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BRC: Global GT Series [CLOSED]


FlexBus Keika GT rolling into the GT2 pre-season paddock


The first BRC I will participate in with a non lore based LHE car. At least for the pre-test season.


Wilson to test for GT Vitale ahead of Global GT Championship

Daniel Wilson will test in the brand new GT Vitale run Lanark GT1-R for the first time ahead of the teams debut with the new vehicle. The team has been in a long negotiation over how it wishes to run both the team and the driver, especially considering Lanark’s test drivers Harry MacKinnon and Theo Van Oirschot have both been left abscent from the grid. The final agreement resulted in the signing of independent driver Wilson, with MacKinnon being the reserve. A secnd agreement with Van Oirschot and Venturi Espada means he will end up in Fruinian GT. Things are looking up for the long-standing Lanark company but it has been made clear this new beast is hard to handle as MacKinnon spun during a press day, nearly leaving the soon-to-be GT Vitale chassis in the wall. Thankfully for him, he left the track unscathed.

Marketing Photo taken during a private run around the isle of skye. Boost was turned down considerably to counteract the difficulties faced by MacKinnon in the press day


The 1996 Astra Type 57 racecar. The newly formed race team’s first bespoke car, the Type 57 will be driven by Neil Sullivan in the GT2 class.


1996 Sendo SST GT

from @Falling_Comet and @variationofvariables

In 1994, the first of the "new-generation" of Sendos was introduced. Of course, it was the new and even more illusive second generation Sendo GT coupe. Featuring breakthrough smooth and aerodynamic styling, a far cry from its boxy past and away from the outdated squared off design cues of the 1980s.

Introduced as well were more engine options, now available was a turbocharged six cylinder and a naturally aspirated eight cylinder to complement the top-of-the-line V12 engine. Delivered through smooth four and five speed automatic gearboxes with semi automatic modes for luxurious and sporty Grand Touring driving.

1994 Sendo GT in Scuderia Rosso.

With the introduction of the Global GT Series coincidentally that same year, Sendo management eventually figured out they’d have to produce a factory-backed racing effort as well. Multiple Sendos have been entered by privateers in the company’s 6-year existence, with some success here and there.

But with the introduction of factory backing, it was now time for Sendo to make its way to the top league of automobile racing. Planning the assorting of their future dominance, Sendo launched its new autosports division; Scuderia Sendo Turismo.

Both cars of the Scuderia Sendo Turismo factory works team in practice at the Teberbergring prior to the start of the season.

Among the first vehicles they would develop for automobile racing would be the Sendo SST GT. A rear-engined silhouette racer that shared almost no mechanical parts with the road car except for the engine, a 4.5-litre eight cylinder that was reworked almost entirely from the ground up for racing.

For the 1996 season, driving for the team will be Ukyo Katayama in the #88 car and Jacques Alberts in the #30 car. Both drivers were selected to represent the main factory works team for their exceptional driving skill displayed within their racing careers.

In practice at Narnilla prior to the start of the season.


Seabeast Motorsports

LMC Maladus GT1


#61 FABEL Sport Cygnus X-1

For the 1996 BRC:GGTS season, FABEL Sport, the motorsports arm of Belgian auto manufacturer FABEL, is entering the Cygnus X-1 into the GT2 category. Built completely out of high-tech composite materials for light weight and safety, the Cygnus X-1 serves as a testbed for advanced technologies that will find their way into production FABEL vehicles in the not-too-distant future, and points to a future of more sustainable, yet fast and exciting, motor racing.

Weighing in at only 711 kilograms, the Cygnus X-1 is powered by the all-new, revolutionary Tethys inline-4 engine, which will debut in production FABELs for the 1998 model year. The Tethys will bring advanced materials and manufacturing techniques along with technologies as turbocharging and twin-cam variable valve timing to FABEL for the first time, and is a key component of “Projet21”, FABEL’s bold plan to lead the industry into the 21st century and beyond. Producing 355 horsepower out of less than two litres of displacement, the Tethys grants the Cygnus X-1 incredible performance and efficiency.

The #61 Cygnus X-1 will be driven by Nik Lind, FABEL’s star touring car driver, for the 1996 season. Nik brings several years of experience to FABEL Sport, having driven a number of cars for the team since his debut in 1991.


1996 Racing-Farox Super V10 R640

(Thank you again to my main bro @titleguy1 for these photoshops because I suck at them!)

In 1995, Farox turned some attention towards the upcoming famous Global GT Racing series. As an outlet for engineers to go mad and have fun, to seize a marketing advantage, and in an attempt to develop new technologies for their road cars, they developed a ground-up platform to go race with. The Super V10 was born, and was entered into the GT1 class of cars under number 17, with rising 20-year-old driving star Ronan Yukino behind the wheel.

