2011

All the best to you tracktards: brake late and always be full throttle at the apex in 2011.

Thank you for making 2010 the best year ever for Axis of Oversteer, cheers.


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Save the 'Ring update: vital signs, not good

If you have been following the debacle in the Eiffel, here are some pictures and a first hand report from one of our intrepid tracktard reporters, Guillaume, Who was in Nürburg recently. While it is the off season, the picture he paints is not pretty.

The infamous Nürburgring business center was deserted, the 30 m. wide "Ring Kino" entertaining not a soul. The racing apparel shops and the BMW showroom had no customers . The famous "formula 1 experience" roller coaster had its speed cut from 180 km/h to 70 km/h because either bad engineering or shoddy construction was causing the building to crack at the higher speed.

Consider that the project, realized by a private company with public funds from an already economically distressed part of Germany is reportedly to close to a half billion Euro in debt. Enthusiasts, those who have kept the 'ring alive paying their 20+ euros per lap and buying countless gallons of gasoline and beer (not to mention steak on stones) at the local establishments would have been ecstatic just to have a larger parking lot with better bathrooms....

Thanks to Guillome Soete for the pictures and the report, more images after the jump... you can practically hear the wind blowing and wolves howling at a distance!






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Snow Day

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Merry Christmas and tear it up in 2011 all you tracktards. Thanks for tuning in to Axis!

Buon Natale
Feliz Navidad
Hyvää Joulua
Joyeux Noel
Fröhliche Weihnachten
Kala Christouyenna
Wesołych Świąt
Feliz Natal
Vrolijk Kerstfeest
Bon Nadal
Kurisumasu Omedeto
Nollick ghennal as blein vie noa
God Jul
Shub Naya Baras
VesyOlogo RozhdestvA
(I blame Google for any errors!:))





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Sideburn Nostalgia

You probably have seen at least bits of this documentary, certainly countless people have looked (insert scottish accent) "for the fir tree" to find the right line into the Nürburgring Karussell. That's Jackie tip in that famous segment of the wee scott driving a Rolls convertible around the Eiffel track.

In any case, as someone was kind enough to upload the complete documentary in high quality let's enjoy it while it lasts. Much of the film centers on François Cevert, a great talent behind the wheel and, before James Hunt, very good at the rock start part of being a Formula 1 driver. Sadly he would not survive 1973 and Watkins Glen.

It's a full length movie so make time for it, you'll probably feel like growing in some sideburns afterwards.
(don't forget the full screen option on the player below)

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My Theory on Top Gear USA...

Stee and I were saying the other day how watching the US edition of Top Gear is the equivalent of driving a Pontiac Fiero with a Ferrari body kit and how it's not that far from Autoline Detroit but with some fancy photography and hipster plaid.
This, of course, is strange as it's produced by the same team as the real thing, so here is my theory: the only reason Top Gear USA exist is to remind you how good the original BBC version is!

To wit two clips that illustrate, in my opinion, everything that Top Gear USA is not.

Clarkson has a new DVD out called "Italian Job" it's all about Italian cars driven in Italy so of course he starts off by going to some god forsaken part of England to drive an American car and, shall we say, give his unvarnished opinion...



And then of course, there is this priceless gem..



There you have it, no hair on the tongue and humor, along with chemistry and originality is precisely what is lacking in cheesy body kits.

Oh and let me add this one (via @ScarbsF1)


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Stars in Reasonably Priced Cars

The non boring version....



From the 1983 BBC organized competition pitting road racers vs rally racers in equally awful Austin-Rover products. The competition consisted of a short rally stage in a Rover Vitesse and a road course race in MG Maestros. Actually a fun race between Nigel Mansell and John Watson. Makes you wonder why bother with pointless sleep stuff like the Race Of Champions...
(thank you @fast_russ)

The rally stage with the v8 Rovers is after the jump






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Merry Christmas and Save the Ring from Sabine

In case you don't know, a deadly combination of government and speculators has resulted in turning what used to be just an epic public road into a bombastic, pointless, on the verge of failure "entertainment" complex, complete with indoor roller coasters built by privates (literally) with public funding given in the misguided name of economic development.

