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ARGENTINIAN TOURING CARS


launch in 2005, primarily for use in Radical’s SR8 racecars, but also for applications as varied as autograss, hillclimbing, off-road and even Jet Ski racing. ‘RPE is proud to forge a


new relationship with TC2000, bringing the performance, sound and reliability of the RP V8 engine to a new audience,’ said RPE director, Ted Hurrell. ‘At only 88kg, the TCX V8 is one of the lightest and most cost-effective racing V8s on the market, and we look forward to supporting TC2000.’


The current spec sequential


gearbox, provided by Xtrac, will be retained as it can cope with a power input of up to 600bhp.


ENGINEERING FREEDOM The chassis is a mixture of the regular road car and a tubular frame. ‘There is a lot of freedom in the car,’ says Toyota Team Argentina director, Gustavo Aznárez. ‘We can remove a lot from the base car, but not the roof, the doors, the rear sides, the floor. The front structure is absolutely removable, to make way for the tubular chassis. ‘The front of the car, the hood (bonnet), the fenders


With so many manufacturers competing, the grids are always full and, as this is Argentina’s premier motor racing activity, crowd support is huge. Drivers can be paid more than their European sports car counterparts.


criteria, however, is not to use the original body as a structural member because the tubular chassis is near indestructible. If you have a problem you can just replace that part, so it is like brand new.’


“the manufacturers decide what can and cannot be raced, and what may be modified”


(wheelarches) and the front bumper and splitter are exactly like the original ones, but made in some kind of plastic, composite material. No metal, that is not allowed. You can modify the wheelarches to fit and to cover the racing wheels. The track is wider than the standard one, and it depends on the car. The total width of the car by regulation is 1900mm and the wheelbase must be 2600mm. That is why lateral covers over the wheels are different from car to car. This also relates to the rake of the car, to equalise the frontal section. ‘The tubular structure is the chassis and the body is the safety cell. The bodies today from the standard cars are extremely safe and there is no point in changing that. Our


ON COMMISSION So many competing makes is normally a recipe for disaster, as each is looking for the performance advantage and costs can quickly escalate. As tried by the World Touring Car Championship, the manufacturers sit on a commission, called Inter Fabrica, and they decide what can and cannot be raced, and what may be modified. The commission’s primary focus has been to contend with controlling a multitude of manufacturers. When Peugeot wanted to


enter the 307, a two-box design, the commission had to decide what to do with the car to make it competitive. It was the same dilemma faced by the Touring Car Commission when SEAT wanted to switch to the Leon, and the


44 www.racecar-engineering.com • January 2012


Feature races make up half of the season, and can take place on street tracks, be in endurance format, and can include pit stops and driver changes


solutions are fairly similar – play with the rear wing. In TC2000, the chord lengths and location are fixed, but not the shape of the wing. The hatchbacks get different location limits. ‘There is not only a cost


objective,’ says Aznárez, ‘this is a competitive category with clear rules. The rules are the same for everyone and, while cost is always in mind, we all love the big technology and there is no limit in money. I will spend every dollar that I have, it is part of my job, but the category and the rules mean that is unnecessary because, by regulation, the cost is kept as low as possible.’ The cars start life as standard


production cars and are then stripped out and prepared for racing. The front suspension is adapted for a double wishbone layout, while the rear is fixed beam. The springs are free, the anti-roll bars are free and, while there is a spec damper, the internals are also free. The location of the A arms, dampers and anti rollbars is free, and the series has spec brakes and engine management control units – to be expected with a spec engine – while the data acquisition comes from MoTeC and AIM. Anti-lock brakes and traction control are both banned from the series, ensuring some spectacular racing.


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