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The professional choice in roll cages

Safety must always be the highest priority in motorsports vehicles. Due to the high speeds achieved, even the slightest error can have serious consequences. Absolute focus and precision is needed from the driver to push both their limits and the limits of the car. When something does go wrong, there should always be safeguards in place to minimise the risk of damage to the vehicle as well as the driver. This is why we supply roll cages with a proven, trusted record of success behind them. Continue reading

Supplying customised coilover kits

Motorsports remains one of the most popular sporting activities in the UK. We regularly take our place on the world stage by hosting rounds of the F1 World Championship, and we are home to many F1 teams including Williams and Mclaren. The UK also supports many other motorsport mediums such as rallying, junior formulae, historic and club racing. Continue reading

Enabling high performance braking

Brakes are one of the most vital safety features on every kind of vehicle. They are challenged with slowing and stopping vehicles effectively, keeping drivers, other road users and members of the general public safe. This importance means brakes need to be properly maintained and cared for in order to provide their best performance. Continue reading

Heated windscreens reduce the weight of rally and race cars

Heated windscreen technology has been around for over 50 years. Its main aim initially was to offer a convenient safety feature. A heated windscreen makes the life much easier in the winter, removing ice and mist from windscreens without the need for manual scraping. In the world of motorsports, heated windscreens became highly sought after as industry competitors attempted to make their vehicles lighter to gain maximum advantages on the race circuit. This resulted in the removal of several internal features from motorsports vehicles, such as the heater. Continue reading

Innovative coilovers from a leading producer

BC Racing is a leading coilover designer and offers a series of top of the range products to suit different drivers’ needs, including various on track racing formulas. Their flagship product is the external reservoir (ER) Series. The coilovers offer the great benefits of both their BR and RM ranges whilst also giving users the ability to adjust compression and rebound damping with ease. Continue reading

CMS Nissan R33 Skyline GTS-T

Corby Motorsport Nissan R33 Skyline GTS-T

The Corby Motorsport Nissan Skyline showcases our range of products and allows us to test new products before we offer them to our customers. It is also bloody good fun to drive round any track!

The car started life with us as a lightly modified example the R33 Skyline GTS-T. It came with a T38 Stage 3 hybrid turbo, (unbranded) front mount intercooler, a large cone air filter and HKS big bore exhaust so probably making around 270bhp weighing roughly 1500 Kg including its standard interior. A cheap set of Daiyama coilovers and basic Jun body kit completed the package.

The Big Idea

Add a bit more power and add lots of adjustable suspension parts to show that you don’t need to spend a fortune of silly bhp, just need to add adjustability to maximise grip and traction so you can use the power you have properly.

So, we have not modified everything on the car at once preferring to evolve the car over time in the same way most of our fast road and track day customers modify their cars. We have built the most adjustable chassis we could within a reasonable budget to maximise the available grip and traction for a faster car without spending a fortune.

We have added a bit more power – around 400bhp now, a CG Motorsport clutch that can stand the abuse, brakes that actually stop the car and a roll cage (Cobra seat and racing harness) for safety and we stripped the interior to add free performance by making the car lighter.

The car was first tested in October 2014 but had a few issues which were fixed over the winter of 2014. The idea for 2015 is to run the car on track days through 2015 whilst playing with the suspension geometry and damping rates to get the car dialled in to our drivers style and lapping quickly, whilst fixing any problems that may crop up (the car is 25 years old after all!).

If all goes to plan, we should have some fun in our dedicated track day car and compile a list of modifications to improve the car for 2016 based upon how the car performs over the year.

2015 Engine Modifications

Under the bonnet has been kept fairly simple for reliability. Simple stuff like a remap, Z32 AFM, bigger injectors and fuel pump and a rise in boost has released more power. We now have around 400bhp to play with. Not huge headline power but certainly enough to be more entertaining given the R33 GTS-T Skyline is quite a heavy car.

2015 Suspension Modifications

Suspension parts are our main focus as a company and hence a lot of parts have been upgraded within the suspension to give us as much adjustability as possible. The reasoning behind this is that if we can use the adjustability to set the geometry up to use all of the available grip, we will have a faster car than if we relied on just simply chucking a set of coilovers at it and hoping for the best, then thinking we need to add more power to make it faster. Not so! In our view, adjustability in the suspension is critical to setting up the car properly for faster lap times and is often cheaper than simply adding more power.

To this end we have installed……

BC Coilovers – BR Series with WHAT spring rates and race damping
Hardrace rear camber adjustable upper arms and rear adjustable traction rods
•Driftworks HICAS to adjustable toe conversion kit
•Cusco camber adjustable front upper suspension arms
Front strut brace

We can now adjust the camber and toe at the front and rear. Our drivers bottom will know whether the car is understeering or oversteering and where and using our trusty heat sensing gun after a session on the track, we will be able to see where the tyre is hot and where it is cool so we can adjust the geometry to even out the tyre temperature to get grip across the full width of the tyre (check out our tuning guides to understand grip, reduce understeer and reduce oversteer).

