The Bridgestone Era: 1992 |
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Blackhawk Farms, Fall, 1992 |
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| April, 1992 SportsCar -
“Fastrack News” MOTION: (Lowe/Binks) To approve the following changes and options to the Spec Racer. NOTE: Implementation date of brake pads, seat, adjustable lower control arm and brass shift lever fulcrum-to be announced. All other items effective April 1, 1992, by this notification. NO MODIFICATIONS ARE ALLOWED EXCEPT WHERE SPECIFICALLY AUTHORIZED WITHIN THESE RULES. Details of these rules will he issued by the Competition Board and Club Racing. PASSED. (These changes are for the most part the result of last year’s management review
of SCCA Enterprises. Accordingly, these items are effective April 1,1992, upon publishing
of the new rules which Club Racing will mail directly to every Spec Racer owner by March
15,1992.).
Add to C.6.a.1 12.1.5.C.e.4 (New) 12.1.5.G.5.h (New) 12.1.5.C.5.i (New) 12.l.5.C.5.j (New) l2.l.5.C.8. (Add to end of section) 12.1.5.C.10.a (New) l2.l.5.C.10.b (New) 12.l.5.C.22.m. (New) l2.l.5.C.22.n. (New) 12.l.5.C.22.p.(New) 12.l.5.C.22.r (New) 12.1 .5.C.22.s. (New) In addition to these changes, the Board of Directors approved four additional changes: These last four items will be legal when Enterprises and Club Racing have completed
sourcing issues and the new parts are available in quantity to all drivers/owners.
Look for an announcement in the next SportsCar.
ROUSH RACING Tom VanCamp, the current lap record holder, brought Spec Racer Chassis #579 as the control vehicle. Tom also drove both vehicles. Care was taken to see that the Renault and Ford had the same alignment specifications and similar corner weights (the Ford is 12LB lighter). Very little was done to adjust the chassis set up to take advantage of the Ford’s reduced weight or increased power. The results were remarkable. After a 10 lap session in the Renault Spec Racer, Tom quickly pushed the Ford to more than a one second lap time advantage. This despite temperatures in the low 40’s and a fine mist making the track damp and slippery. In the afternoon, with the temperatures warming and a dryer track, the Renault improved its time by 2 seconds over the morning session. Using the same tires the Ford also improved maintaining a 1 second per lap advantage over the Renault. Tom VanCamp said that the new proposal is obviously faster and would likely improve by another half a second per lap with a few minor changes in the chassis set up. He further noted that the Ford powered racer had some welcome throttle induced oversteer that makes you a little more conscious of how you squeeze the accelerator pedal. Tom reported using 3rd, 4th and 5th gear but suggested that for the track conditions, the engine could pull 4th gear through most of the corners. The 5500 RPM red line for the engine required the use of 5th gear on the long back straight at Mid-Ohio. Only the placement of the shifter and length of the shifter handle require adjustment but the mechanism worked well. In all, the Roush prepared Spec Racer completed 55 laps without any
failures or problems. Further development, including dynamometer testing are planned
with the results available upon completion.
This proposal came about for a number of important reasons: Over a year ago we identified some real supply and cost problems with Renault engines and transaxles and the necessity to assure the long term vitality and stability of this class. As of today, Renault France has informed us they are going to cease production of transmissions and we have on hand a grand total of twenty units to last us forever. While we are still able to obtain engines from Mexico, we have been told that the price for these is going up. How much? We can’t get a quote but on the last parts order prices increased from 19% to 63%. And, there is no guarantee that the prices won’t escalate even further in the future. Thus, this proposal is designed to address not only a supply problem but also a cost problem. While there are a number of very real benefits associated with this proposal, you also need to understand that there is an up-front one-time cost for the conversion kit which we have done our very best to reduce but which cannot be avoided. A three-year phase in period has been designed to give you time to absorb this cost. We hope you will agree that this additional investment is worthwhile for not only protecting your original investment but also to enable you to participate in the additional benefits and the future of the class. Of course, if this proposal does not go forward, Enterprises and Club Racing will do what they can to continue supporting your needs; but we hope you also understand there are supply and price problems in the future over which we have no control. Remember only owners may vote on the proposal. If you own more than one ear please list all of your chassis numbers on the comment line so that fact can be recorded. Carl Haas, Chairman, SCCA Board Of Directors
