Although this was the first year KONG automotive entered into racing, it was surprisignly succesful despite its relatively boring background. This was also their first car with the Mikon title sponsor, before moving onto jackrabbit in the early 90’s.
Throughout the designing phase, they had constant troubles with overheating turboes, so after 3 races, they came up with an “ingenious” idea, to externally mount the turbo chargers, giving them much more cooling. It was decided that they should be removed for the next season due to safety.
(sorry for the bad photos, i couldnt get the photo scene to open without crashing)
This event covers road racing, and within that context, Group B road racing only ever had 2 cars built to it’s spec, the Porsche 961 and Ferrari 288, so I felt it wasn’t worth including a class that had very little actual competitive use, and what donutsnail also mentioned is true.
In 1995, Squadra Scagliati, the re-formed factory racing team of Scagliati Motori SpA, was given the task of returning to the 24 Hours of Le Mans with the company’s brand new hypercar, the Novedecinni. Built to celebrate what would have been the 90th birthday of the company’s founder, Amadeo Scagliati, the Novedecinni was a technological tour-de-force with its all-carbon fibre construction, twin-turbocharged V12 engine and sophisticated all-wheel drive system, and it set the precedent for Scagliati returning to the heights they enjoyed back in the 1960s and 70s.
Starting with the road car, Squadra Scagliati found very little that needed to be done to convert the road car to a race car. The M-Cinque V12 engine - the ultimate derivative of Scagliati’s famed Mirano V12 - produced 670 horsepower from four litres of displacement, driving the rear wheels only through a conventional manual gearbox. Aerodynamic and cooling improvements reduced drag and improved reliability, and the car underwent an extensive weight loss program, losing nearly 300 kilograms over the road car.
Squadra Scagliati entered the 1995 24 Hours of Le Mans with four cars with the #61 car, driven by Bruno Trevisani, Mikko Heikkinen and Greg Hand, finishing the highest of the four.
Running from the 1997 season to the 1998 season, this French touring sedan from 1997 was developed in collaboration with RETECH to give the best racing experience to the driver. The original car, the Bayonne Caelus, was also getting fairly popular at this time. On the 1997 season the BAYONNE-RETECH team finished third while in the 1998 season, they finished fifth.
Powered by a screaming V8, this italian supercar ran from the 1970 season to the 1974 season. Although it had oversteering problems, this car still finished consistently in the podiums of the competitions it entered.
The calculator appears to be working fine; please make sure you’re following the directions, or alternatively re-download a copy of the calculator if it isn’t working properly.
An entry from LLA’s racing Headquarters collection is an '81 Spec factory car with the Number 65. This number was raced by LLA’s top drivers for years as a tradition rather than the drivers picking their own number (Until the FIA mandated change). The car itself is developed from the LLA 870 chassis built from 1973 until 1985, renknown for its 4.2L V8 and being the first LLA production sports car with a Mid-Engine layout. The production model is kown for being capable of 200 MPH+ with the more modern varients and cinsists of fibreglass construction.
LLA also offered Homologated race spec cars to other teams who showed interest in their vehicle, they had full control over engine tuneup and suspension geometry once the vehicle had beejn purchased. (If @Fayeding_Spray is willing to allow I have a blank ecxported car file for those who just want to experiment with livery creation, as in these series there would be multiple teams running the same car under different sponsers and liveries)
The main ones that I would look for if you want to keep your mod count low and your sanity high, are:
RB Insanity - Useful because the individual pieces can be recolored. Includes rounded pieces. Each piece has a metallic sheen. Doesn’t work well in BeamNG.
Keudn’s Basic Colors - Useful because they don’t have a metallic sheen. There are more colors in different packs by the same author, but the shading of some photoscenes causes some differences in the colors. Works well in BeamNG.
Patchwork - Big one. Can be used in combination with other mods to drastically alter the entire shape of a vehicle. Useful because it includes recolorable pieces that sit below the body as patches, allowing for decals to be placed on top. Works best on a body that has multiple color slots. Results vary in BeamNG.
Endurance Decals - A collection of endurance themed decals and sponsors for race cars. Includes two fonts of numbers and a number plate. Works in BeamNG.
DLM’s Sponsor Pack - A wide variety of different sponsors and variations of their logos. Contains more decals than the previous mod. Works in BeamNG.
