As our base car, we are using a Graffite Grey 2012 MiTo Quadrifoglio Verde with the 1.4 Turbo MultiAir engine. In unmodified form, the QV has a claimed 167bhp, though people always call the QV/Cloverleaf a 170.
Our base car already has a hybrid turbo fitted and, with its current remap, recorded 203bhp on an accurate dyno. Details of the upgrade can be found in Newsletter Issue 5 (February 2018) in the Newsletter section.
But the Motor Sports Association (MSA) publish a comprehensive yearbook (the "blue book") which defines the specific rules and regulations applicable to the different types of racing in the UK, including Rallycross, Circiut Racing, Sprints, Hill-Climbs and event Karting.
So our car needs to meet or exceed these regulations which cover everything from towing eyes to seat designation, from oil and fuel system safety to electricals and ignition. Most importantly there are specific regulations regarding the driver safety, including full roll-cage, side-impact bars and fire safety.
So we are approaching the build of the car in three phases:
This will involve stripping the car completely and installing a full roll-cage, fire protection and a hundred other changes to ensure the car is safe for the driver (and other competitors) as a foundation for the remainder of the build.
In truth, the MiTo brake calipers are more than up to the job, but we will build a specific suspension setup and implement racing brake components and pipework.
The Power Trophy Cup has certain limits broadly based on 220bhp per tonne, measured at the flywheel. So we do not need to go all-out power-mad with this MiTo, as we expect to get the overall weight down to around one tonne. However, the base car is currently running the standard intercooler and catalyst, so we think a custom cooling system and possibly a larger turbo are necessary.
Any major power gains may need to be offset with ballast, so we will take a measured approach to balance a strong level of performance/weight combined with reliability.
We aim to start the build by the end of August 2018 and hope to be ready for testing at the beginning of 2019. Progress of the build will be on these pages and also in a separate Gallery once work starts.
The first step, prior to being shipped off to have the custom roll cage welded in place, is to strip the interior. This has started (August 2018), with the seats, carpets, all trim, headlining, speakers, seatbelts, airbags and side curtains all being removed.
A temporary driver's seat is installed to manoeuvre the car, though this of course will ultimately be replaced with FIA compliant seat and harness.