1. WHAT'S WRONG WITH THE STATUS QUO? Although Spec Racers continue to provide some of the most exciting and competitive racing in the world, there are some areas where improvement would be beneficial and we also need to address some real supply problems just over the horizon. We don’t need to belabor the shortcomings in the existing engine, transmission, shift linkage, carburetor and engine control system. Because the engine is not “free-wheeling,” over-revs result in significant damage that might otherwise be avoided. Promotion of the class by an involved manufacturer stopped when Renault withdrew some years ago and the effects are noticeable. Bringing a manufacturer with the stature of Ford into the program could bring enormous benefits across the board. Power train shortages are on the immediate horizon: Already, new engines can only be obtained from foreign countries. They are also increasingly expensive with the current price of $2,745 bound to increase as the supply dwindles further. New transaxles are unavailable and those that do remain cost $2,100. In 2-3 years the core of rebuildable heads will disappear and existing blocks and heads have already been recycled so often that their “wear-in” characteristics are unpredictable and therefore, our ability to supply competitively equal engines has deteriorated. These are just some of the problems and opportunities which ought to be dealt with pro-actively rather than waiting until the class reaches a crisis point. We believe that you would want us to develop a program which would protect your investment and your competition opportunities now in a controlled scenario rather than later in a crisis environment. 2. THE PROPOSAL The three-year conversion period allows for those drivers who wish to step into the new program immediately to be able to offset their conversion costs by selling their Renault parts to those drivers still running them. In case the demand for the new Ford engine outstrips the supply (something we don’t believe will occur as both Ford and Roush Racing are prepared to ship 500 units by April 30, 1993), SCCA would implement a lottery program from which places would be drawn for each chassis number. Details will be developed later provided the proposal is approved and early demand promised to outstrip supply. Because we are getting this proposal to you late in the year, drivers will be allowed to run in either class until June 1, 1993 and then transfer their points to either the A or the B class. This is not unlike the election drivers sometimes make with respect to their division of record. 3. THE ENGINE AND TRANSAXLE The physical specifications of the new engine are attached for your review. It is a 1.9 liter. 4cylinder, SOHC, 8-valve piece featuring an extremely heavy duty aluminum head and pan with a cast iron block.. More importantly, the Ford engine is free-wheeling which means that the valves do not automatically hit the pistons when an over-rev occurs. The fuel injection unit is indexed to the block and sealed so that they may not be "mixed and matched" as has been done with intake systems in the past. The engine management system is state of the art and, subject to final testing, the specially-tuned engine will produce 100 horsepower (although more is possible), 110 ft. lbs. of torque and utilize a customized exhaust system. Engines will be taken from the Ford assembly line and shipped to Jack Roush’s Livonia, Michigan facility. Upon arrival, each will be inspected, prepared for use in Spec Racers, and then sealed. Before sealing by Roush Racing, all engines will be hot-tested, subject to a five point dynamometer test including torque readings, and a full diagnostic evaluation including leak down testing. Performance will be measured to plus or minus two horsepower and engines falling outside that parameter will not be used. Engines “off” in terms of torque or other key criteria will also be rejected. Incidentally, Enterprises tests motors only for horsepower and the range is significantly greater than that being proposed by Ford and Roush Racing. The proposed new transaxle is also a Ford piece but is manufactured in Japan by the Mazda transmission plant. It has five speeds and an aluminum housing. Each transaxle will be tested to assure competitive equality, a feature which is not provided for with the current unit. In addition, CSR’s would no longer be allowed to service transaxles as all this work would be performed by Roush Racing. The proposed new package is not only a higher quality piece with more state of the art technology but it is also lighter by approximately twenty-five pounds. Finally, it is important that Roush Racing is standing behind both the engine and the transmission... this means that if a defective unit is ever shipped, you will get a free replacement. 4. THE CONVERSION The new engine and transaxle fit the existing chassis as if they were designed for the car and NO CHASSIS MODIFICATIONS ARE REQUIRED. The conversion is a drop-in, bolt-in procedure with no machining and the only welding required involves attaching the two new motor mounts and the two new locating hitches to the chassis. While this too could have been accomplished with bolts, the engineers agreed that the expense of welding was acceptable given the more stable environment the process will produce. The bottom line is that the conversion can be accomplished by anyone of average mechanical skills using standard tools. Complete documentation will accompany every conversion kit and Roush Racing will also set up a customer service line to answer any questions. In addition, all CSR’s will be fully briefed on the project and indications are that all of them will offer complete conversion services. Distribution of conversion kits, as well as engines and transaxles, will be handled by SCCA Enterprises. 5. SPARES AND REPLACEMENT PARTS There is, however, an important improvement in the area of spare and replacement engines and transaxles: Whenever a motor is ordered. a brand new block. head. and fuel injection unit will be shipped. The same will be true for transaxles. There will be no rebuilt engines or transaxles .. eliminating the possibility of performance differentials to the greatest extent possible. There is no core program. This will dramatically improve the competitiveness of the cars and guarantee you a Quality Product every time you need a replacement unit. There is one caveat in this regard: SCCA, Ford SVO and Roush Racing all believe that new units are the way to go to ensure competitively equal power plants as well as lower operating costs through greater reliability. While Ford Motor Company currently plans to produce new engines and transaxles for years, they cannot maintain an assembly line for just this program and accordingly, the contract will allow Ford SVO and Roush Racing to supply rebuilt units should Ford Motor dismantle the assembly lines at some point in the future. While Ford and Mazda both have large investments in these state of the art lines and plan to be there for the entire ten years, contractual prudence is appropriate to protect both sides. 