Rennberichte Team Mungo-Racing | Posts 16+

matthiasTDI96 wrote:

VW Avus II aluminum rim with Continental eco Contact tires, size 195/65/R15. Weight: 15.7 kg. VW steel rim, 15 inches, also suitable for Golf, with Pirelli P6000 tires, size 195/65 R15, weight 13.6 kg.

Aha: The steel rim is with tires approximately 2.1 kg lighter.

If we estimate approximately 6 kg for the tires each, the relative weight difference between the bare rims is about ~28%, favoring the steel rim. So much for now regarding lightweight alloy rims for average drivers .

I assume both rims have the same dimensions: 6J x 15 inch with an offset of 38?

Interestingly, one of the wheels on my Polo with smaller tires (195/55 R15 V Firestone Firehawk) mounted on the same steel rim weighs around 17 kg.
185/60 R14 H Pirelli P6000 tire on a 6J 14 inch steel rim with an offset of 38 (suitable for Seat 6K models) weighs 15 kg.
Both were weighed on an old analog Soehnle scale with a meticulously adjusted zero point.

Julian wrote:

The rim weighs 13 kg without the tire.

... and an OZ Racing wheel weighs 4.5 kg (in size 7J x 15).
http://www.ozracing.com

Quote:

Have you, just in case, registered something like "Euro Zero" and 300 horsepower, so that you can modify the engine as you please and still not be considered "illegal" when driving on public roads?

The car is driving on the racetrack with modifications that are not necessarily permitted for road use. There are no emission regulations on the racetrack. For road use, it will be returned to its original configuration .

The registration document serves to identify the vehicle. Alternatively, the DMSB (German Motorsport Federation) issues a vehicle passport for the (unregistered) vehicle. A new passport must be created for each modification. The vehicle is described as accurately as possible on the passport, similar to what would be in the vehicle's official documents, and may even include pictures.
For certain types of vehicles (Gruppe N), obtaining road approval can sometimes be less expensive than acquiring a DMSB vehicle passport.
For heavily modified vehicles (category F, H, or A), it is often not possible to get approval for the significant modifications through the technical inspection authority (or only with extreme effort). In such cases, a vehicle registration document ("Wagenpass") is a simpler option.

Bertil wrote:

The car is driving on the racetrack with modifications that are not necessarily permitted for road use. There are no emission regulations on the racetrack. For road use, it will be converted back to its original configuration

.
Ah yes .

Then I would also be interested in knowing how often people from the scene get into trouble, for example during inspections, because they forgot to reassemble something or other.

Okay, then I need to make some changes regarding my weight... so, I weigh 78 kg on this scale, and I'm very happy with that. I don't want to think that it's been lying to me for years.

The car is driving on the racetrack with modifications that are not necessarily permitted for road use. There are no emission regulations on the racetrack. For road use, it will be converted back to its original configuration .
Ah yes .

Then I would also be interested in knowing how often people from the scene get into trouble, for example during inspections, because they forgot to reassemble something.

'Who would say that such a vehicle is also used in public transportation?'

joergs wrote:

who says that such a vehicle is also used in public transportation areas...?

That's exactly where the problem lies!

Quote:

Then I would also be interested in knowing how often people from the scene get into trouble, for example during inspections, because they forgot to reassemble something or other.

Almost 0!
The TÜV (German technical inspection agency) has no idea about the modifications that are made there; at least, they never found anything wrong with my car.

Ulf also found an old Soehnle scale. It now reads approximately 16 kg for a steel rim (measured at 15 inches) and about 18 kg for an aluminum rim. The dimension of the steel rim refers to the size you specified. I also weigh 81 kg on the Soehnle scale. So, either the Soehnle is correct, or the digital scale from Aldi is off, or both are inaccurate.
Okay, I'll secretly weigh myself at the company tomorrow; hopefully, no one will see me.

matthiasTDI96 wrote:

The dimension of the steel rim refers to the size you specified.

Does the aluminum rim appear wider, meaning do the tire sidewalls protrude less "balloon-like" beyond the edges of the rim compared to a steel rim?

If so, the aluminum rim would have more material, which would offset its increased weight.

It's already apparent that the wall thickness is greater in some areas. If we can call those sections "spokes" (or perhaps they are called "rim flanges?"), there's visibly a lot more material present. Unfortunately, you can only really confirm these observations if you know the density and volume, or if you have two bare rims and a good scale. Mine seem to have overly generous tolerances. I don't know if it's because they weigh relatively "light" things, or if there are no requirements for accuracy in their manufacturing. Unfortunately.

Hmm, and in some of the photos, normal license plates are visible.
The GLP vehicle must be street legal and have a license plate, as required by the tender specifications.
The CHC vehicle can be operated with either a road approval or a transport document, and the competition rules stipulate that vehicles with road approval must also display mandatory advertising (in this case, Hankook).

Then I would also be interested in knowing how often people from the scene get into trouble, for example during inspections, because they forgot to reassemble something or other.
We always transport the car – like many others that also have a 'military-style paint job' – on a trailer to the racetrack. Therefore, I can't tell you if there are any problems with it.

For Group N vehicles, obtaining approval for road use can sometimes be more cost-effective than acquiring a DMSB vehicle passport. For heavily modified vehicles (F, H, or A), it is often not possible to get the significant modifications approved by TÜV (or only with extreme effort). In such cases, the vehicle passport is simpler.
We built the car according to the 'F-2005' regulations, but we will modify it over the winter to make it a '24h Special.' In this class, all diesel vehicles compete in the BF-Goodrich endurance championship, which is also where we plan to participate in 2005.

