Search Results for: duratec

November 1 2022

Duratec Elise – better late than never

By Joe Arico.

I guess the first place to start this article is with an apology.

After completing parts 1 and 2 of “Duratec Madness” many moons ago I never completed the series. It’s the usual reasons… life got busy with work taking most of my time. International travel was “fun” when I was younger (actually, not really!) but these days I find it nothing less than exhausting – and that was before COVID! I’ve managed to extract myself from that life recently (more on that later), but to those of you I left hanging on the Duratec project my apologies!

The good news is that the Duratec conversion was a success.

More so than I anticipated if I’m honest. It’s proven to be quick on track while remaining an entirely enjoyable car to drive on the road. It’s spent most of its life driving to Warwick and back to compete in the QLD Super Sprint series and I must say, it never ceases to amaze me (of Elise’s and Exige’s in general) that you can drive to the track, relentlessly flog them, place very well in your class / overall, and then drive them home!

I need to get out and do more in the car but somehow, through COVID and a few other life challenges, I lost motivation to participate in anything more than the sprints. That’s something I shall have to remedy in the coming year!

But let’s get on with where the conversion ended up. As I said it’s been some time since the last instalment so best I summarise and tell the story in pictures.

Engine mounts (final iteration):

From top left: Front engine mount, lower engine mount, gearbox mount

I still wanted to enjoy the car on the road, and as such was determined to do what I was told was impossible and retain the air conditioning. Space was an issue but where there’s a will there’s a way!

When I first got the car running it went well but with the competition being what it is at Morgan Park I wanted to squeeze a little more out of it. So, for Duratec v2.0 I ended up moving the bulkhead forward to accommodate a longer intake for more power / torque.

CES Racing did a lovely 4-2-1 tuned exhaust for me, and I got a bit carried away and designed a CNC coil cover badge because… well, just because!

The small block you can see at the back of the engine (that the PCV hose loops into) is an idle control / emissions manifold. I integrated PCV, cannister purge and idle control into a single block to tidy up all the plumbing and to make sure I complied with all the legalities of getting the car registered.

It took 18 months to complete and all the spare time I had but for me it was a bucket list experience. I learnt so much, least of which is how much I enjoy designing in CAD.

Which leads me to the part I said I’d get back to at the start. I recently decided to walk away from corporate life and start a business that specialises in 3D scanning / design / printing, reverse engineering and offers a manufacturing service. I’m focusing on cars to begin with but will potentially expand into other industries down the track if all goes well. My business is called Optimum3 Design and Engineering. If you’re interested and would like more information you can check it out at www.optimum3.com.au

Should you have any questions about the Duratec or anything else, please feel free to get in touch.

July 6 2017

More Duratec Madness

By Joe Arico

PART 1 – December 2016

As most of you will have read in the club magazines, Mike Moore and I have been busy putting Duratecs into our Elises. You may know Mike’s install well from all the great articles he’s written. While our builds use common components, they do differ quite a bit. The most essential ingredient though is the same – they are both built by a couple of car nuts in a shed.

After 18 months of work the car has been a runner now for about 4 months. The first couple of months were painful, sorting out teething issues with the tune. Fortunately, I did get it ready for the final round of the QLD Super Sprints in September (literally the night before!). It was a baptism of fire for the car but I’m glad to report that it survived a 400km round trip to the track and competed all weekend without issue. I even came away with a trophy.

So, let’s rewind back to the beginning. One of the biggest goals when I set out to do the conversion was to be able to retain the air conditioning. In the 8+ years I’ve owned the Elise I’ve put a lot of time into getting the AC to work effectively. I wasn’t going to let all that work go to waist! Besides, if you realistically want to use the car in summer in QLD you really don’t have a choice.

It very quickly became apparent that keeping the AC wasn’t going to be easy though. It was clear I was going to have to think outside the box and do something a bit different. The only way I could fit everything in was to move the alternator to the back of the engine and run it on a shaft. The AC compressor was easy – a standard Mazda 6 compressor bolts straight up to the engine block. I wasn’t making life easy for myself but I was determined not to give up on the idea and give it a go! I just had to make sure that everything else I did supported this design goal.

While I worked out what to do with the AC it also became clear (to both Mike and I) that the partial “kit” purchased out of the UK was not engineered to the level required. Most of the components supplied were good quality but the mounts put the engine in a position that was most definitely going to be problematic. To get acceptable clearance around the front of the engine they needed to be redesigned. This is where the project suddenly got a lot more complicated!