The rest of the story is familiar, prices have gone up for core enthusiasts who have made the place what it is and the complex is half a billion euros in debt.

And to think, all they had to do to make people happy was just make the parking lot bigger and keep fixing that aarmco!

Keep in touch @ www.facebook.com/SaveTheRing
(H/T Gary Handa!)
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Before there was DTM, real men raced in DRM

Deutsche Rennsport Meisterschaft , the German Racing Championship was the precursor to the now more famous DTM (Deutsche Tourenwagen Masters) that ran between 1972 and 1985. It started, much like DTM, with fairly agricultural production cars and through the years evolved to the point of absurdity with insanely flared silhouette tube frame cars and sport prototypes until it just priced itself out of existence and was replaced by the (at the time) more sensible touring cars.

Enjoy this long slide show of some of these epic cars, from a racing VW bug all the way to the monster Joest Porshes of the mid 80's. Check out where the genesis of the famous BMW e30 M3 flares ...a Fiat 128...who knew!

Videos are after the jump.














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Lotus goes Turbo

What with all the talk bout Lotus and JPS liveries and the coming turbos, I thought you might enjoy this film dating from the early 80's.

Apparently Adrien Newey still draws cars using just pen and paper but I found the segments about design the most fascinating. Might as well have been 100 years ago!

You'll need about a half hour for the film.
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Traqmate Traqdash Full Color Display

It's what I want for Christmas: this new display from Traqmate is compatible with your existing sensor unit and uses a touchscreen, iPhone style interface. Lap times, Shift lights, assignable gauges, Warning lights, predictive lap timing, but also text input which allows setting up the unit without the need for a computer.

UPDATE: After some sensible comment from you guys, I checked in with Traqmate to see how they solved the issue of a touchscreen device which would be operated with gloves.

As I imagined, being track guys, they had that taken care of: the screen does not work with finger contact, like the iPhone but rather is made to work with pressure. So using gloves is not an issue.

Along with the Traqdash display, Traqmate announced integration with Racecam HD. An HD update of the well known specialized motorsport camera, the RaceCam HD features 1080p video, a built in screen and external mic input all wrapped in a tough aluminum case. It will be able to be started and synced from the Traqmate.

The TraqDash display will be priced at $799.00 while the RaceCam HD will be $1499.00 (more after jump)






Traqmate Announces
TraqDash Full Color Touchscreen and the
RaceCamHD Motorsports Video System


Dec 2010 - As shown at the Performance Racing Industry Trade Show, Traqmate is now taking Pre-Orders for the both the TraqDash and the RaceCamHD systems. Supplies are limited, first come, first serve.


Traqmate introduces it's new full-color TraqDash touchscreen display unit. TraqDash is extremely powerful, easy to read and even easier to use. Features include multiple record modes, user-selectable gauge screens, built-in shift and warning lights, large easy-to-read numbers, awesome graphics, and Traqmate accuracy. TraqDash works with existing or new Sensor Units, cameras, and accessories.
Full Gauges and Shift Lights
Assignable Warning Lights
Compact 5.2" x 3.6" x 1"
Locking Connectors
Standard SD or SDHC Card
Superbright 4.3" Wide-Format Color Touchscreen
Works with all Traqmate Peripherals
Works with all Traqmate Sync Cameras

Click link below to for more information and to pre-order.

http://traqmate.com/traqdash/

The RaceCamHD is designed specifically for motorsports use, producing up to 1080P, the highest HD resolution. RaceCam is a pioneer in the commercial motorsports video market, with 16 years of experience. RaceCam has developed the next generation digital video recorder to continue their reputation as providing the highest performing in-car camera available. The RaceCamHD produces colorful, clear and stable, true High Definition video, with incredible picture balance, rarely seen when it comes to in-cockpit camera applications.

