrhillclimber/media/CAD2_zps73732bbc.jpg.html][IMG]http://i66.photobucket.com/albums/h278/mrhillclimber/CAD2_zps73732bbc.jpg[/img][/URL]
[URL=
HTML http://s66.photobucket.com/user/mrhillclimber/media/CAD6_zpsbb647c9d.jpg.html][IMG]http://i66.photobucket.com/albums/h278/mrhillclimber/CAD6_zpsbb647c9d.jpg[/img][/URL]
...imagine how exited he'll be when he wins!!
Who needs a lottery win when a 3rd place finish feels this
good!!!
[URL=
HTML http://s66.photobucket.com/user/mrhillclimber/media/CAD7_zps38ee5d29.jpg.html][IMG]http://i66.photobucket.com/albums/h278/mrhillclimber/CAD7_zps38ee5d29.jpg[/img][/URL]
"well actually it was all rather easy in the end...now I must
get back to my fans for the autograph session!"
[URL=
HTML http://s66.photobucket.com/user/mrhillclimber/media/CAD16_zpsdf4cc1a6.jpg.html][IMG]http://i66.photobucket.com/albums/h278/mrhillclimber/CAD16_zpsdf4cc1a6.jpg[/img][/URL]
#Post#: 2294--------------------------------------------------
Re: VAG Trophy
By: Wieskys Date: January 10, 2019, 4:29 am
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I need a lot of information about this shot. If you have enough
time to help you get more information
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