It’s worth saying at this point that when I set out to design all these parts I had none of the CAD skills required. I have a long engineering background but I had never used a 3D design package before. However, I had always wanted to learn. I was fortunate to have access to such a package through my work. It was a steep learning curve but after some head banging I eventually got the hang of it. It really is amazing what you can do with the technology available today!

I was also fortunate to have a good friend at work with a 3D printer so I prototyped many of the parts in plastic before committing to manufacturing in aluminum. After a bit of careful measuring I ended up redesigning the mounts to lower the engine 13mm in the car. This may not sound like a lot but it made a massive difference.

Anyway that’s where I’ll sign off for this issue. I’ll leave you with some pictures of early prototype plastic mounts. Happy and safe Xmas to all!

L-R: Front mount, alternator relocation, gearbox mount.

PART 2 – June 2017

Firstly, apologies for the long delay between Parts 1 and 2. Have 6 months really passed? I can’t believe it.

I signed off last time having shown the plastic prototype brackets I printed to trial fit all the components. The next stage was to find a reputable machine shop to make my prototypes become a reality.

It’s very difficult to find someone that will take on this “one off” low volume kind of work. RAGE (Race & General Engineering) on the Gold Coast were happy and keen to help. I have to say that on an overall scale from 1 to 10 of all the suppliers I dealt with on the project (with 10 being the highest of course) RAGE score a 10 in my book. They did excellent work, communicated well and for the majority of my parts provided a very fast turnaround. I simply supplied the design files and a 2D dimensional drawing and on average, a week later the parts would show up.

Unpacking the first package revealed something much “prettier” than I was expecting! Pictured below (right) is the front engine mount and gearbox mount prior to anodizing. A few weeks later after a bit of careful design the final engine mount showed up (shown at left).

L-R: Final engine mount, front engine mount & gearbox mount prior to anodizing.

It’s worth mentioning at this point that a lot of effort went into ensuring the mounts did not preload (i.e. twist) the rubber isolators. This ensures you get the best vibration isolation possible and on that front, I can report that the car doesn’t feel any different to the original K series with the harder mounts I was running.

Remaining true to my original intentions I will continue to try and tell the story with pictures. The following shots show the final parts installed.

In Part 3 I will go into more details on the air conditioning parts – by far the most challenging section of the project.

That’s all for now. Thanks for reading!

January 4 2017

Duratec Madness – Part 1

By Joe Arico.

Mike Moore and I have been busy putting Duratec’s into our Elise’s. You will know Mike’s install well from all the great articles he’s written. While our builds use common components, they do differ quite a bit. The most essential ingredient though is the same – they are both built by a couple of car nuts in a shed.

So, let’s rewind back to the beginning. One of the biggest goals when I set out to do the conversion was to be able to retain the air conditioning. In the 8+ years I’ve owned the Elise I’ve put a lot of time into getting the AC to work effectively. I wasn’t going to let all that work go to waste! Besides, if you realistically want to use the car in summer in QLD you really don’t have a choice.

Anyway that’s where I’ll sign off for this issue. I’ll leave you with some pictures of early prototype plastic mounts.

November 1 2022

Morgan Park Sprints R4

Story and photos by Angus Mackie.

With the 2022 B Series super sprints drawing to a close, the time is due for some words from an observer. All though my attendance to the QLD Super sprints has been limited, I’ve got plenty of great comments to make about the sights, sounds and best bits from the series.

I live and breathe motorsport. For as long as I can remember I have attended NSW Super sprints with the Lotus Club (so far just to watch), but very few of the events I’ve gone to have been more than a one-day event. These are great if the focus is only upon the cars. This is the major reason why I enjoyed the B Series sprints so much, the fact that they run for a whole weekend, there is the driving through the day, and the car club meetups afterwards. There is the car half and the community half.

Talking about the car half, as the series progressed and the weather granted the opportunity, it was easy to see the insane performance of the lotus cars. The nimble and darty Lotus made “light” work of the challenge, excuse the pun. It was also easy to see the performance of the drivers, either PB’s would be broken, new bravery found, or perhaps an overestimation of the cars. Luckily to no accident that couldn’t be fixed with a little race tape.
The Rover and Toyota Elise’s looked like a hoot to drive, regardless of how aggressive or smooth they were being driven. Proving that N/a power is enough to have a lot of fun.