We have left the front and rear bottom suspension arms alone on grounds of cost, we don’t believe that many of our customers will go to the expense of replacing their bottom arms and we seem to be able to dial in the camber we want with the much cheaper upper arms that are available.

We have not fitted uprated anti roll bars as yet, preferring to see if the spring rates and race damping will negate the need for them. So far so good, we may fit them in 2016 as a test to see whether they will offer increased lateral control despite our high spring rates.

With so many of the new arms having suspension bushes already fitted, we have not yet replaced the rest, again, this will happen in 2016 as the car evolves as will renewing the engine and gearbox mountings for uprated Vibra Technics parts.

2015 Brake Modifications

We killed off our old Nissan 200SX factory brake system in less than 5 laps at Rockingham Raceway in Corby so rather than wait, we have fitted a KSport Brake Kit with 356mm grooved rotors (which clean and refresh the brake pads on every application) fitted with Pagid RST3 pads which are becoming very popular in Time Attack cars as they come up to temperature very quickly and maintain perfect performance every time we hit the brake pedal. Not ideal on the road as in our experience they don’t get hot enough in normal everyday road use and hence are a bit on/off but warmed up for track use they give great feel and massive bit albeit they can be a bit noisy (brake squeal) in use. Ferodo DS2500 would be quieter but we felt we should give the RST3 a go and we are so impressed we will live with the noise!

We have fitted Pagid RST3 rear pads in OE callipers at the rear and will decide if the rear need upgrading through the 2015 season. As most braking is done at the front end, the rear end will stay relatively standard unless we decide we can improve lap times with more rear stability under braking if it becomes a problem.

Braided brake lines at the front have been changed as they came in the KSport kit. As yet we have not changed the rest of the brake lines but will be doing so in the winter of 2015 as well as fitting an Optimum Balance Brake Bias Pedal Box on the grounds they are not that expensive, superb quality and will help us define how the car turns in under braking – we will be able to dial out understeer or oversteer for a more neutral and stable chassis under braking which should reduce our lap times.

2015 Transmission Modifications

We have fitted a CG Motorsport clutch as there was no way the factory clutch was ever going to cope with the torque output of the R33. It’s a bit on or off to use but it doesn’t slip and the pedal is not heavy so happy with that!

Our Skyline R33 GTS-T still wears the factory LSD but you would never know it as its worn out! This is one area we are very keen to improve as our R33 losses traction very quickly and converts forward motion to fire and brimstone as the tyres light up, the unloaded rear wheel spinning up as we try to accelerate around the bends. Not cheap but a limited slip diff is one of the best traction aids money can buy! Other than that, the gearbox, propshaft and rear end are coping at the moment!

2015 Body (In / Out) Modifications

So with the idea of building a track focused car within a similar budget as our customers and pointing out the best parts to change for added improvements, spending out on the Rocket Bunny body kit was pure vanity! The kit adds over 100mm in width at the rear and a similar amount at the front and we think it looks great but be warned, you will need to remove a lot of metal out of the OE wheel arches and weld it all back together, fit the kit then use a fair amount of paint to get it all back to one colour.

You will also need some wide wheels. We went for 10 x 18” Rota Grids. Tyre choice was Toyo Proxes T1 Sport as they are sold as an all weather tyre. It has to be said they are stretched a bit (265 rear and 245 front) but in our experience they offer zero traction in the wet and overheat quickly in the dry. Maybe its the stretch of the tyre, the power of the car or the weight or a combination of these, either way, we wont be running theme again and we will replace them in 2016 for some track day semi slicks. Then we will think about what we will do if it rains!!!!

We have raised the bonnet at the rear edge to let hot air escape more easily (common mod on turbo cars as the under bonnet temperatures are generally far higher than in normally aspirated cars) and we have changed the boot lid for a fibreglass item which weighs a lot less than the OE lid (and hence adds free speed!).

We will in 2016 be looking at replacing more panels with lighter versions, bonnet, and doors will all be considered before we start thinking about what testing what aero packages such as air dams, splitters and diffusers might make the car faster in terms of cornering grip (of course you loose some top speed as your shape is no longer slippery but more pushy into the ground but that’s all a way off yet!!)

For safety and lightness, we have added a full weld in roll cage with cross diagonals and cross door bars into a stripped out interior with just a single Cobra racing seat and Safety Devices 6 point harness.

One of our own R33 GTS-T through bonnet” front tow bracket, a rear tow hook and an Aztak In Car Camera (to record our on-track exploits) complete the 2014 build of our Skyline R33 GTS-T. Now we will run the car at some track days and see how we get on, testing and playing with each part to maximise the performance of what we have……………

Gripper LSD – Lifecycle

The Gripper LSD itself will go on forever. They are set up with a certain preload (dependant upon use) by selecting correctly sized clutch plates which can wear over time. The wear in reduced in Gripper diffs as the clutch plates have minute grooves machined into them which pumps a microscopic layer of LSD oil in between the plates (this also reduces the plate chatter noise associated with plate type diffs, making Gripper diffs almost silent in operation). Plate wear is caused by mechanical stress as the plates lock together when the diff is in operation (when different wheel speeds are detected as in cornering) and is governed by the type of use the car gets i.e. a road driven car will wear plates more slowly than a car driven exclusively on race tracks using slick tyres as the cornering forces are far higher on track.