The RaceCamHD is a compact self-contained camera and digital video recorder which stores HD video files to a standard removable SDHC card. The RaceCamHD has playback capability either through the built-in color LCD or through an HDMI output connector. You can also display real time video in idle mode on the LCD screen or through HDMI, so you can effortlessly aim your camera.

1080p Full HD Recording
Wide Angle Lens
Top & Bottom Mounting
Compact 4" x 2" x 2"
Standard SDHC Card
H.264 MPEG-4 Video
Built-in Keypad Control
Color LCD for Aiming and Playback
Syncs with Traqmate
Built-in Mic w/External Option
Click link below to for more information and to pre-order.

http://traqmate.com/racecamhd/

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Ferrari 458 GT2 testing, now better with video!

(motosportblog.it/youtube)

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What a lap!

I found this clip on Joe Saward's blog. Tom Walkinshaw was not only team boss but took no prisoners behind the wheel. Check out how he put this Jaguar XJ-S on pole for the 1985 Bathurst 1000 with this mindblowing lap. Notice how back then the course was lined with unprotected trees, especially on the very fast downhill section, insane!
Could you picture Luca di Montezemolo doing that?











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2011 Porsche GT3 RSR

Here is the 2011 Porsche GT3 RSR. Full details and more pictures after the jump. I uploaded desktop sized pictures you can download on our Flickr! account.





(hit ''full screen'' for added fun!)

Debut for the 2011 version of the world’s most successful GT race car


Stuttgart. The Porsche 911 GT3 RSR takes off into the new motorsport season with extensive modifications. The 2011 version of the world’s most successful GT race car celebrated its international premiere at the “Night of Champions” party held at the R&D Centre in Weissach to mark the end of the motorsport season. Priority in the further development of the GT3 RSR was given to the newly designed aerodynamics at the front and rear, changes to the suspension kinematics and to the engine.

The 4.0-litre, six-cylinder boxer engine now delivers 455 hp (335 kW) at 7,800 revs, five horsepower more than its predecessor. The power increase results from an engine management system which adapts even better to different fuel grades, as well as a redesigned exhaust system and a modified air intake housing. Moreover, the driveability of the famously efficient engine has undergone further improvements. Maximum revs remain unchanged at 9,400 rpm.

Clearly visible are the modifications to the front. A new front lip provides higher downforce at the front axle. The front wheels are now wider with the rims growing from 11 to 12 inches giving additional grip and less of an understeering tendency. The position of the rear wing and the shape of the wing mounting also underwent optimisation and were adapted to the new rear fairing with additional air outlet louvers. The rear lid was also redesigned for optimised air ducting. Like the 911 GT3 Cup and the GT3 R, the RSR has now been equipped with the LED rear lights taken from the latest 911 road-legal cars.

The 911 GT3 RSR joins the 911 GT3 R and the 911 GT3 Cup as the top model of Porsche Motorsport’s product range. The successful long distance racer from Weissach can be ordered now at a price of 410,000 Euro plus country-specific value added tax. All 2011 modifications are available as a kit for GT3 RSR cars from the 2010 season.

Technical description Porsche GT3 RSR (2011 model year)
Engine
Water-cooled six-cylinder boxer engine; 3,996 cc; stroke 80.4 mm; bore 102.7 mm; 455 hp (335 kW) at 7,800 rpm; max. torque 450 Nm; air restrictors 2 x 28.6 mm; max. revs 9,400 rpm; four valve technology; dry sump lubrication; individual throttle butterflies; fuel injection.

Transmission
Porsche six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger, single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited slip differential 45/65 percent.

Body
Monocoque body (basis GT3 RS) of hot-galvanised steel; aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre FT3 safety fuel tank with fast filling function; air jack; welded-in safety cage; race seat (driver’s side only) with flame retardant upholstery; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire extinguishing system.