Regards,
Stefan.

matthiasTDI96 wrote:

It's already noticeable that each wall thickness is larger. If we can call those "spokes" (could it be called the rim flange?), there's visually a significantly greater amount of material.

AFAIK, it's called "Schüssel". But in the area of tableware, you were correct .

Quote:

or just two bare rims and a GOOD scale.

I just weighed a bare steel rim for a Volkswagen Polo, size 6Jx15 ET 43 (I could have figured this out earlier, as it's the set being sold).
Result: 8.5 kg.

Doesn't anyone else have a bare aluminum rim in size 6 x 15 lying around ?

Okay, so I just went to ATU (please don't judge, I bought a battery for my snow blower – that thing is waiting impatiently for snow so it can make the neighbors green with envy). While I was there, I picked up some bare aluminum rims. There are definitely noticeable weight differences between them, even within the same rim size. The golden rule seems to be: the lighter they are, the more expensive they are, which makes sense, of course.

matthiasTDI96 wrote:

I once sourced some bare aluminum parts.

There are definitely weight differences that can be measured by hand, even within the same wheel size. The golden rule seems to be: the lighter it is, the more expensive it is, which makes sense in itself......}
Yes, yes, most providers probably know why they don't advertise the weight and especially don't list comparison data to similarly sized steel rims }.

Here's a new report for this 'pickle jar' time, this time from the perspective of my partner, Frank:
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.

GLP 07/03/2004

We arrived at the track very early in the morning because Mathias had been working through the night to create the next stage of development for the engine maps, and we wanted to install them into the control unit before the race.

Everything went according to plan, and we started 'chipping' away at it very early in the morning.

http://www.mungo-racing.de/images/chipping.jpg

After a short test drive around the Nürburgring, Mathias gave a thumbs up and said, 'It has the same power at high RPMs, but it already has plenty of torque from 1500 RPM,' with a wide grin.

In addition to the optimized performance parameters, we're introducing another innovation this time: the first version of our in-house developed timing system. The weather is mixed, as it has been for almost every race this year, but at least mostly dry. We quickly notice that the second evolution stage of our engine management software is a real step forward. Turbo lag is a thing of the past; the engine is powerful but no longer aggressive and much easier to drive. The Hankook street tires also handle the power well on dry pavement, and we can really push them.

We are still having some issues with the operation of the new timing system. In one race, we started 2 seconds too early from our designated point, but we realized this just before the finish line and tried to compensate for the error using our sense of timing. This worked somewhat, but our goal of placing in the top 10 became increasingly distant. For the second race, we adjusted our timing strategy, allowing us to better utilize the advantages of the new system, and we achieved one of our best runs overall. As a result, we managed to climb back up to 18th place, we are now confident that the timing system is working correctly, and overall, we are satisfied.

A few days later, when the letter from Kalle Breidbach arrived stating that we were now leading the Hankook standings in the 'GLP' class, our satisfaction increased even further.


'Die Sonne scheint hell und der Himmel ist blau.'

The sun is shining brightly and the sky is blue.

Castrol-Haugg Cup 03.07.2004

Stefan said goodbye after the GLP and immediately headed to his sister's wedding, and I had to drive a complete CHC race by myself for the first time. Olli brought another mechanic friend, and the two of them made a quick pit stop between the GLP and CHC, checking fluids and changing to slick tires. It's also the first time for us that we're doing both GLP and CHC on the same day, and we're quite surprised by how little time there is to get to the starting grid.

http://www.mungo-racing.de/images/pitstop.jpg

The weather has become quite unpredictable lately, and in the last two qualifying sessions, we experienced heavy rain in some sections of the track. I have some concerns about whether slicks were the right choice, but it's too late now. The first session will be dry, and I'm looking forward to a few fast laps. However, those sprint laps show that the occasional rain isn't the biggest problem. As the race duration increases, it becomes clear that the standard brakes of the Golf – even though they are equipped with racing brake pads and slotted rotors – simply can't keep up with the engine power and their performance degrades lap after lap. The pressure point in the brake pedal becomes softer and softer, and just before the planned pit stop, you almost have to press it all the way down to achieve any noticeable braking force. So, conserving the brakes is essential!

The pit stop goes smoothly, and the guys refuel the Golf with an additional 15 liters of diesel. Olli calculated it, and he thinks it's enough. In the second round, the weather is getting better, and the track is completely drying out. Since the brakes are already done anyway, I decide to try what's possible during the remaining sprint laps, and if necessary, complete the last mandatory lap without brakes. This results in lap times of under 10 minutes, and I can only say: 'Not bad for a diesel' [img].

http://www.mungo-racing.de/images/chc20040307_01.jpg[/img]

The brake is completely worn out after that and has absolutely no braking power left, but instead makes a screeching noise caused by metal rubbing on metal. We managed to turn brand new racing brake pads and rotors into brake dust in just one day }.

Something needs to change about this urgently!

We finished another race and ended up in 4th place in our class. The car held up well, and apart from the brakes, we had no problems whatsoever, so we can be satisfied with our performance on the way home.

Our next race is on August 28th at the Nürburgring Nordschleife!

Hi,

I have two questions about your racing Golf.

"How much does the car weigh, or what exactly have you removed from it? (Or, if a shorter answer is possible: What's still inside and attached to it?)"

Are you using the standard front linkage or a front-mounted linkage?

Hello Stefan,

If you are interested in old homologation documents and information about the 'Old Golf 3 TDI Kit Car,' please contact me via private message (PM).

Best of luck!

Best regards,