Cayman Cup
11-12-2007, 05:06 AM
#16
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Now its entirely possible that the 5 speed is an Audi unit and the 6 speed a PAG unit, when getting a Cayman for a a transplant, it makes sense to start with the most cost effective version to act as a donor.
R+C
11-12-2007, 10:22 PM
#17
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The Cayman has had its Audi box replaced by a PAG box (CS), along with most (all?) other mechanicals, I didn't ask which Audi unit it was, but I am led to believe that Stasis Motorsport in the US know all about it and can supply LSDs for those who are interested.
R+C
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11-13-2007, 10:40 AM
#18
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Having a lot of Cayman on the track is fine. Having a lot of breakdowns is not so clever. This problem is partially dealt with by running sealed stock engines. I do anticipate clutch/transmission problems and a surprising number of people running out of talent as they come into the corner.
When 'going for it', the transmission gets a touch stressed.
On the positive side, French club racing can get quite physical and they make up for any technical shortcomings with lashings of enthusiasm. So expect fireworks.
R+C
When 'going for it', the transmission gets a touch stressed.
On the positive side, French club racing can get quite physical and they make up for any technical shortcomings with lashings of enthusiasm. So expect fireworks.
R+C
Thanks, R+C: my new favorite phrase is "lashings of enthusiasm".
12-03-2007, 08:34 PM
#19
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I think the Carrera Box is the second one down on this Aisin Seiki web page http://www.aisin.com/product/automot...etrain/mt.html
12-19-2007, 03:10 PM
#20
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Italians have been doing this for 2 years.
http://www.italiamotorsport.it/campionato.php?id=15
The guy in Italy who started the series is the president of the PorscheClub there - he got interest from 30-odd people for a series of races much cheaper to enter than with GT3s, and has a handful of OPCs which order the cars for customers with just 2 options - sportchrono and PASM, then the dealer ships them to the official motorsport preparer before the customer takes delivery from the OPC. Just the dash and ventilation system remain inside.
The impressive thing is that the vehicle in standard form with 2 options, so the preparation, which includes a new exhaust and air filter to raise the power slightly, only costs around 1,000 euros extra... There is also an option for superlight wheels allowed in the series
The impressive thing is that the vehicle in standard form with 2 options, so the preparation, which includes a new exhaust and air filter to raise the power slightly, only costs around 1,000 euros extra... There is also an option for superlight wheels allowed in the series
12-20-2007, 09:27 PM
#21
12-23-2007, 01:00 PM
#22
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More Cayman Cup Italiano... So many racing Caymans!... It's great to see this driver's use of different strategies to attempt a successful pass when all cars are so evenly matched technically. Fun stuff!
12-23-2007, 08:05 PM
#24
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Awesome indeed! It may be the perfect solution for peeps like me that want to step up to wheel-to-wheel stuff without the cup cash outlay. Then, get the real deal when I gain the experience needed. I want one!
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12-23-2007, 10:14 PM
#25
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are there spec boxster racing in your region? that would be the ticket.
12-23-2007, 10:31 PM
#26
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Not sure Moot. I know we have spec Miata. I really like a roof over my head though. I bet Farnbacher can build one of these beasts. Wonder what they weigh..? In the video, these things sound like a GT3.
12-23-2007, 10:34 PM
#27
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they dont sound like GT3 trust me, but they do sound nice.
joel-CS on RL is having his cay s stripped out at farbacher and i can't wait to see it.
12-24-2007, 09:47 AM
#28
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12-28-2007, 11:53 AM
#29
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In case someone is interested..
Weight: 1230 Kgs (2700 lbs) shaved 220 lbs. net.
Removal of sound deadening material, seats replaced, radio, no sunroof, etc.. The doors remain stock, except with interior CF panels and the removal of Airbags and pockets. Electrical glass mechanism was retained.
Suspension: Billstein PSS9
Brakes: stock except for racing pads and oil.
Work was done to improve air ducting and cooling, which was the weakest link in the Italian Cup cars, and resulted in loss of braking power as the laps went on. Unlike the Italian counterparts, IMSA racing used a larger wind deflector at the control arm level and did not use the front fog light ducting but rather a different setup to control air flow to the discs. AP600 brake fluid was used.