Suspension
Front axle: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary); front axle arms adjustable for camber; adjustable sword-type anti-roll bar; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar. Complete suspension infinitely adjustable (height, camber, track).

Brake system
Brake system with balance bar control.
Front: Single-piece six-piston aluminium fixed callipers; inner vented, 380 mm diameter; racing brake pads.
Rear: Single-piece four-piston aluminium fixed callipers; inner vented, 355 mm diameter; racing brake pads.

Wheels
Front: Three-piece BBS light-alloy wheels (12J x 18 ET 34); central bolt.
Rear: Three-piece BBS light-alloy wheels (13J x 18 ET 12.5); central bolt.

Electrical system
Motec display with integrated data recording; multi-function display with integrated gearshift indicator; adjustable traction control; battery: 12 volt, 80 Ah, 140 Ah alternator.

Weight
1,220 kg

(Porsche PR)
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The perfect melding of...

...Mustang, New Jersey and Killington.
Axis Styles spotted this on his last trip to Vermont, I thought the license place on the garbage can ski rack was a masterful touch!



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Paris Hilton Launches own moto race team

Had to check the calendar...no, nowhere near April 1 yet VisorDown.com reports that for the 2011 season the famous for being well known hotel heiress will lend her name (at least) to the improbably named SuperMartxé VIP by Paris Hilton team.

Competing in the 125cc class,the team is a collaboration between Christian Lundberg and Rossano Brazzi, Brazzi well-known in aiding Valentino Rossi to his 125 glorys.

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2010 Formula 1 Season Highlights Film

Epic or preposterous will depend on your view of Formula 1 but this 10 minute clip, from this years FIA gala dinner and prize ceremony in Monaco and celebrating not just the 2010 season but 60 years of F1, may be the best yet produced by the Bernie boys.

Check out those unseen moments of tension between Vettel and Webber. Smile at the opera music for Germany... check out the babes in Monaco (caution a certain hotel heiress makes an appearance).


(Eurosport)
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Spectacular WRC highlights from the 2010 FIA gala.

It was yet another triumph for Sebastien Loeb but 2010 also saw the emergence of another Sebastien: Ogier as a real challanger to the king. Next year, new cars and new manufacturers join the fight. Bring it on!end of post --> READ MORE

The BMW 1 series M is...

Strikes me the BMW 1 Series M Coupé is almost everything M3 drivers have been asking for years save for one major detail: it's not an M3. So will M3 guys quit complaining and take a 3200lbs 1M or will they find some reason not to like the 1M? Well, it's a bit like the Cayman vs the 911, isn't it?

If you want to read all about the fine details, I suggest you hop over to Bimmerfile.com(or now on BMW.com) and since Axis Justin has the #1 spot for a 1 M at a local dealership, you can be sure we will do a proper Axis style track test as soon as we are able.



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Ferrari 458 GT2 First Picture

Testing at Fiorano last week. The competition... probably not happy about this.

Some technical details have emerged today:

Power with ACO mandated restrictors is around 470hp. That's 100 less than the 458 Italia street car and 30 less than the 4 liter engined F430 GT2.

6 speed paddle shifter.

18" wheels (vs 19 on the Challenge).

Weight is, again ACO mandated minimum, 1245 kg / 2745 lbs, up 27 kg / 60 lbs from the 430.


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V8 Supercars+3 title contenders+Slicks+Rain=

Final Race week end of the Australian V8 Supercar series in Sydney. Three title contenders, James Courtney, Mark Winterbottom and Jamie Whincup are running in the top three spots when rain starts at the end of a safety car period, what do you do?

Taking a page out of Mark Webber's book, the three leaders choose to go for it...



