|
Body
-
Cars are based on Holden Commodore (GM) and Ford Falcon models made in
Australia. Both Ford and Holden teams use specialist racecar body/chassis
builders. They build the car strong and with driver safety in mind.
Instrumentation -
Electronic readout ($4,000.00 plus)
replaces factory equipment. Computer shows lap times, speeds (out and
in the middle of corners), RPM. Oil pressure/temp etc.
Front
Suspension -
Holden use fabricated McPherson Strut with adjustable damper and driver
adjustable front anti-roll bar. Ford uses fabricated double wishbones
with similar adjustable damper and roll-bar set-up. In 2003, it is likely
that Holden will be allowed to use a fabricated double wishbone system.
Most fans and enthusiasts are not convinced that the McPherson Strut system
is a disadvantaged and that Holden runners need this "parity" to maintain
their winning streak.
Rear
Suspension -
A live rear axle with four link trailing arms, Watts's linkage and coil
over adjustable rear shocks are used by Holden. Stabilizer bar setting
is also adjustable from cockpit. Ford teams use a very similar system.
Engine
-
Both marques use a Motec electronically managed fuel injected pushrod
V8 arrangement. Ford is 4942 cc while Holden run a Chev based 4980cc engine.
Maximum RPM is limited to 7,500 and both run a 10; 1 compression ratio.
Both engines produce a conservative 480kw (620bhp) with 565 Nm of torque.
Each team car would have a spare engine in their transporter. The category
uses NASCAR style pushrod engines for reliability and to keep the overall
costs down.
Weight
-
Minimum weight is 1350 kg.
Seating
-
Only one seat, a proper racing capsule worth several thousand dollars.
Also a six point racing harness is used (50mm wide straps).
Transmission
-
These guys actually know how to use an "H pattern" gearbox! An Australian
made Hollinger six speed dog box is used. Only one set of gear ratios
is allowed. Both makes use a fabricated nine-inch crown wheel and pinion
with specified ratios of 3.25:1, 3.5:1, and 3.7:1.
Brakes
-
Large 375mm monoblock front disc's and 340mm monoblock rear
discs are used. They usually run a combination of six-piston (front) and
four-piston (rear) specialist racing brake callipers made by the likes
of Perkins or Harrop. Some teams run twin callipers on each front wheel.
In the cockpit the driver can adjust the brake bias for the front and
rear. The delicate balance of brake bias is usually something that experienced
drivers do this well, the others, well that's what makes for exiting racing.
Aero
Kit -
Wings and spoilers create the necessary down force to keep
these monsters on the black stuff. The level of adhesion and their cornering
speeds are simply phenomenal. The rear wings (Ford and Holden have unique
rear wing devices) create around 150kg of down force at high speed. Design
of the front spoilers is critical in terms of again creating down force
and directing cool air, via ducts, to the brakes and radiators. By 2001,
all Ford V8 Supercars were allowed to utilise the superior Holden designed
front spoiler/splitter section. So from the front bumper down, both marques
use identical aero kits.
Tyres
-
280/40 17 inch diameter racing rubber is used. Until 1999, several tyre
manufacturers were involved such as Bridgestone, Dunlop & Yokohama. These
companies spent considerable time and money in the development of rubber
for this unique category. Obviously, this category is seen as important
in terms of marketing their products. Unfortunately, the introduction
of a Control Tyre has reduced the tyre companies and the sponsorship in
this category.
From 1999 to 2001
Bridgestone supplied all teams with their product. It is arguable whether
the racing is any closer or whether it has provided the "even playing
field" for all the teams. It did, however, bring the lesser funded teams
closer to the top teams as they could set-up their cars and suspension
systems in a similar fashion to that of the top Holden and Ford teams.
During most of this period (1999 to 2001) teams were restricted to eight
tyres for practice and the three race agenda. You can be assured that
their old tyres are used carefully during private practice at their allocated
raceway.
For the 2002 season,
Dunlop secured the tender to supply the control tyres for the category.
In addition, new regulations were introduced with respect to maximum tyre
allocations per round. This is because the 2002 season, and for that matter
future rounds, are likely to see longer distance races over future years.
The fans love the compulsory pit stops and the involvement of all elements
of a team in racing. This is very much like what NASCAR has been doing
for decades as they realised a long time ago that spectacular pit work
contributed significantly to the whole event.
The specific tyre
allocation for 2002 rounds is:
| Round
1 |
Clipsal
500 - Adelaide |
16 tyres
|
| Round
2 |
Phillip
Island - Melbourne |
10 tyres
|
| Round
3 |
Eastern
Creek - Sydney |
10 tyres
|
| Round
4 |
Hidden
Valley - NT |
10 tyres
|
| Round
5 |
Canberra
400 - ACT |
12 tyres
|
| Round
6 |
Barbagallo
- WA |
12 tyres
|
| Round
7 |
Oran
Park - NSW |
10 tyres
|
| Round
8 |
Winton
- Victoria |
10 tyres
|
| Round
9 |
Queensland
500 - Ipswich |
16 tyres
|
| Round
10 |
V8 Supercar
1000 - Bathurst |
24 tyres
|
| Round
11 |
Honda
Indy 300 - Surfers |
10 tyres
|
| Round
12 |
NZ V8
International - NZ |
12 tyres
|
| Round
2 |
The
V8 Ultimate Sandown - Victoria |
12 tyres
|
Wheels -
17x11 inch magnesium alloy race wheels are used. A two-car
team may have 16 wheels at an average cost of about $1,500.00 per wheel.
Fuel
system -
120-litre capacity with safety bladder. Safety dry brake refuel system:
5.5 MPG. All teams use Shell super-unleaded fuel.
|