Stiffness improved with a roll cage bolted on suspension pick up points and a rollbar.
Engine: LWF saving about 15 lbs. a different air filter to improve engine sound, but the main improvement was the placement of an Accusump to resolve oil pressure problems resulting in engine breakdowns that were witnessed in Italy when under hard cornering.
No exhaust changes as they would not improve performance while increase cost.
The cars were greatly improved as a result. Laptimes are about 3-4 seconds slower than the 997GT3 at Dijon race track, and at par with well driven 964RSs and 993TTs.
Weight: 1230 Kgs (2700 lbs) shaved 220 lbs. net.
Removal of sound deadening material, seats replaced, radio, no sunroof, etc.. The doors remain stock, except with interior CF panels and the removal of Airbags and pockets. Electrical glass mechanism was retained.
Suspension: Billstein PSS9
Brakes: stock except for racing pads and oil.
Work was done to improve air ducting and cooling, which was the weakest link in the Italian Cup cars, and resulted in loss of braking power as the laps went on. Unlike the Italian counterparts, IMSA racing used a larger wind deflector at the control arm level and did not use the front fog light ducting but rather a different setup to control air flow to the discs. AP600 brake fluid was used.
Stiffness improved with a roll cage bolted on suspension pick up points and a rollbar.
Engine: LWF saving about 15 lbs. a different air filter to improve engine sound, but the main improvement was the placement of an Accusump to resolve oil pressure problems resulting in engine breakdowns that were witnessed in Italy when under hard cornering.
No exhaust changes as they would not improve performance while increase cost.
The cars were greatly improved as a result. Laptimes are about 3-4 seconds slower than the 997GT3 at Dijon race track, and at par with well driven 964RSs and 993TTs.
12-28-2007, 04:15 PM
#30
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In case someone is interested..
Weight: 1230 Kgs (2700 lbs) shaved 220 lbs. net.
Removal of sound deadening material, seats replaced, radio, no sunroof, etc.. The doors remain stock, except with interior CF panels and the removal of Airbags and pockets. Electrical glass mechanism was retained.
Suspension: Billstein PSS9
Brakes: stock except for racing pads and oil.
Work was done to improve air ducting and cooling, which was the weakest link in the Italian Cup cars, and resulted in loss of braking power as the laps went on. Unlike the Italian counterparts, IMSA racing used a larger wind deflector at the control arm level and did not use the front fog light ducting but rather a different setup to control air flow to the discs. AP600 brake fluid was used.
Stiffness improved with a roll cage bolted on suspension pick up points and a rollbar.
Engine: LWF saving about 15 lbs. a different air filter to improve engine sound, but the main improvement was the placement of an Accusump to resolve oil pressure problems resulting in engine breakdowns that were witnessed in Italy when under hard cornering.
No exhaust changes as they would not improve performance while increase cost.
The cars were greatly improved as a result. Laptimes are about 3-4 seconds slower than the 997GT3 at Dijon race track, and at par with well driven 964RSs and 993TTs.
Weight: 1230 Kgs (2700 lbs) shaved 220 lbs. net.
Removal of sound deadening material, seats replaced, radio, no sunroof, etc.. The doors remain stock, except with interior CF panels and the removal of Airbags and pockets. Electrical glass mechanism was retained.
Suspension: Billstein PSS9
Brakes: stock except for racing pads and oil.
Work was done to improve air ducting and cooling, which was the weakest link in the Italian Cup cars, and resulted in loss of braking power as the laps went on. Unlike the Italian counterparts, IMSA racing used a larger wind deflector at the control arm level and did not use the front fog light ducting but rather a different setup to control air flow to the discs. AP600 brake fluid was used.
Stiffness improved with a roll cage bolted on suspension pick up points and a rollbar.
Engine: LWF saving about 15 lbs. a different air filter to improve engine sound, but the main improvement was the placement of an Accusump to resolve oil pressure problems resulting in engine breakdowns that were witnessed in Italy when under hard cornering.
No exhaust changes as they would not improve performance while increase cost.
The cars were greatly improved as a result. Laptimes are about 3-4 seconds slower than the 997GT3 at Dijon race track, and at par with well driven 964RSs and 993TTs.