6. THE COSTS Secondly, sponsorship should become more attainable since there is at least one Ford dealer in every town and therefore, several thousand potential dealer sponsors. The mere involvement of Ford and Roush Racing should help in the quest for sponsorship. Third, available funds payable to Spec Racers will increase by at least $35,000 each year for the years 1994, 1995 and 1996, representing $20,000 for National races and $15,000 for Pro races, over and above the funds being posted by the tire and possibly other suppliers. On the expense side, the price of new Spec Racers with the new Ford equipment will increase only slightly, a commitment the SCCA has made to Ford and Roush Racing: Expect a stable price of $17,000 or so for the next several years. Given the large increase in technology and performance the new Ford pieces bring to the equation, a brand new Spec Racer will continue to be a very good value. For those of you with existing cars, there will of course be the added cost of the conversion which, although considered an investment in the future of the class, is significant relative to your original acquisition cost. The conversion kit will cost $5,500 and will include everything needed including a new engine and a new transaxle. The $5,500 can be roughly broken out as follows: $2,500 for the new engine rework and the conversion pieces, $2,250 for the new engine, and $750 for the new transaxle. You should know that the original engine and transaxle are being subsidized; these pieces will cost $2,500 and $1,000 respectively outside of the conversion kit. SCCA has contractual control of the prices quoted above and they cannot be raised without prior approval….something that has been missing for many years. This protection reflects the commitment of Ford, Roush Racing and the SCCA to make the Spec Racer class the absolute best value in motorsports. Finally, all engine accessories (except some custom hoses and the EEC engine management control) are standard Ford pieces and Ford SVO and Roush Racing are committed to supplying these parts to Enterprises at significant discounts. However, if something in the distribution chain or the pricing mechanism goes awry, you can simply go to your local Ford dealer and pick up the proper piece. Only the engines and transaxles are sealed and we will compliance all other parts by Ford part number, another level of protection to get you the lowest prices possible. 7. THE ECONOMICS Every new Renault engine you order today costs $2,745 (including carburetor) and the price is going up... a new Ford (including a new fuel injection unit) costs only $2,500. Similarly, every new Renault transaxle costs $2,100 today while the new Ford piece costs only $1,000. In fact, the Ford pricing looks good even when compared to the cost of rebuilt Renault pieces... check with your CSR if you haven’t had any transmission work done lately. This very competitive pricing makes the true conversion price much less than $5,500. For example, those of you who were going to buy a Renault engine and transaxle within the next three years should realistically deduct between $3,000 and $4,000... depending on whether you would be buying used or new equipment. You’re going to be spending the money whether or not this proposal is approved so its only fair to factor those dollars into the conversion price. Then, there are those of you who race a lot and would be buying several engines over the next three years ... it’s likely the new proposal could actually save you money provided you convert early. In addition, some of the drivers in this group could sell their Renault equipment to those who decide to convert later. We don’t know what the market will be for those pieces but it could be substantial provided you have good equipment. Finally, you have to consider the value of your car. As stated, this proposal is designed to head off potential supply problems and price increases. However, it is also designed to bring new excitement and visibility to the Spec Racer class which will increase the value of your car. How much depends on how successful the program goes but Ford SVO, Roush Racing and the SCCA are not going into this program to fail. The economic bottom line? The real cost in hard parts is a lot less than $5,500 no matter which way you look at it. Not bad for everything you’re getting in return including more horsepower, the contingency program, the pro series, new half shafts and cv joints, new electronics, fuel injection, (not to mention the starter, motor mounts, hoses, belts, etc.), more competitively equal motors and transaxles, the advertising, TEN YEARS of factory support, and price controls. 