The Early Years: 1983 |
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Wally Zale in our Dad’s Kurtis-Kraft Offy midget, around 1945. | |
| October, 1983 SportsCar: “Sports Renault Progress: There is progress in two different areas in the Sports Renault program. First of all the SCCA has received deposits for 172 cars. An SCCA spokesman said orders have been averaging approximately five per week. The other area of progress is in the testing of the race cars. Two chassis exist at present. The first is undergoing durability tests at an AMC test track near Dearborn, Mich. Reports indicate this has gone smoothly with the exception of a clutch problem that has been worked out and a fuel feed problem. Chassis number two is undergoing torsional rigidity testing. Some areas of flexibility have been identified and the chassis is undergoing a triangulation redesign. An SCCA source who says the car has been 'way overdesigned’ says that weight is being taken out of the car by the following methods: use of thinner fiberglass body panels, use of thinner walled tubing in the car’s space frame; and replacement of the prototype’s steel floor pan with a bonded aluminum pan riveted onto the car’s bottom.”  BULLETIN #1 Congratulations on being one of the first to
order SCCA's new Sports Renault! We are delighted that the car has enjoyed a favorable
reception and that the efforts of so many people have been rewarded with exceptional
market acceptance. Notwithstanding the car's enthusiastic reception, there is yet a great deal to be done before we are satisfied with the final product. Just to let you know some of the steps in that process: (1) Testing. The Sports Renault will undergo at least three exhaustive track testing sessions, initially near Detroit and then, as we run out of weather, in the South, possibly California. (2) Rules. We have already begun drafting a set of rules as well as the all-important policing procedures. These will be shared with you for comment as soon as they have gone through several iterations internally. (3) Distribution and Assembly. We will be soliciting proposals for the award of exclusive market territories; these "dealers" will be required to provide assembly to customers at a fixed price and to offer parts support at the races. We are presently putting together a bidders list and criteria for selection and if you know of someone in your area whom you feel should be considered, please suggest that they contact us. (4) National Class. Given the level of interest and the number of cars ordered, we anticipate that Sports Renault will be designated as a National Class for 1984; however, this requires specific Board action and this will be an agenda item for the November 18th meeting. (5) Rebuilds. We are investigating several options in providing a rebuild mechanism for competitors which will assure a good supply of engines and quick turn-around service. As in the case of dealer/assemblers, please feel free to make suggestions or to stimulate inquiries. (6) Contingency Money. There will be generous contingency funds attached to National races and to the Runoffs; the numbers are still very much in the discussion stage but it is our intention that these be substantial and enhance the income potential (and tax deductability) of the class. (7) Professional Series. For long-range planning purposes, we are also looking for a pro series in 1985, although this will have to wait until 1984 when we can prove the product through the size and quality of the fields. Once again, however, we already have available sources of funding and it is only a question of amounts and of structuring the series itself. (8) Production. It is clear that we need to make a maximum effort to deliver cars in the April/May/June window in order to enhance our competitors' chances of qualifying for the Runoffs; the delivery dates which we quoted at the CSPRRC are our minimum expected performance and we will shoot for delivery at faster and earlier dates. (9) Wild Speculation Department. We are negotiating the possibility of an IROC-type race as a prelim to the Detroit GP, pitting six F-l drivers against six SCCA chauffeurs. While the concept is exciting and would surely give the new class a major launch, there are understandably a great many details yet to be worked out. If you have questions that are not covered in this bulletin, please contact Bill King here in this office. We will keep you posted as we continue to develop the car. Our thanks again to you for the confidence you have shown in this concept. Nicholas W. Craw, President BULLETIN #2 (1) Testing. The meticulous testing and development process necessary to turn the prototype we unveiled at Road Atlanta into a bona-fide production race car is now fully underway with engineers from both Renault Jeep/Sport and SCCA in almost daily communication. The prototype is undergoing component durability testing at an AMC facility near Detroit. A clutch hydraulic problem was solved during initial testing, and engineers are working on a cutting out problem that crops up in left hand turns. A second chassis has undergone testing for torsional rigidity and several problem areas were identified. Using the results of these tests, the observations of the SCCA project engineers, and valuable input from SCCA racers who studied the chassis at the Run-Offs, a third chassis is now under construction. The third chassis will be ready for a series of extensive race track tests the middle of January and will incorporate the following design refinements: significant weight reduction through selective use of thinner walled tubing and replacement of the steel floor pan with a bonded and riveted aluminum panel; introduction of a scattershield/bulkhead behind the driver’s compartment; relocation of the steering column to facilitate left foot braking; and much greater torsional strength through improved triangulation. Every effort is being made to insure that what hits the track next season is a good race car. We’ll document the track test program for you and also garner some driving impressions from a couple of racers whose opinion we all respect. (2) Rules. As much as we’d like to say differently, the “sealed” engine concept does not appear to be an economically feasible alternative. For a sealed engine program to work, engines are going to have to be readily available at the track, and competitors would be responsible for the freight bills incurred shipping engines to a central repair shop. Round trip engine freight bills over any distance are roughly $200 plus. For the competitor in need of a valve job or with a minor problem such as a blown head gasket, that seems an unreasonable expense. Experience with stock engines suggests that the most frequent engine problems will involve the head. We are considering a “core head” exchange program with one central shop doing all of the head prep work and checking for legality. Shipping costs for a head are more on the order of $50 to $75 round trip. Pursuing the next logical step, we have ordered an engine from Renault which we are going to use to develop engine maintenance guidelines making full use our knowledge of the engine preparation pitfalls previously encountered in Showroom Stock, Formula Vee, and Formula Ford. We intend to forcefully retain the concept of a stock engine. We also still intend to give race officials the option of requiring a competitor to exchange engines in cases where cheating is suspected, and we anticipate severe penalties for transgressors. There are obviously a thousand and one details that we’re still working on, but this gives you an idea of the direction we are headed. We would appreciate your input. (3) 1984 Sports Renault National Champion. We are considering a scheme for determining a national champion next year whereby all Sports Renault owners are invited to Road Atlanta the Saturday prior to the RunOffs week to participate in a “Sports Renault Qualifying Day”. We will either have a national championship race that day, or choose 42 drivers through a series of qualifying sessions and heat races to compete in the CSPRRC program the following week. In other words, racers with late delivery dates will still get a shot at the national title. (4) Sourcing. Renault Jeep/Sport is handling all sourcing with regards construction of the basic car. SCCA will be sourcing spark plugs, motor oil and lubricants, tires, and batteries. (5) Car Bodies. Since buyers will be painting their own cars, we have decided that due to potential paint-to-primer compatibility problems, car bodies will be shipped in rough white gel coat rather than primer as was originally advertised. (6) Feedback. We will from time to time
request feedback on certain steps or procedures we are contemplating. Please, write. A
phone call can be a waste of time and money. You talk to only one person who may or may
not accurately record your observations. A brief note or letter makes your point the way
you want it made and, when photo-copied, allows your input to be accurately disseminated
to all interested parties. Miscellany from 1983 |
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| Rev. 4/24/98 | ||
| Feedback | ||
| I welcome your comments or ideas on this information. Feel free to drop me
a line via “Comments for the Bro’s”. Barry |
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