Generally, apart from oil changes (we suggest every 6 months), unless the diff has stopped working properly, we would suggest leaving it alone!

Clutch plate kits are readily available as are all the internal parts (most of which will be covered by the Gripper Lifetime Warranty) so running a plate type Gripper diff in your road or race car is simple and cost effective given the huge increase in cornering grip you will enjoy.

Gaz Coilovers – VW T5

One of our most popular kits is the Gaz GHA Coilover kit for the VW T5 Transporter range. Whilst you probably wont go racing in your T5, this kit allows the fitment of larger wheels wit larger offsets for the “stance” scene. The height adjustable feature means you can lower your T5 by up to 90mm for a ground hugging look. Adjustable damping allows you to compensate for heavier payloads. A great all round kit priced at £675.00 including vat and UK mainland delivery (we ship these kits world-wide).

T26 / T28 / T30 Models

T32 Models
VW T5 Transporter Gaz Coilover Kit

How To Reduce Oversteer

What is Oversteer?

In the oversteer condition, your car’s rear end will be trying to get round the corner before the front! Accelerating makes the condition worse, steering into the slide and taking your foot off the accelerator can sort things out unless momentum has taken over at which point a trip backwards into the trackside scenery, tyre wall or crash barrier is very likely.

Reducing Oversteer

To reduce oversteer we need to induce less weight transfer to the front wheels to maintain grip at the rear. If we soften one end of the car, we resist weight transfer away from that end. The easiest way to soften or stiffen the suspension of a car is by fitting a set of adjustable dampers or. This is often the starting point for suspension changes as both will allow damping adjustments over a range from soft to hard. Many manufacturers of coilovers offer springs of varying stiffness rates allowing you to experiment with softer and harder springs. Anti-roll bars act in a similar way to springs, resisting body roll during cornering, stiffer anti roll bars can be purchased, many of which are adjustable to offer differing degrees of stiffness. Try the following to alter the weight transfer characteristics of your car:

•Try softening the rear damping or stiffening the front damping to reduce weight transfer to the front wheels.
•Use softer rear springs or stiffer front springs.
•Use a stiffer front anti-roll bar or a softer rear anti-roll bar.

You can also make changes to the physical components and set-up of your cars suspension to maximise the tyre contact with road at the front or rear depending upon where more or less grip is required. Depending on how adjustable you cars original suspension is you may need to purchase front or rear adjustable alignment bars and camber adjustable top mounts (many coilover kits come with these as standard) in order to alter the physical set-up of your specific car.

•Reducing toe-in at the front and/or increasing toe-out at the back encourages the rear of the car to break traction less readily than the front which has the effect of increasing grip at the rear.
•Reducing front camber can reduce the front tyres contact patch on the road reducing front end grip with the effect of increasing rear end grip.
•Increasing rear camber increases the rear tyres contact patch on the road increasing its grip.

How To Reduce Understeer

What is Understeer?

In the understeer condition, your car will be trying to plough on straight ahead rather than driving around a corner. Accelerating makes the condition worse, taking your foot off the accelerator and even light braking sees grip return to the front wheels as weight is transferred to them but this takes time.

Reducing Understeer

To reduce understeer we need to induce greater weight transfer to the front wheels to increase their grip. If we stiffen one end of the car, we allow weight transfer away from that end. The easiest way to stiffen or soften the suspension of a car is by fitting a set of adjustable dampers or coilovers. This is often the starting point for suspension changes as both will allow damping adjustments over a range from hard to soft. Many manufacturers of coilovers offer springs of varying stiffness rates allowing you to experiment with harder and softer springs. Anti-roll bars act in a similar way to springs, resisting body roll during cornering, stiffer anti roll bars can be purchased, many of which are adjustable to offer differing degrees of stiffness. Try the following to alter the weight transfer characteristics of your car:

•Try softening the front damping or stiffening the rear damping to encourage weight transfer to the front wheels.
•Use softer front springs or harder rear springs.
•Use a softer front anti-roll bar or a stiffer rear anti-roll bar.

You can also make changes to the physical components and set-up of your cars suspension to maximise the tyre contact with road at the front or rear depending upon where more or less grip is required. Depending on how adjustable you cars original suspension is you may need to purchase front or rear adjustable alignment bars and camber adjustable top mounts (many coilover kits come with these as standard) in order to alter the physical set-up of your specific car.

•Increasing toe-in at the front and/or setting toe-out at the back encourages the rear of the car to break traction more readily than the front which has the effect of increasing grip at the front.
•Increasing front camber can increase the front tyres contact patch on the road increasing its grip during cornering.
•Reducing rear camber reduces the rear tyre contact patch at the rear will again encourage the rear to break traction more readily than the front increasing front end grip.

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