The Elise’s and Exige’s with non-standard motors, Hondas mostly, and a Ford Duratec Elise also showed their pace. No surprises that once again Geoff Noble in the supercharged Honda Elise was ahead. A testament to the strength of those Hondas, Geoff’s engine has been through 3 cars, 15 years, and 300+ horsepower and hasn’t complained.

The newer Lotus with their supercharged V6’s also proving that lotus never lost their Mojo when the V6 change was made, and wow do they sound amazing!

Another special mention is due for Andrew and Bride with their CBR1000 powered Monster, or as some have termed “The Phoenix.” The car had risen from the ashes, with an incredibly fast and meticulous rebuild. On top of this, I don’t believe to have seen a single tool touch that car. All weekend it screamed around the track without issue, both drivers getting faster and faster.

On to the community half, whether getting delivered food or going out for an evening, there was fun to be had. The environment was friendly and the bunch of us all seem to enjoy the time greatly, I know I certainly did. Occasional stabs at driving skill in conversation remained motivation for bravery at the track, or just for the comedic value. Regardless of the purpose the result was always positive.

Furthermore, prominent at the track is the interest each person has in other cars, admiration for modification or the lack thereof. After each run there is conversation about each car, how it felt, areas they are fast or could be faster, and occasionally methods of sabotage for the fastest.

I can’t wait for my turn to get on track and show them how it’s done. Thank you to all who made the event possible, and congratulations to all the lotus members and the many members outside of the club on a successful and enjoyable series. See you all and hopefully some new addition next year.

Martin looking sharp with his new paint job

Under 2 litre sports cars winners for the year. Clive claiming first, David in second, with Joe and Garry sharing third

Round winners under 2 litre sports cars. Garry ahead of Evan and David

Outright winners for the year an all Lotus podium. Geoff, Matt and Clive

August 7 2021

Morgan Park Sprints Round 3

By Andrew Row.

Friday morning started with a drive up to Warwick in the rain, with the anticipation of it clearing in the afternoon for a crisp clear weekend of sprints. A few braved the damp track for Friday practice to bed and scrub things in, but most sat it out.

With 20 Lotus club members competing, and plenty of partners as well, the social evenings were quite the crowded affair. All still packed into Pit Stop Lodge for happy hour each afternoon. Friday night we all strolled down to the Stocky for a feed and a beer before being spoilt by Maree back at the lodge with ice creams for dessert. Maree pulled out all stops on Saturday night, preparing a full roast dinner for all. An amazing effort, thanks so much Maree.

Some good times were being set by many for the weekend with lots of PBs falling for the short track. Those trying the new A052s seemed quite impressed with their performance, perhaps even quicker than the Khumos. Plenty of competition between close rivals pairing off to outdo each other. Clive Wade keeping the edge over Joe Arico, John Flynn pipping Gideon Street – all with friendly banter to egg each other on. Good to see Evan Molloy enjoying his first Morgan Park Sprints, putting in some quick times in his S1 Exige.

The Lotus community is certainly one that lends a hand to all. Cris Johansen had a frightening ride after the brake pedal went to the floor at Gumtree. Spinning like a top through the mud and stopping inches from the tyre barrier. With Geoff having a spare brake hose to replace the offending item, a few hands had Cris was ready to for the next run.

For myself the Exige is getting a rest from track duties for a while whilst getting a new track car sorted. My partner Bridie Moran wanted to join the fun after watching for a few years, but didn’t want to be responsible for binning the Exige. So we bought a cheap project sportscar from Gumtree, and after a few months of hard yards its running, albeit with some gremlins to be sorted. Taking some getting my head around with a bike engine, sequential box, stops on a dime, and more corner speed than my brain is used to. Bridie got quite the baptism of fire with her first run around Morgan Park being on a damp track and ending with a sticky throttle. Fortunately she was grouped up with Mike Goodfellow who very graciously showed her the way all weekend, even how to overtake a few Sprites along the way. Never seen someone quite so excited when they got out at the end of their run. Think she may have inspired Kelly and Jenny to have a go as well, so hopefully a few more Lotus ladies out on track next season.

Weekend finished with 3 podium lockouts in the classes competed in by Lotus club members. Well done all. Can’t wait for the next round.

