Dyno day – Our Suzuki Swift Sport race car.

Yesterday, one of our staff members joined Advanced Motorsport for the dyno runs on our Suzuki Swift Sport.

As the engine has only just been built and not really tested, this was the perfect opportunity to get the motor ran in, and keep an eye out for any teething issues.

The full process of “engine run in” was completed smoothly, after a minor modification was made to the rocker cover. Engine run in consisted of different RPM’s for short periods of time, based over a 500 mile journey.




The Dynapack direct couples to the wheel hubs and applies a precisely controlled hydraulic load. This method of direct coupling plus its built-in strength means the Dynapack is always in control of the vehicle. Very impressive stuff!



After the running in process was completed, a short 10 minute coffee break was required – while we had the break, the engine was left running, ready for its power runs.

Here’s a YouTube link to the third gear power runs. She sounds glorious!


Power is not what we’d hoped for,  but it is early days, and there is still more fettling to do with the car, so we will get the car back on the dyno at a later date for some more power runs. Hoping for bigger figures next time!

Porsche 911 GT3 R Takes Home Second Place Overall, Wins Class A-GT3 Pro-Am with PFC Brakes at Bathurst


Porsche 911 GT3 R Conquers Bathurst

Patrick Long, Marc Leib, David Calvert-Jones and Matt Campbell won the Class A-GT3 Pro-AM and finished second overall at the 2017 Liqui-Moly Bathurst 12 Hour.

Read More Here


A Lap of Bathurst… 

Watch this video of a lap with Patrick Longblog2

in the Ice Break Porsche 911 GT3 at

Bathurst–a fast, grueling track.

Watch Here




Porsche Motorsport Recap

Porsche recaps their epic success of the Porscheblog3

customer teams at the Bathurst 12 Hour race.

Watch Here

Product Training for Coordsport Sales Staff

At Co-ordSport we encourage our staff to attend/receive product training from the great manufacturers we work with, wherever they are in the world! Their knowledge and experience is often best explained and received in person, with physical examples available to talk over.

Two of the Co-ordSport Sales Team recently attended a week of training at the KW Suspension Headquarters in Germany. Here is their report (seems like at KW they’re great people and they have some great products! Definitely well tested!)

KW Suspension Training;

KW training was based at their facility in Fichtenberg, which is a small town in the district of Schwäbisch Hall in Baden-Württemberg in Germany. KW’s property is very large at just over 25,000sq/ft., with many different departments, such as R&D, assembly, 7-post ramp suspension setups etc. (Pictures shown at bottom of this review).

Day 1 – Product training with Oliver Scherbaum.
We began the day with some background / history on KW, and how it all started. It was originally founded by Klaus Wohlfarth in 1986, where he was racing an Opel Ascona Coupe with KONI shocks/springs fitted, which he found to be far too soft, so he proceeded to take apart the KONI shocks to find out how it was assembled and what was involved. In 1991, Klaus came up with new technology in suspension, which would be known as the Coilover… But this was very expensive, as more than one suspension kit had to be taken apart to make these kits, they worked out to around €2,000EUR back in the day, but this was new technology, so more and more race teams heard of these kits and gave them a try, with great success. In 1994, Klaus exhibited KW at the Essen Motor Show, where bigger companies such as Eibach and Bilstein looked down on them, but it was a great success for KW, as it provided a lot more business for them, and now KW are suppliers to Eibach and others! (Eibach’s Coilover kits are made by KW).