The Super V10 featured full carbon construction, and utilized a mid engined, RWD design for the best track performance. A new 6-speed manual transaxle was developed, made from tweaking and beefing up an existing 6-speed manual from Rolland. The XGT1 power plant – a 5.2L fully aluminium biturbo V10 – was crafted by adding two cylinders and two turbos onto the latest S8 engine from Farox’s arsenal. As the name indicated, the ‘R640’ moniker indicates roughly 640 horsepower and [REDACTED] torque from [REDACTED] RPM. This info was never released, or at least must never have been published because Gran Turismo won’t tell you from some reason.

A road-going version was teased later on, featuring more driving aids, luxurious interiors and a detuned version of the V10. A total of 5 prototypes were created, but the Farox Super V10 concept never came to fruition.


Question regarding pit strategy… Does fueling and tire changes happen simultaneously or sequentially during a pit?

Nevermind, it says in the guide they happen at the same time. :thumbsup:


1996 Tristella Noctua II GTR

From @CriticalSet9849 and myself

Following on the successes (and failures) of the 1995 racing season, Tristella further invested into their GT1 racing programme, redesigning the Noctua supercar as a racecar first, road car second. The racing department was vastly expanded on and poured plenty of resources into creating the ultimate GT racer. While the carbon fiber chassis and assorted parts were shared by its 'first generation' predecessor, the body shape was redone for aerodynamic and downforce efficiency. The engine was switched from the 5.2L naturally aspirated V10 to a 4.5L Twin turbo V8, cutting 2 cylinders for two turbos. While it may seem odd, this larger version with a smaller engine was both lighter and provided more efficient power output.

With a heavy commitment to the program, Tristella will be sending two Noctua II GTRs to the BRC: Global GT Series. Team Tristella SCH, with car #33, will be driven by factory driver Marco Drago returning from a 1995 drive with the Noctua GTR. SCH Essential Racing, with car #66, will meanwhile be driven by fellow Italian driver Christian Pescatori.

Production versions have been confirmed as “will be produced” and prospect buyers have already bought up the limited production of the Noctua II.


Pre-season testing deadline has passed

  • Any entry coming in now or later will not be part of the testing - deadlines are deadlines
  • please give me 2-3 days to get the results ready

Some really great looking cars there, I am impressed :slight_smile:


Privateers from Einfach Springs Motorsport decided to enter the Global GT pre season testing. So they took a Schwarzburg Garm which was used in rally, due to it’s lightweight chassis and body.

They put a 3.0l V6 in the middle and ditched the AWD system for the lighter RWD alternative. They added GT wings and lips to the car for better downforce. And renamed it to Garm GT2.

The only man brave enough to drive this deathtrap was Finnish Rally driver Sami Toivonen. who had driven the Schwarzburg Garm on rally stages in Finland.

(Sorry for the eye burning potato quality)



This is the Tanaka ALTECH GT1. As the name suggest, the ALTECH is basically the embodiment of ALTECH Motorsports. However, this is the actual GT1 race car to compete in the FIA GT1 race.

This #15 car is driven by ALTECH’s Super GT500 driver, Daisuke Someya, from the ALTECH-Fujisaki racing team.


Is that small body everyone is using for gt2 a mod?


Yes, it’s a mod


sciacca alicanto


Ta da, my first actual entry into a competiton, the Union Motorsports BRC Spec 96. It’s not pretty, it’s not fast, but it drives. And really, what else do you want out of a car?

We used two wangs instead of one because downforce is hard to come by these days. Despite maxing out wing and aero potential with our unmentioned gigantic splitter, we’re expected to finish the sessions at the very least. Livery in progress, and hopefully some sort of improvement comes with it.
Thicc Johnson is behind the wheel of this bad boy and the 28 year old Pole is also expecting to finish sessions. Amazing.
Anyway, it’s not a looker, but it should do the job. I think.


2 Wings was only allowed in GT1. So I hope you went with GT1.


I wouldn’t have used two wings if I was going to enter a GT2 car


Equipe Mardre Sports is pleased to announce their entry in the BRC Global GT Challenge. Jean-Luc Ledgédale, CEO of EMS, had the following comment. “Well, nobody said we couldn’t use one of our former Group C chassis; naturally it took a certain amount of ballast to comply with the rules as written but ehh… the Salope Gran Vitesse is a well developed reliable car and should be very competitive in the GT2 category. We decided on GT2 as the power requirements are in line with the endurance specification of our very well proven V8 powerplant, and it was easier to adjust the suspension rather than the engine.”