Top Ten Lotus Times
Geoff Noble	Supercharged Honda S2 Elise	01:02.3
John Barram	Cheetah	01:05.9
Garry Pitt	Honda S2 Elise	01:06.1
Matt Plowman	Scura Exige	01:07.0
Tony Seymour	V6 Exige	01:07.5
Martin O’Brien	S3 Elise	01:07.5
Evan Molloy	Honda S1 Exige	01:07.6
Barry Mather	Honda S1 Elise	01:07.7
Clive Wade	Honda S1 Elise	01:08.7
Joe Arico	Duratec S2 Elise	01:09.1

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October 4 2017

Morgan Park Sprints Rds 3 & 4

Round 3

By Clive Wade. Photos by Gloria Wade.

Well, a much reduced Lotus field this time round, no pun intended. Not our usual cast of thousands, no, we fielded just five Lotus shared between six drivers. The Ringuet family sharing Darryl’s (dad’s) Exige.

Now it is interesting to see how we are perceived by outsiders. Joe Arico, in Group 6, driving his now well bedded in Duratec Elise, was inadvertently classified as 3,000cc to 4,000cc, obviously due to his previous performances of the year, of ably near emulating the supercharged cars. Thus, he was sharing the grid with Geoff Noble, always renowned for his slow pace, and Darryl Ringuet who “potters” about in his Neil Trama prepared Exige, which still likes to pop and fart flames from the exhaust at every opportunity.

Daryll’s times are not insubstantial as attested by his 3rd in class finish behind Geoff and son Mitch. Yes, Joe was moving pretty rapidly in substantial company in his under 2,000cc naturally aspirated Elise.
The Ringuet’s obviously needing to purchase a second Exige so father and son can compete bumper to bumper in equally matched cars. This would negate Darryl’s parental excuse for being slowest in the family due to “dad warming the tyres so son can have a full three laps on hot tyres”.

As we only had four cars and five drivers in the Elise/Exige classes, then Mitch Ringuet was sharing the circuit with my good self in Group 11, thus he was off by himself for every run. I like the reasoning of dad warming Mitch’s slick tyres as my excuse for not keeping up, though I fear superchargers, youth, and good driving may have a little to do with the results too!

Suffice to say we all had, other than John Barram, a thoroughly great weekend on the track with perfect conditions all weekend.

John, who was running his 1962 (that’s not cc’s) Lotus 7 this year, was going quite well for most of Saturday until the fourth run. Sadly when he came in the faithful Ford heart of his 7 was seriously (noisily) protesting in regard to continuing a race track life when it had every right to be enjoying its retirement.

John decided to call it a day rather than run the risk of further damage until he knows what all the commotion was about. Good luck John, we all hope it is nothing too serious.

The other great reason for Morgan Park weekends to be so much fun is the camaraderie. Always good hearted banter in the pits throughout the day, the evenings no less continue in a similar strain. Usually we go out, but this time Geoff’s Maree suggested roast veges served with Geoff’s professionally chefed steaks, and cooked by our good host Chris, would be far more preferable to the Stockyard Pub, which is our usual haunt on a Friday night. This was so well received by all that Saturday night was carried out in the same vein.

As said above, a great weekend, though we did miss our usual contingency.

Results – Circuit D: 1.2km x 4 Laps = 4.8km

Outright (93 competitors):
01: 3:00:884 Geoff Noble Elise HPSE
02: +0:10:143 Mitch Ringuet Exige
07: +0:15:517 Darryl Ringuet Exige
15: +0:22:732 Joe Arico Elise Duratec
20: +0:24:414 Clive Wade Elise HPE
85: +0:59:407 John Barram Lotus 7 (Year 1962)

Classes:
Sports Cars 3,000 & Over
01: Geoff Noble
02: Mitch Ringuet
03: Darryl Ringuet
Sports Cars 1,500 to 2,000
02: Joe Arico
03: Clive Wade
Pre 1977 Classic Sports Cars 0 to 1,500
08: John Barram

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Round 4

By Clive Wade. Photos by Vyvyan Black.

Last round of the year and what a brilliant way to end a year of non-competitive competition!

Some of the best weather in years, maybe a little on the warm side, but it suited the cars with track temperatures being perfect. All LCQ participants went home smiling having managed 8 runs on the longest circuit; Circuit K being 3.2 km long and very fast.

PB’s were the order of the day with many falling time after time for virtually everyone.

Geoff Noble got faster again! If you could ever believe that to be possible. Garry Pitt was so fast in the naturally aspirated Honda we all checked in the boot to ensure there wasn’t a turbo charger hidden away. After all, considering his record of evil antics years ago, when he turned up at a Lotus Only Track Day, without telling anyone who didn’t need to know, that a Honda had replaced his Rover motor, who could blame us for checking… once bitten twice shy as they say.