Somehow James Courtney's crew ( the Jim Beam car) managed to get him back out on track so he could score enough point to allow him to win the championship in race 2, Sunday. If you ever doubted racing is a team sport, check out this crews heroic efforts after the jump. (thanks Julian Melville!)


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Axis Reader Rides

I got finally caught up with some of the pictures you guys sent in...apologize for the delay! You can check out some of our reader's rides after the jump and on Flickr!



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What if you could design the next M3?

It never fails, any time Axis guys get together, the conversation will at some point come around to the BMW M3, usually with predictable results. I'm sure we are not alone, the M3 gets discussed so much because it is just one of those iconic cars that everyone wants to be perfect...for them. And therein lies the problem. So let's say you were put in charge, which 5 things you would you most like to see in the next model M3?

Is weight really a problem for you or will you be more interested in how it's appointed? Are there options you would like that don't exist now or are you happy with how the car is? Is the M3 still relevant or are you more interested in something like the 1 Series M?
I expect responses to be somewhat skewed given the nature of these pages but still, curious enough to ask!



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The real reason Ferrari's strategy failed in Abu Dhabi, revealed:

They are still Italians... WLF!

CG is more conspiratorial, he believes she was on Red Bull's payroll :)
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FIA GT1 Season Final Live Stream

Reminder: the FIA GT1 season Final from the San Luis circuit in Argentina can be seen live HEREend of post --> READ MORE

Ferrari 458 Challenge Driven and Reviewed (+ Video)

Exclusive for Axis of Oversteer.

One of my favorite things about Axis is finding out who reads it. I got in touch with Hideki Francis Onda after I noticed a comment he had left on a previous post, turns out he's a regular reader and agreed to share with us his impressions of driving the brand new Ferrari 458 Challenge at Valencia, during the recent Ferrari festivities. There are only a handful of people in the world who have driven this car and one of them is....one of us!

Thank you HFO.

read on....

Hideki Francis Onda is a car nut who in his spare time founded the company that has distributed Apple products in Japan for the last 20 years... He keeps a blog called High Frequency Oscillation.



"I was excited to see that Ferrari had four 458 Challenge cars ready for Corse Clienti drivers upon my arrival at Ricardo Torno circuit. Out of the 4 cars, 2 were in white thus making this the secondary color after Rosso Corsa. It just goes to show that Ferrari is selling a lot of white 458 in the general market.

Getting into the heart of the matter, the 458 Challenge is quite different from your regular 458 Italia road car. You immediately notice that the car is much lower, has two quick fill fuel openings on the side, wears a BBS wheel with Pirelli slicks and has only 2 exhaust outlets in the rear.

Since I own the 458 Italia road car and a 430 Challenge, let me compare them with the 458 Challenge.



Upon sitting in the drivers seat, the 1st thing you notice is that all the controls are on the steering like the 458 Italia. From top they are:

FLASH = high beam
PIT = once in 2nd gear and below 60km, any subsequent press on gas make the car maintain 60km pit speed like a GT car, SCROLL = to scroll LCD data for telemetry and functions
RADIO = voice on off for radio with pit staff,
LEFT and RIGHT = appropriately placed turn signals,
WATER = windshield fluid to clean front,
WIPER = front windshield wipers, and the most important switch of them all, the eDiff 2/1/OFF switch. There are no bars protruding from the steering wheel, just the good old shift paddles on left and right, slightly longer than the road car.

Instead a center rev counter and LCS's on each side, the Challenge has one single large LCD monitor showing you all you need to know. Turn signals, RPM and telemetry data can be observed here by using the SCROLL button. Needless to say the steering wheel is detachable.

The only other controls are located in the center area, the new IGNITION switch with cover and the ENGINE START button below it, LIGHT and RAIN LIGHT switch and the A/C ON/OFF switch with 0-1-2-3 AC FAN rotary switch. There is a power cut off lever wired to the outside of the car as well, standard in any racing cars. Thank god they placed the (R) reverse button where I can see and reach below the center console.




