After a decent day one of the 2015 Circuit of Ireland Rally, the Tuthill Porsche 997 R-GT failed to leave the start line at the evening’s special stage around Newtownards town centre. The car was pushed out of stage on to a trailer and recovered to the service area.
By the time we got back, it was dark. Spectators surrounded the tent, with plenty of work ahead of us. The boys set the car up on jack stands and set to work on removing the gearbox. Just over half an hour later, the transmission was out and the clutch was exposed. It took engine builder Anthony just a few seconds to spot the issue: one clutch plate had lost all of its friction material.
Single Clutch Plate vs Mutiple Clutch Plate Pack
The clutch kit in most road cars consists of three main parts: single pressure plate, single friction plate and a release bearing. In competition cars like the 997 GT3 Cup on which the R-GT rally car is built, the cars run a set of multiple clutch plates, arranged in a clutch pack.
The advantage of a multi-plate clutch is that it can transmit higher levels of torque through a smaller diameter unit. The more plates there are, the more torque it can transmit, or the smaller the pack needs to be: Formula 1 clutch packs are about the size of your fist. The clutch pack in the 997 R-GT is a bigger diameter than an F1 pack, but smaller than a single plate road clutch.
With a carefully calculated number of plates in the assembly, the failure of one plate does not leave enough friction to drive the car. This is what happened to R-GT. As the team carries spare clutch packs, it was straightforward to fit new parts and get the 911 ready to restart day two of the rally.
Chief Engineer Graham Moore also decided to change all four dampers on the Porsche, to make driver Robert Woodside more comfortable behind the wheel. The car enjoyed a trouble free run through Day 2 and the team came home satisfied with a job well done.
Circuit of Ireland Porsche Rally Video
I put together a short video of our experience on the 2015 Circuit of Ireland Rally, which you can watch below. Enjoy the sights and sounds of the first modern Porsche to start this great rally for almost thirty years: it was cool to see it in person.
Our second day on the 2015 Circuit of Ireland was day one of the rally. Robert Woodside and Allan Harryman would set out from service in the Tuthill Porsche 911 R-GT just after 9am and head into the hills of Downpatrick for the Buck’s Head stage, then on to the famous Hamilton’s Folly, before finishing around Lough Henney.
The rally would then regroup back at service and do a second loop of the same three stages that afternoon, before finishing with two runs through a special stage around Newtownards town centre that evening.
Mood was good in service as a group of us headed for Buck’s Head to watch the Porsche coming through. We would spend the next two days on the road following the rally, led by an expert recce guy and rally driver. It definitely made my Circuit something special: kudos to Robert for organising this, and main man Stuart Woodhead for driving our minibus!
Circuit is a round of the European Rally Championship (ERC) and not the World Rally Championship (WRC), which this Porsche usually rallies in. WRC cars are seeded according to pace, so the 911 and Robert were known to have enough speed to run in the main group, but the ERC crowd put them in behind the ERC cars and just ahead of the National Rally: local competitors in everything from WRC Subarus to classic Escorts.
This was no great hardship for Robert and Allan, but it meant we spectators had to get into position before the rally arrived and then wait 45 minutes for the Porsche to come through. This was not always a trouble-free and Buck’s Head was a perfect example. Couple that with spectator areas where you couldn’t even see the cars and no wonder fewer people go to rallies these days.
Anyway, we got into position and waited. The Porsche was cautious through the square junction on front of us and pace on the opening stage was steady: Robert was playing it cool and keeping it together over a muddy, slippery stage. Leaving that stage later than planned, we headed back to service for a couple of hours then headed back out towards Hamilton’s Folly.
If one stage sums up The Circuit, maybe this is the one. Second longest stage on the event at 17kms, it has the most spectacular scenery and the biggest jumps. Our vantage point was exceptional: we could see just over a mile of high-speed road section that would surely set Porsche hearts pounding.
The lead group came through with no issues – a few wobbly moments on the jump early on in the stage – but one breakdown right in front of us. This narrowed the road quite considerably, so I was a bit worried for the 911, but some spectators got the car running and by the time the 911 came through, it was clear. The boys were definitely pushing harder on the much drier roads.
Lough Henney was also good for the car, but we headed straight for Newtownards to watch the special stage. Our leader was awesome at parking us right by the front, so we walked in to town and prepared for Porsche arrival. As we ate our chips and awaited the sound of the flat six, the commentator announced the Porsche was on the start line. And then it went wrong.
“Here it is: the one we’ve all been waiting for – the superb Porsche 911 GT. The clock’s ticking down – and – oh no, there’s a problem. Robert Woodside can’t get the car off the line. Oh no, this is a disaster for Robert.”
It was a disaster. We went back to the stage start and waited. Allan ran through some resets, but we had definitely lost all drive. The boys brought the van down to the stage, we loaded the car and headed back towards service. What happened next? Find out in part 3.
Classic Porsche racing parts specialists, EB Motorsport, scored an emphatic result at Goodwood last weekend, finishing second in a unique race for pre-‘67 Porsche 901 and 911 racers.
Twenty-two Porsche 901s and 911s took to the grid for the Aldington Trophy, honouring Porsche GB founder, John Aldington. Following an exciting twenty-minute race, former BTCC champion Andrew Jordan came home first overall, with EB’s Mark Bates just twelve seconds behind at the flag. Yorkshire’s two-time Masters Historic champion was over the moon with his podium finish in the beautiful Light Ivory 1965 SWB 911 race car, built by Tuthill Porsche.
