Quote Originally Posted by Allan View Post
Would someone who has the patience to read and try and understand the rule book sort out what of the following is allowed and where this car would fit into the various classes and schedules.
The car is Italian 1971 with 1600cc dohc engine, 5 speed transmission 4 wheel solid disc brakes as standard equipement.
The normal modifications for "say" Targa/club type events would be:-
2000cc dohc motor (modified but not dramatically) 2 x 40/45 DCOE replacing the original 2 choke down draft, different camshaft profile, ignition from same manufacturer 1975 on etc
5 speed transmission from 1975-83 same manufacturer but different model
The differential is Japanese
The front rotors are larger and vented (late 1980s) the rears solid although larger.
The calipers are 1990s from the same manufacturer
Caged with MSNZ approved seats and harnesses etc
So apart from the Japanese differential the entire mechanicals of the car is from the same manufacturer although not necessarily the same model. The reasons, like those of most car builders, for the mods are to make it go, make it stop, make it safe and make it reliable.
Any thoughts?
Allan
With out knowing the model and no research I could not comment on FIA HTP or Schedule K as both are based on the same principle and for FIA HTP that is what was homologated in the period the car fits into. Schedule K is same. Things become tricky when there are not FIA homologation papers to build to.

This is where I think we are lucky here in NZ we have Schedule T&C - which I will now see if I get this right.

T&C rules are basically a really good platform for most classic racers - it has some flexibility but then is tight on other areas.

The principle is take a standard series production car be it a Saloon or Sports/GT leave the body work 100% standard leaving all bumbers, bright work etc - but then allow modifications to the selected model based on the rules set in the out in T&C. Over the years however there has been a lot of mis-interpretation of the rules. MSNZ has during this time re-written/worded the rules to make it clearer as to what the principles are. However I believe there is still a lot of confusion with regards to T&C. Let me see if I can get this right.

First an opinion - I feel that some areas in any form of motorsport car preparation should be not negotiable. I believe that replacing standard rubber brake hoses with a braided hose should be compulsory just on the grounds of safety - much like your comment about make it stop Allan.

T&C is I feel very clear also - Pick your car example a Ford Mark I Escort. The model you might purchase is a 1300 but you might feel that you would to race a RS2000 - so under T&C you can do this as it is in the same model series. Again as the cars in question are mass produced ie more than 1000 examples manufactured over a 12 month period - if the model you select does not meet this then you need to turn to FIA Appemdix K HTP or Schedule K COD and see if the model can fit under a period replica/fresh build to the FIA homologation of the model in question = lots or research to get the proof such a car did run in the configuration you require as that is outside of T&C which must be based on a standard production car - so something like a Hobay Escort does not fit T&C as that car was not sold to the general public - it is a FIA special, a period race car so needs to be built to FIA homologation under FIA Appendix K HTP or Schedule K COD.

I have not read the rules on Schedule RH or CR or others - I so far have only researched K and T&C.

So under T&C your now selected RS2000 Mk1 (made from a 1300 2 door) needs to have all the original body work as fitted and sold on the RS2000 - so if that means GT front steel guards then you should be sourcing some of those if the RS2000 only came with those (I don't know escorts so if I am wrong please correct me - again I am Nissan S30 aka Datsun 240z/260z/280z Fairlady Z, Fairlady 240Z, Fairlady 240ZG, Fairlady Z432 and the Fairlady Z432-R all the same chassic different markets/models/specs and some different options/configurations). You can now modify the RS2000 as permitted in the rules - 15" max under T&C, no front spoilers, only factory rear spoilers (so no homologated special parts, bubble flares etc these are non standard body parts - not fitted or sold to the standard production cars). Engine can be enlarged, cams changes, etc - all this is very clear in the rules. Suspension and brakes can be modified/changed as stated in the rules. However the key is these changes my have been available and carried out on a RS2000 somewhere racing in the world and be proven these suspension/brake mods were carried out.

I think if they can't be proven but you know it could have been done then I think Schedule CR is what you can look at for a retrospective replica/special.

So that is how I read the T&C rules - it is not an anything goes, it is if it was done it can still be done.

I don't think using a modern rotor is an issue - for example take my car a Datsun Z - if I build to K car spec the FIA approved brake setup can't be replicated today with new parts as they are NLA (no longer available), rotors can't be purchased, second hand calipers can be purchased and seal kits for them are still available. So I assume the FIA and others like MSNZ would allow a suitable replacement if dimensionally correct. ie say a car was homologated with a 276x20mm rotor but that is NLA but you could modify a BMW E36 rear rotor to fit which is 276x19mm then that should be acceptable and this is even covered in the FIA Appendix K rules - parts can be replicated if the material/process of manufacturing and dimensions are the same.

I am sure if budget was no issue you could have a foundry make new rotors to the correct dimensions etc...however I am sure most would be fine with a suitable substitute.

So that is how I read the T&C rules - must be based on standard production model range using the standard body - much like Schedule K and FIA Appendix K for Series Production (Saloons) and Standard Production Sport & GT. However you are not limited to the FIA Homologation for these standard base models - ie if only homologated with downdraft carbs then that is how it is to stay in a K car config - however T&C allow the fitment of DCOE if this was done in period aka if that was done to a Competition Touring Car - without having to conform 100% to the FIA homologation for the model as a Competation Touring Car - so it is more like a 1/2 way point - a little more scope than a FIA Group 1 or Group 3 homologated car but does not have to be as 100% like the Group 2 or 4 etc.