The supercharged Toyota lads, Martin & Darryl, battled away feverishly all weekend, knocking their PB’s over time and again.

The big surprise was John Flynn! Now John is a quiet chap at the best of times, and he has obviously been stealing leaves from Garry’s book, though when a quiet chap who normally turns up in his trusty old S1 Elise turns up Friday afternoon in the loudest blue, S3 Elise sporting 220bhp of Toyota’s best, one can hardly expect the boys not to notice. John certainly surprised us all, though it wasn’t quite as subtle as Garry’s aforementioned antics. Well done John, and we are all looking forward to the future outcomes when the “good bits” arrive from the UK.

Holding the pride of Lotus of years gone by was Vyvyan in his immaculate Elan Plus 2. Vyvyan could never be expected to match the performance of the modern, and virtually not quite stock Elise/Exige mob, but he drove the Plus 2 to a 1st in class in a 1st class car.

Then there is Joe in his magnificent Lotus Duratec Elise. Now some years ago Joe sidled up to me and said, quote: “My first task here is to knock you off you old fart”. And it wasn’t long before he had. And so the battle has been fought and re-fought many times over for a good 8 years, often old man time only able to separate us by only 0.007 of a second. Sometimes Joe has nailed me by embarrassing numbers of seconds, but whatever, we have built a wonderful friendship throughout. So I’ll only say one thing… suck it Joe.

The weekend’s results:

Geoff Noble
Lotus Elise S2 SC Honda Engine
03:54.712

Garry Pitt
Lotus Elise S2 NA Honda Engine
04:14.707

Darryl Ringuet
Lotus Elige S2 SC Toyota Engine
04:17.717

Martin O’Brien
Lotus Elise S3 SC Toyota Engine
04:20.835

Clive Wade
Lotus Elise S1 NA Honda Engine
04:26.852

Joe Arico
Lotus Elise S2 NA Ford Engine
04:28.311

John Flynn
Lotus Elise S3 SC Toyota Engine
04:58.450

Vyvyan Black
Lotus Elan Plus 2 1584cc Twin Cam
05:23.598

Of course sprinting is only part of it. We all arrived in Warwick feeling a little tentative. Why, well, the Chevrolet Clubs of Australia were holding their annual get together in Warwick, and our regular digs had long before been booked out. Our wonderful B&B lady, Yve, however had assured us we would not be homeless, and homeless we weren’t. Though a little spread across the community we were all well looked after, and we managed to be all together for dinner each night. Some of us were invited to stay with the Chevrolet folk at the B&B, myself included, where I enjoyed their welcoming hospitality, inviting me to join them in everything; pre-dinner, dinner and breakfast. Some of them joined us for Saturday night where we got on famously. Only goes to show, all car enthusiasts are interested in the same common pleasure; a chosen marque of whatever, and a good time.

It would also be remiss of me not to mention the major event for the Chevy Club; the Saturday Night Street Cruise, if anything could have been totally 50’s this was it. Quite spectacular to see hundreds of highly polished Chev’s burbling up and down the main street! It was so 50’s it was a wonder the ladies were allowed in the public bars for the night.

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August 1 2016

Round 4 – Qld Super Sprint B Series

The weekend of the 9th, 10th and 11th September was the fourth and final round of the Queensland Super Sprint ‘B’ Series for 2016 at Morgan Park Raceway in Warwick.

By John Flynn.

The previous rounds this year had all been wet and again Google weather was predicting a 90% chance of greater than 10mm of rain for Friday practice, a 90% chance of rain on Saturday and a 30% chance of rain on Sunday. The prospect of a wet track did not deter our core group from the Queensland Lotus Club!

We had ten drivers competing including Geoff Noble’s S2 Elise supercharged HPE, Mitchell Ringuet had borrowed his dad’s (Daryl) S2 supercharged Exige. Daryl was on a European holiday and must be a very trusting dad! Also present was Garry Pitt – S2 HPE Elise, Martin O’Brien – supercharged S3 Elise, Greg Bray – Lotus 61, Clive Wade – S1 Elise with his new Honda motor conversion, Joe Arico – S2 Elise with a new DIY transplanted Ford Duratec and John Barram – Lotus 7. Ten years ago all the Elises ran original motors, now we were down to only two Elises running with original Rover engines, Rob Stevens’ S2 Elise, and John Flynn’s S1 Elise. We were all looking forward to seeing how Clive and Joe would handle their big increase in horsepower and the wet conditions.