When I sat in the car, I felt very strange because it felt comfortable unlike my 430 Challenge. It felt very roomy like my road car.

By the time I drove the car, the track was partially wet and the Ferrari staff had changed to new rain Pirellis. Since the condition was partially dry and the rain tire was new, I had some problems on my out lap trying to heat up the tires, so time to let eDiff do the work.



Set on 2, the eDiff assists the driver so that brand new or worn out tires will still keep you in the race. After my out lap I tried the setting 1 but could not notice a big difference since I failed to warmup the car and conditions were not ideal. But once on the circuit you notice something about this car. It has endless amount of power and the traction is translated directly to the road in every way to push you forward. There is very very little loss of traction, so the car has abilities to push you out of the corner and achieve high speed immediately.

Ferrari were the first to develop traction control systems for F1 as performance enhancing aids, not safety nannies. Now banned, these same systems have been added to the 458 Challenge, with the 458 Italia benefitting from the technology transfer adapted for road use. The end result is an electronic system which does not interfere but rather, enhances the driver's ability.



The car also has very little roll. I tested the 458 Italia under similar semi wet conditions in Fuji Speedway and the car has very little roll, but the 458 Challenge absolutely does not roll, you are flat on the ground all the time. If you are used to rolling your head with the car like me on the 430 Challenge beware, it will be a good idea to train your neck for this car.



The brakes are also incredible, even at 100m and 220km the car will come to a sudden stop and turning the car is effortless as it just turns and turns and turns without understeer, the nose just dives in when you turn the steering wheel.
I am told the brakes are the same size as the FXX Evo but 8mm thicker in the front. Massimo, who helped develop the brakes with Ferrari, explained the software and pads are a more advanced version than the FXX Evo. Brake disk will last you one race season but pads will last only 2 day race weekends. The compound used for the pads is special and visibly is different from the street cars.



The shift up and down are amazing as well. The racing dual clutch produces no jitter when shifting, very similar to the road car. The engine under eDiff Off produces rapidly rising RPM, you need to be shifting quickly as the rev LED goes quickly from green to red zone.



All in all this is one of the finest race car Ferrari has ever produced, attested by the fact that they had to de-tune it because it had so much traction power on track, a testament to the achievement of eDiff traction control. Ferrari engineers shared some light on how one would use the 2-1-OFF settings. When asked "does the 2 or 1 setting interfere with drivers like the ASR on 430 Challenge?" Ferrari "No, a professional driver can drive just as fast on OFF or 1, this is a new concept not to be confused with ASR on 430 Challenge or 458 Italia road car. So if you are running a long race, you may start out by using OFF or 1 to start the race, as your tire wears out, or it rains, you can set to 2 to allow you to continue an aggressive race and survive."

The car weighs only 1150kg even with the 20kg air conditioner installed and has a 48:52 weight ratio. "Everything about this car is different from the road car. Even the frame is different." says Ferrari. To my delight I was told that Ferrari is developing a GT3 kit with Michelotto and will provide these in the later half of 2011 as genuine Ferrari Parts.



You cannot compare the 430 Challenge to the 458 Challenge. Like comparing 430 and 458 road car, there is no comparison so it is correct to assume that 458 Challenge is in a league on it's own and will win many many GT races all over the world in 2011.

In 430 Challenge you only have ASR, which is brake and engine cutoff control. In 458 Challenge in settings of 2, you have slight management of these both, but it is the pneumatically controlled electronic differential that does most of the job to keep you running fast without wasting any traction elsewhere. This is a real leap of technology. Although Ferrari would not admit it, a tuned 458 Challenge will probably beat a lot of their high end special cars like the XXs."



photos by Hideki Francis Onda HFO.JP




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Five seconds from the best car program ever, Jeremy Clarkson the Italian Job [Blu-ray]


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1970's BMW sidecar hill climb racer by Lutz Koch
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