EB Motorsport 1965 Porsche 911
“With a short practice, short race, and so many proper racing drivers on the grid, I wasn’t sure where we’d end up,” said Mark. “Our 1965 911 has done well in endurance events for FIA cars, like the Spa 6 Hours, but this was a sprint race, and our first time at Goodwood.
“Andrew Jordan is a touring car champion and exceptionally quick: we’re pretty pleased to be best of the rest. 2015 is the first full season for our short wheelbase 911, so we’re still on a learning curve. We’re running a brand new Tuthill Porsche two-litre engine, and an all-new exhaust developed in-house, so it was good to test the package in racing conditions.”
Tuthill Porsche Historic Race Preparation
“This is a great validation of Tuthill Porsche preparation and build quality,” said Richard Tuthill. “The Porsche 2-litre flat six is a beautiful engine, and one that our team enjoys decades of experience with. We made some last-minute tweaks to carburation before the car left for Goodwood on Friday, and were delighted to see them pay off. The chassis and engine package comes together perfectly on track at the hands of a highly talented driver. Well done Mark: roll on the next event!”
The next outing for the EB Motorsport 911 is at the Donington Historic Festival, from May 2-4. Follow all EB Motorsport race news at www.eb-motorsport.com.
The John Aldington Trophy race for pre-1967 Porsche 911 SWB racing cars at Goodwood next weekend has gathered an impressive entry list. More than twenty-five 1965 and 1966 short wheelbase 911s are shown on the official entry list for the 20-minute race, with a plethora of well known drivers appearing on the grid.
Thirty tail-happy old 911s on the fast and flowing Goodwood circuit will make for some interesting accidents if the rain comes down. The cars are tricky enough to drive in the dry on regulation tyres, let alone if it gets wet. However, the first big challenge for the cars is to get through scrutineering.
Porsche 911 Goodwood Aldington Trophy
The race is open to pre-1967 2 litre Porsche 901 and 911 models conforming to the FIA Appendix K regulations for Grand Touring cars built between January 1962 and December 1965. All competing cars must have a Historic Technical Passport, and the circuit will insist upon a specific standard of aesthetic vehicle presentation, involving appropriate period livery and detailing.
This means no out-of-period wheels, lights, wing mirrors or dashboard gauges. No windows of an inappropriate material featuring out-of-period ventilation holes or flaps. No advertising, logos or graphics may appear on any vehicle unless these formed part of the car’s original livery during racing prior to 1966.
Minimum weight is strictly 1002 kg. Cars below this weight at scrutineering will not be allowed to race. All cars will be weighed prior to qualifying, with random cars weighed and fuel adjusted post-race. The cars must run aluminium crankcases, Solex carbs, single plug, solid discs, 14-16mm front anti-roll bars (16mm rear), 1380mm front track and 1350mm rear. Minimum ride height is 100mm.
“We shouldn’t have any problems with scrutineering,” says Mark Bates of classic Porsche parts reproduction specialist, EB Motorsport. Bates’ 1965 Porsche 911 raced very successfully at the 2014 Spa 6 Hours (above) and will carry number 6 in the race. “This race at Goodwood could be a bit of lottery, though, given the short qualifying time and the number of cars on track.”
The brief race is named after the legendary John Aldington, son of the famous H.J. Aldington of Frazer Nash dynasty fame and a former MD of both AFN and Porsche Cars GB. Tickets for the weekend are priced at £130 general entry per head, add £76 for roving grandstand per head. Yes, you read that right. I won’t be there, but hopefully we can share some in-car footage after the weekend.
Earl Bamber and Nick Tandy will share Nico Hülkenberg’s Porsche 919 LMP1 Hybrid at Le Mans, it has just been announced. It’s an interesting Porsche choice that slams all who claimed that the team’s Daytona upsets would damage either’s shot at Stuttgart’s top drive.
“It goes without saying that each of these drivers is fast and clever,” said Fritz Enzinger, LMP1 Vice President. “But in the WEC, and especially in Le Mans, there are more qualities to be taken into account. The ability to stay focussed and deliver consistent performances are must-haves for endurance racing. Another factor is team spirit and the skills to integrate into the team. This sport doesn’t make sense for loners.
“Each driver always has to take into account his teammates, as their individual speeds are what in the end are reflected by the Porsche Team’s results. Also a strong understanding is required of the skills and consequences when lapping slower cars. This isn’t for egocentrics either. Drivers have to view everything as the bigger picture. In every regard, I have full faith in our driver line-up.”
Porsche will field three 919 Hybrids for the 24 Hours of Le Mans in June, and also the previous month’s Six Hours of Spa. The Hulk 919 gets number 19. There are no quotes from the drivers, but you can imagine what they will say in the next press release. “Le Mans is the one every driver wants to win, driving the 919 Hybrid is an honour, I like my team mates and they are all mega quick, so we are in with a great shout if the car holds together,” said all three in unison, probably. Porsche won’t repeat the last bit.
Of course it is all true. Driving the 919 for an outright win at Le Mans is an immense privilege, as the pilots carry not just the team and the honour of Porsche, but all of our dreams along with them. It is a highly demanding appointment.
I think the line-up is killer: I am bloody delighted. Bamber and Tandy are fast, intelligent racers who take no prisoners: the perfect complement of skills alongside Nico Hülkenberg. Of course, none of this should take away from the 911 squad. No drivers are more capable of bringing our greatest champion home atop the GT ranks than the works RSR pilots: Christensen/Lietz/Bergmeister in number 91, and Makowiecki/Pilet/Henzler in number 92.
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