8. FACTORY SUPPORT Ford officials are very excited with the potential which the Spec Racer class offers but they unfortunately cannot commit to the same levels of support which Renault provided, in part because Ford is heavily involved in other race programs (including several SCCA programs), and because Ford’s involvement is limited to the engine and transaxle, whereas Renault had a financial interest in virtually every part of the car. Nonetheless, Ford SVO has agreed to back the Spec Racers in three important ways: First, Ford is selling engines, transaxles and parts to Roush Racing at substantial discounts, savings which are being passed on to the Spec Racer owners and drivers. Second, SVO will fund the additional $35,000 per year of prize money for 1994, 1995 and 1996. Third, Ford will highlight its association with the SCCA and Spec Racer community in a number of enthusiast-related advertisements in each of these years. Ford SVO is interested in continuing these levels of support beyond 1996 but that will depend heavily on initial acceptance of the new program. More as an indication of the potential available rather than an attempt to describe all the promotional opportunities, Roush Racing and SCCA will join forces to develop a full color brochure describing the car and the class for distribution to interested parties and car shows. You could also expect in depth coverage of the conversion program and the "new" car in selected major automotive magazines, including some paid advertising which will be developed in conjunction with interested CSRs. The abilities of Ford SVO and Roush Racing in the promotional arena are quite well known and we cannot begin to do justice to the potential in this proposal. 9. WHAT ABOUT ENTERPRISES? Stabilizing SCCA Enterprises involved shutting down some money-losing product lines and analyzing whether or not it made sense for Enterprises to be in the engine rebuild business. If this proposed program is adopted, Ford and Roush Racing would assume all responsibility for testing, servicing and sealing engines and transaxles, with Enterprises only being involved in maintaining proper inventory and service of non-engine parts. This step should not only ensure more equal motors but also higher quality ones as well as place this business in the hands of an organization with a very substantial competence in that area. 10. WHO IS RESPONSIBLE FOR COMPLIANCE? 11. FUTURE DEVELOPMENTS
While these are only intended to be indicative of some of the potential available to
this program, we thought that you might be interested in knowing some of the possibilities
which the Ford/Roush program could lead to in the future.
By now you will have received the program outline and survey detailing the proposed Ford engine package for the Spec Racer. I would like to share with you my thoughts about the proposal and the effect its approval, or its rejection, will have on Enterprises, the CSR’s, and the class. I have now been at Enterprises for 18 months. In that time I have developed an informed overall view of the Spec Racer. On a daily basis I am in contact with the SCCA, suppliers, CSR’s, owners, officials etc... You should know up front that I support the Ford engine proposal and believe it to be the only way that the Spec Racer can survive and grow. If the proposal is rejected obviously we will continue with the Renault. Prices will have to go up on Renault engine and transmission parts by 15% in the new year regardless. This will mean a rebuild priced right at $2,000 and any transmission work you have done will cost 15% more. According to the CSR’s I have spoken to, this means an average transmission repair bill of $700 - $900. I can guarantee parts prices only as long as I have them in stock. Every time I place an order I am at the mercy of the supplier, and for a majority of the parts we use in engines and transmissions there is only one source, Renault; Mexico for engine and France for transmission. All prices are totally dependant on production schedules, inventory, exchange rates and a hundred other things over which we have no control. Incidentally we do not purchase enough for us to make a difference to their financial performance and subsequently service and quality is poor at best. As you know Renault is no longer going to make the transmission we use. The only alternative we have at the moment is to purchase the five speed Alliance transmission and modify it. We have been unable to get a price from France for the five speed, but with modifications the total could exceed $3,000 for a new one. Earlier this year Chrysler notified their dealers that they were willing to buy back all of the Renault parts they had in stock. Although this offer was only for cents on the dollar many dealers accepted. Subsequently it has become more difficult for us to obtain the parts we normally get through the dealer network, and so far Chrysler has not responded to our offer to buy the parts they got from the dealers. The long term implications of remaining with the Renault engine are more severe. Without manufacturer support the class will not grow, without growth the class and its support structure will eventually be unable to sustain itself. In 1990 Enterprises sold 23 new cars, in 1991 we sold 18, in 1992 we anticipate selling 16. In 1991 total revenue was 10% below 1990, in 1992 it is 20% below 1991. We are only able to survive because of radical cost cutting measures, but you can only cut so far and remain a viable operation. Without the influx of new car owners and sponsors we will stagnate and die. If the Ford proposal is adopted the obvious hurdle is the cost of the conversion kit, which is unfortunately unavoidable. We have kept the retail price of the kit as low as possible, what you pay for the kit is the same as the CSR or Enterprises. If you take into account that Renault prices are uncontrollable and that Ford is providing a 10 year program, then the Ford program begins to make sense. Additionally, Ford is going to provide the kind of support that the Spec Racer needs to grow and prosper. If only 10% of Ford dealers around the country have a Spec Racer on display at any one time it will mean the class is exposed to thousands of potential new racers and car owners every week. None of us have the resources to buy that kind of exposure. As new car sales grow so will the class and its support structure; the