Stevie just left a msg. Held the phone out as Gamroth came by at 6Krpm in 3d....OMFG what a sound!!!

Edit: He just phoned again (slightly winded and ill feeling). Rode a session with Gamroth. Everything worked first time out, just a few adustments; Steve used the words (those I can repeat here) primal, violent, awesome and a few others.

Both of them are giddy. No video, and I'm sure Weiner will post when he gets settled back in at home tonight.

 

I noticed you have signed up for the race in Hastings

I am looking forward to viewing the girl in person..........

 

Nicely said

 

That's our PCA rookie weekend...I see four GT4S cars already; should be fun.

I love that track and will also be there two weeks prior for the NASA event.

 

Test and tune day observations.

This is one helluva machine: its a "junior" RSR in every way.

Unreal grip,....it simply doesn't let go. Chalk that up to an excellent suspension package, a very effective aero package, and a good alignment. The car simply goes exactly where you point it with no drama and you can maintain any attitude with throttle. Drive it over the curbs with no drama; it simply absorbs this treatment without losing ANY composure.

The engine is just staggering. Powering a 2356 lb car with a very light clutch/flywheel and incredible throttle response, it has massive torque anywhere in the RPM range from 3.5K to over 7K due to the resonance-plenum intake and ITB's. "Neck-snapping" just does NOT do this justice. Frankly, we were all quite surprised at this engine configuration's power and how totally docile this is. Excellent acceleration anytime you want it in an engine with OEM-type durability. I'd run this one in my own street car (if I ever get the $$$$). Gearing is well matched to the engine and that allows one to use everything it has. The 5.5" Tilton clutch's lack of inertia allows you to perfectly rev match the downshifts (which also saves wear & tear on the syncros).

The aero package really works; this has an RS front splitter with a custom GT-3 type rear wing mounted higher up which makes it very effective. This is quite noticeable in 3rd gear on up as this thing simply never surprises and has no bad manners: utterly predictable at racing speeds with no vices.

In short, this one is just simply shattering. Sure, there are wide-body cars with more HP, but this unique combination really sings and no compromises were made for maximizing longevity.

No video to show for today as we were busy.

Kai will have it by next weekend so you'll get his impressions.

 

2:23AM...

Can't sleep...

 

A-n-t-i-c-p-a-t-i-o-n,....(with apologies to Carly Simon).

 

Hey KaiB, engine looks lovely & looks like it's putting out some great numbers, I'm really liking the Rothsport intake.

Last year when I was in the middle of my rebuild you stated:

I'm interested in the fact that you chose 1 3/4" headers rather than 1 5/8" for this build.

If I remember correctly, Gamroth/Weiner will be using the narrower headers for my build this winter...if I'm not wrong, they have a reason for doing so and I'll have to ask.

I was just wondering if this turned out to be the case? Come to think of it can you elaborate on your exhaust set-up? Apologies if I've missed it in a previous thread.

 

Alex, the headers are custom to that build and concept.

I remember our discussion; it was during that period that Steve was teaching me about these things and the subtle (and not so subtle) differences in design, legnth and diameter. An awful lot goes into the entire system and when things go right, well, we now know the differences.

Here is the best reason, in my own words, for all the "secrecy". At this level, this is a tremendously competetive business. Some very bright minds in a few very good shops are all working towards the same goal and payback is slow; everybody would like the "source code" and those of us who purchase it would often love to share, but have been asked not to for obvious reasons.

I also wil be racing this little car within three weeks - there are competetors who would love to know "what's under the hood" and I intend to do my best to keep them guessing - not only about the engine, but also the handling, braking and my very own strengths and weakneses.

In the same way that my coach would never share my driving with another, I can't share much of the build. I'd dearly love to, but won't...it's only fair.

Do call Steve and speak with him at some point...then then buy something.

Cheers, thanks and sorry, best, Kai

 

Ooooh, cloak & dagger stuff indeed, which confuses me a little:

I fully understand the need to keep your build spec along with any other information that might help your competitors a secret - so why show a photo of the engine, the ecu and especially the dyno sheet???

I would have thought that one glance under your car in the paddock or even following you round a track would show the tube diameter of the headers and I wouldn't imagine it would take much of a glance to figure out the braking components & suspension equipment specs unless it is all bespoke. The part that would clearly be easiest to keep secret is the engine internals and engine mapping as a lot of the rest is on show!

Anyway, it does look like a lovely build and thanks for sharing what you already have. Best of luck in your first race in a few weeks time.

 

Great job Kai and Steve... and whoever else took part in this build. You're showing us what the potential of the venerable 964 platform is capable of, and I'm excited for the outcome too. Thanks Kai, for choosing our beloved 964 as your weapon of choice. Claudia has been on my mind a lot lately, and it's kept me awake late a couple of nights too. Shhhh - don't tell my RSA! In truth, she is at least partly responsible for getting me under my car, and starting my winter projects 'early' this year.

Kai, we're going to be VERY interested to hear your initial impressions of the car. Especially before you get used to the differences. First impressions are extremely valuable. We all know that it will be awesome, and it will be fun to hear you gush. But I'm also anxious to hear about the tangible and technical differences that you can perceive from how Claudia was behaving last year. We want all the gory details about how naughty she is!

 

Erick, thanks. The car is the cumulation of years and years of blood, sweat and tears, both on my behalf to be able to do so - and the guys at the shop; each one is an absolute master.

I was bad about taking notes last year, but the car is firmly etched in my thoughts. Her reactions, speed and the Gs I experienced are all still there. This is a new car absolutely: Claudia V2.1 only resembles the old girl in VIN and color - I can't wait to drive.

Both Steve and my coach Tim have beaten log books into my head and I will do a far better job this season with them - as well as keep a whiteboard in the trailer bulkhead for quick notes and thoughts.

We expect to be approaching GT3 Cup times at the smaller tracks so I expect that adjusting to the speed alone will be my first hurdle - we'll see; I have initial goals and will be careful getting there - although I hope and expect that I can dial in rather quickly to the first and second levels...after that, who knows.

 

Hi Alex,

Take a look at the first page of this thread and you'll see those very pictures.

Without a doubt, anyone looking under the car will see the headers and muffler system. Like many things, there is more than what meets the eye.

Its the sum of everything that makes it work so well.

 

Hey Steve, nice work - looks like a really sweet build & I'm sure there is a lot under the skin - The devil is, as always in the detail!!

I saw the pics on first page but to me they show the ultra clean engine bay, couple of internal/M84 shots and the dyno curve.

It doesn't matter, I was just wondering if there was anything in the 1 3/4" verses 1 5/8" dia header debate.

 

Very true,...

There is, but the engine's configuration determines whats going to be optimal. In other words, this is not a "one-size-fits-all" proposition.

Depending on the engine and the application, we use 1 5/8", 1 3/4", and 1 7/8". In some situations, we use a stepped header,.... Remember too, primary and secondary lengths are very important and matched with engine operating range.