Turból intended to begin competing in international motor racing shortly after getting new production models off the ground following the end of the 2nd World War, with the tube-frame, fiberglass-bodied Corsair finally hitting racetracks in 1955. With fully independent suspension and big V8 and V12 engines, it proved formidable on racetracks in North America and Europe. However, when technical regulations in Europe’s World Sportscar Championship restricted engine capacities to a maximum of 3000cc in 1958, Turból could no longer use the large engines the Corsair had relied on. Turból was faced with a decision: pull out of the series, or develop a smaller engine for racing. They chose to continue, and as a stopgap, modified their conveniently sized 183ci “Legion Six” inline 6 engine to race until a better engine could be produced. Intended for inexpensive US market models, the Legion Six was not designed with performance use in mind, but the undersquare pushrod engine was pushed to its limits, and through a series of modifications was coerced into producing 207 hp and revving to 6000 rpm. Lacking power compared to its rivals, the SP58 was not the most successful iteration of the Corsair, but is historically significant as a statement of intent; that Turból was dedicated to racing in Europe, and, knowing they could not simply rely on large displacement engines, would focus on the development of engines that would feature advanced technology such as overhead cams, fuel injection, and aluminum construction.
This 1985 Turból Centurion 4.0 ZR competed in the 1985 European Touring Car Championship, with a distinctive livery thanks to title sponsor Polaroid Cameras. In 1985, the 4.0 ZR trim became a true homologation special, bringing a host of changes to that greatly improved its competitiveness compared to the previous years: larger brakes with ventilated rotors and 2 piston front calipers, functional brake cooling ducts, and a 5 speed transmission. Power from the 4 liter, 24 valve V8 was improved as well thanks to multipoint fuel injection, forged internals, and more aggressive cams.
1988 Hakaru Presage 111A Group A car, based on the 1985-1994 Hakaru Presage family of cars.
This version designed for Group A touring has 300 horsepower from a monster of a 2.0L inline 4, with an AWD system and a pair of very keen and excellent drivers.
A mid-trim model 1988 Hakaru Presage 1.5i S, the original to the race version.
Scagliati made an all-out assault on the Mille Miglia in 1956, with the company entering three purpose-built 250 MM roadsters into the race. Essentially being a re-powered version of the company’s Le Mans entry - the famous 325 “La Tempesta” - the 250 MM featured several improvements over the 325, and also served as a testbed for several new technologies for Scagliati’s upcoming new generation of road cars, which debuted the following year.
As the regulations dictated smaller engines at the Mille Miglia, Scagliati relied on several new technologies to produce the power that was needed; the 250 MM’s Scalzano V12 was the first Scagliati engine to use all-forged internals, which allowed the engine to produce 280 horsepower and rev to 7500 RPM, making this the most extreme Scagliati engine to date. Additionally, a more streamlined cockpit area and the large, centrally-mounted rear view mirror improved the aerodynamics of the 250 MM, allowing the car to reach a measured top speed of 284 kilometres per hour, a remarkable achievement for the time.
The #44 car was driven by the famed team of Ettore Mazzanti and Pietro Zoccarato, who placed the car well in what would be their final race together for Scagliati; Mazzanti retired from racing after sustaining serious injuries in a motorcycle accident a day after running the Monaco Grand Prix the same year.
The 1956 Bresko Type 6C was many things. It was bold. It was a risktaker. For sure, it was a dangerous venture from a company that had little knowledge of motorsports and racing. 5 endurance models were made during its lifespan, with an additional 2 models made specifically for qualifying, of which only 1 remains. The one brought to this year’s Donington Historics is Production Model No.1, #54, which was driven by none other than Mateo Bresko, one of the two founding brothers of Bresko Motors. Unfortunately, it never won a race, though it had several podium finishes.
Brief History of Bresko Motors
Bresko Motors started out in life as an engine supplier for boats and utility vehicles in Austria during WW2, founded by two Argentinian brothers that had moved to Europe due to their home country's refusal to import the heavy machinery needed to manufacture substantial amounts of engines. Soon after the war ended, they set their sights on something that had taken quite a bit of traction over the years; motorsport. Specifically, automobiles built for the sole purpose of going fast. Filled with grandiose plans and high expectations, Bresko Motors began calling out to other manufacturers and gathering information on how to build a competitive racing machine.
Details and Photos
This 1956 Bresko 6C, is the manufacturer’s first attempt at an endurance racer for the World Sports Car Championship. It sports an advanced fiberglass shell over a steel ladder chassis. Due to the lack of rigidity, additional bracing had to be implemented under the bodywork.
Sitting under the car are 4 standard racing cross-ply tyres, connected to the chassis by a 4-wheel independent suspension consisting of Double Wishbones at the front, and Semi-Trailing Arms at the back. High quality steel drum brakes with metallic pads gave it enough stopping power to rival that of Mercedes’ own 300 SLR.
Powering it all was Bresko’s own flagship engine at the time, its 3.5L Inline 6, destroked to 3 liters to conform to regulations. The head, originally consisting of a direct acting overhead cam, has been changed for a high performance double overhead cam unit, but keeping its two valves per cylinder in an attempt to maintain reliability. This new head, now made from aluminum instead of cast iron, allowed the engine to tip the scales at a mere 240 kg, which was a feat for its highly complicated new head, large displacement and long block. Tuned for endurance, it made 230 BHP at 6000 RPM, but in qualifying it could make up to 260 BHP.