greater our volume, the stronger our buying power, and the better control we have over prices. Ford is also going to create contingency funds and a Pro Series that we do not have at the moment, and without manufacturer support have no chance of getting. In the past week we have shipped a new kit to Roush. This will become their second R&D car, to be used to perfect the conversion process and be tested under race conditions. Although Roush has stated that “this will be right before the first one is delivered” they also know that no amount of testing will tell you everything, so, if in the future any retrofit work is required it will be at no cost to the owner. As always I would like to hear any comments or suggestions you may have. During the coming month I will be visiting California and Florida to talk to owners. If I am going to be in your area please take the time to come to the meetings, if I do not have a chance to visit your area and you do have some questions, please call. Have a happy and safe holiday season. ROUSH RACING If you’ve received this news letter, then you most certainly have received the proposal to convert your Renault Racers to Ford power. I think the proposal adequately spells out the benefits of bringing Ford Motor Company and Roush into the spec Racer class so I’ll not spend anytime selling the package. Instead I’d like to update all of you on the technical aspects of this undertaking and what we at Roush have been doing since the car first appeared at the run-offs in October. First, for those of you who saw the car in Atlanta, it has undergone some changes. The equal length (Spaghetti) header is gone, replaced by a more compact and cleaner looking 2 into1 piece. The equal length header was more of a packaging exercise anyway and the revised header promotes better low RPM power. Though the routing is about the same, the exhaust and tailpipe have been revised and the Supertrapp defuser eliminated. Those who have heard the new exhaust note compare it to a Formula Ford. You gotta like it! Additionally most of the pieces have been revised to give them the production look and performance you’d expect. While on display in Atlanta, a few technical points surfaced as key issues to many of you so I’ll share them with everyone. First the axles do not transfer side loads to the transmission. In fact you can slide the axle shafts from side to side with your hands. This plunge in both CV joints prevents side loads from getting to the transmission even during run-ins with solid objects. A second point is that the engine is moved well forward in the chassis. This makes the oil filter and rear facing oil drain plug easy to service in addition to the obvious weight benefits. The fuel cell filler is now mounted near the right side pod well away from the engine and much easier to reach with a funnel. Lastly even though the exhaust ultimately exits in its current location, the Ford exhaust is protected by the frame. The proposal includes my report from the October 21st test at Mid-Ohio. The weather was terrible (I’ve never been to Mid-Ohio when the weather wasn’t terrible) but the car performed very well. The results speak for themselves. I’ll add only this. What we discovered was that the l.9L engine was designed with a specific positive crankcase ventilation (PCV) system in mind. It works and shouldn’t be reworked even by engineers who think they have a better idea. At one point I manage to pump about a half a quart of oil all over the back of the car. It works well now, just like Ford intended it to. Since the Mid-Ohio test the car has made many laps on the Ride & Handling loop at Ford’s Dearborn Test Facility. In all chassis #494 has logged a little more than 400 miles with its Ford powerplant, 200 or so of those miles came at Road Atlanta in mid November. The Spec Racer was included in a two day test with several other cars from the Roush Racing stable. Tom Vancamp was once again the primary driver but several other Ford and Roush drivers including Walley Dallenbach Jr. and myself put the car through its paces. During the Atlanta test no significant work was needed to keep the car running. As always we took a number of things apart to monitor their condition but nothing was fixed. The car simply ran all day long. The biggest problem was the tire rubber being putdown by the Trans Am, NASCAR and GTS cars running at the same time. The Spec Racer’s Bridgestones always came back with large balls of rubber clinging to them. As a result we simply couldn’t make an assault on the track record that day; but we will! Just for the record Vancamp also looks good behind the wheel of a Trans Am Mustang. The next task is to develop the final engine control calibration on the dynamometer. While we wait for the results of your vote on the new proposal, we’ll finish up work on the Roush electronic chip and final engine tuning. Additionally we have a brand new Spec Racer from Martyn Thake at Enterprises that’s occupying our attention. We are now assembling and converting this new car for further testing and demonstrations early next year. Look for the #93 car to show up at key events in February or March. Just one more note. At this point Roush has devoted more than 2000 man hours to the Spec Racer project. Ford has donated all the parts and technical support I could ask for and your SCCA representatives have spent countless hours putting together the proposal you’ve been asked to review. We are all working to insure that a Ford powered, Roush designed package will be faster and more durable then anything you’ve got now. We simply won’t risk our reputation on anything less. Sincerely,
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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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