As we left Brisbane on Friday morning for the drive to Warwick the clouds presented us with intermittent showers and as we reached the top of Cunningham’s Gap the showers became rain for the remainder of the drive to Warwick. By the time the track opened for practice at 1pm the rain had reduced to showers again but the track was very slippery! Only half of the Lotus contingent ventured out for a couple of practice sessions just to see how slippery the weekend was going to be.

We spent most of practice time checking out Clive and Joe’s new motors. It had taken Clive over 12 months of phone calls and emails to the UK to source the components necessary to install his K20 Honda motor into his Elise. Clive was very lucky to have two Lotus conversion experts in Dave Mackie and Geoff Noble on hand to assist with the actual transplant. Apparently Dave and Geoff had Clive out buying bits and pieces for a lot of the time so he missed seeing most of the transplant.

Joe Arico was a diesel mechanic prior to studying engineering so it was not a surprise when he decided to engineer his own components to install a Ford Duratec into his S2 Elise. It took Joe almost two years to design all the components in 3D computer models, then 3D print them in plastic to test fit and then finally CNC machine the finals! Joe had numerous challenges to overcome in terms of wiring and ECUs but the car is running and the job looks just like a factory install! If you are interested in the finer details of the project there is a great thread on the Aussie Elise’s web site explaining the process. Obviously Clive and Joe had been sharing ideas as both had installed gold reflective foil to the rear of the engine bay firewall… it looked very bling! Standing behind Joe’s car, the engine bay actually had a gold glow!

By 3pm Friday we had had enough practice in the wet and we all decided to pack up and head back to the house for a couple of early beers. Traditionally we have stayed at the Pit Stop Inn, but as our numbers have grown we now book out the Pit Stop Inn and the house next door known as ‘Area 55’! Eating good food and drinking good wine and beer is as much a part of a Lotus Club weekend in Warwick as the racing. This weekend was no exception. While most of us had a quiet beer on the deck watching the rain, Marie and Geoff Noble were busy in the kitchen preparing a roast chicken dinner with all the trimmings including hot apple pie and custard for dessert! Thanks to Geoff and Marie!

Google was correct as usual and we woke to rain on Saturday morning. The first run on Saturday turned out to the driest of the day. The day started with a bit of drama, Garry Pitt’s HPE Elise snapped a CV joint as he was turning into Morgan Park. After towing the car to the pits Garry and Geoff set about installing Geoff’s spare CV joint into the car. They had the car repaired and on the grid for the second run on Saturday morning, a great team effort! Garry and Geoff had a lot of people watching and offering advice, for some reason a broken Lotus draws a crowd? A reduced Lotus field lined up in the rain for the first run. We all managed to complete four laps with lots of slipping and sliding, but no major incidents. Joe and Clive were very excited about the increased power and noted how gentle they now needed to be with the throttle. They both seemed relieved to have kept their cars on the bitumen.

For the second run Garry wanted to start from the back of the grid to check the newly installed CV joint. Geoff also wanted to start at the back to bed his new brakes in. This run was the wettest of the weekend – you needed wipers on full and there was standing water all over the track. Geoff and Garry managed to catch and pass everyone with the exception of Mitchell who started up front! The rooster tail of water off the back of Geoff’s car was amazing, the rear wing and splitter working well! Everyone’s lap times were at least 30 seconds per lap slower in the wet compared to the dry.

Due to the rain we stayed home on the Saturday night rather than venturing out to a restaurant in town. The other Club members camping elsewhere in Warwick dropped in for dinner at the house. We ordered a Thai takeaway banquet and finished off the dessert leftovers from Friday night. We then moved to the lounge room adjacent to the fire to watch some great finals football! Go the Sharks!

Sunday morning, we woke to blue skies and sunshine! We had three dry runs and despite the rain of the two previous days the track had good grip and the times slowly improved. Both Clive and Joe managed to keep the extra horsepower on the track and will be fine tuning the transplanted engines to be even faster next round.

It was another great year of sprint racing at Morgan Park both on and off the track. We all registered again for the 2017 Series so we look forward to spending more time in Warwick! Hopefully 2017 will be a bit drier than this year!

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Round 3 – Qld Super Sprints B Series Gallery

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