KW’s product range.
Variant 1 – Ride height adjustable, with factory pre-set damping rates.
Variant 2 – Ride height and damping adjustability (16-clicks)
Variant 3 – Ride height, Rebound and compression damping adjustability.
Variant 4 (NEW) – Ride height, Rebound and compression damping adjustability, but aimed more so at the supercar market, such as Lamborghini Aventador, Porsche 918 Spyder, McLaren P1 etc.
Clubsport 2-way – Ride height, rebound damping, compression damping and damping force adjustability.
Clubsport 3-way – Ride height, rebound damping (16 clicks), compression damping (6-clicks low speed and 14-clicks in high speed) and Independent damping force adjustability.
DDC (Dynamic damping control) – The KW DDC coilovers are part of the KW iSuspension program – the intelligent suspension solution. They combine the advantages of an adaptive damping system with a vehicle-specific aftermarket suspension solution. They’re offered in two versions: KW DDC ECU with the option of using KW’s App control and as, KW DDC Plug & Play for selected vehicle models with factory adaptive suspension. Within the kit, there are 3 settings for this kit. See below;
HLS system (Hydraulic lift) – KW Hydraulic lift systems can be combined with KW V3 Coilover variants. Remote control available, but most popular is Wi-Fi, so it can be adjusted via an app on your iPhone or Android phone. This was inspired by an OPEL Calibra DTM car of all things, which used a similar system in the 90’s for flatter cornering on longer sweeping corners.

KW height adjustable spring kits – The KW height adjustable spring kits are suitable for drivers who want to lower their car and have the advantage of an individual adjustment range. Individual height adjustment of the standard suspension kit, Adaptive damper control remains active, better steering behaviour, Improved looks.

KW Competition 2-way & 3-way racing suspension – KW Competition racing coilovers come in two damping versions which are available for amateur and international use in top motorsport. Six overall victories in ten years at the 24-hour race at the Nurburgring and countless class wins impressively prove that the racing technology of KW competition is not only superior in terms of performance, but also in quality. This is real Nordschleife competence: KW wins where others only test.

  • Twin tube technology with 15, 18 or 22mm rod diameter.
  • Including surge tank for a position independent installation.
  • Including adjustable compression valve technology in the reservoir for additional damper stroke.
  • Mono-tube upside down damper cartridge with 40mm standard bearing.

ST coilovers – Individual lowering within the tested adjustment range, Front and rear axle thread adjustment (when possible), Galvanized Coilover struts with additional coating for optimized corrosion protection, Complete solution with adjustable spring plate, race spring system and bumpers with dust protection, Powerful twin-tube dampers with high-quality components for maximum longevity. ST coilovers are aimed more at the customer with a budget, customers with cars that maybe aren’t worth a lot anymore, and are looking to turn it into a track car.

ST wheel spacers – 5, 7.5, 10, 12.5, 15, 17.5, 20, 22.5 or 25mm per wheel. Through-hole system with multi bolt holes and patented centre adapters for cars with wheel bolts AND wheel studs. For Spacers up to 10 mm per wheel the wheel spacer is precisely centered on the wheel hub with the flat center adapter. From 12.5 mm per wheel the long center adapter offers a double centering on the wheel hub and for the rim which guarantees an optimal concentricity. Longer wheel bolts or ST shaft nuts are required. More information shown here – http://www.st-suspensions.net/st/info/wheel_spacers/st_wheel_spacers

Note: MOST KW coilovers are developed and tested on the Nordschleife (Nurburgring), as this circuit is a public toll road with many different straights, corners, adverse cambers etc.

Day 2 – Vehicle dynamics, by Wolfgang Weber.
Seminar can be found here: www.wmmotorsport.de/semfabhrwerkEngl.pdf

Day 3 – KW Wheel Alignment, by Wolfgang Weber.
Seminar(s) can be found here;

There were a lot of areas where photography was prohibited for copyright reasons, but I have added pictures from the week throughout, here:

Exedy Pull Clutch clip repair/install

Those helpful guys at Exedy designed a great system with their patented Pull clutch mechanism. However, occasionally this set-up goes wrong, or gets dislodged whilst fitting. Repair parts are available, and here is how they should be fitted:

The procedure for fitting a replacement ring mechanism to a Pull Type Clutch Cover


The part ref ‘RING’ is made up of two components;

Wedge collar (1) and a Wire ring (2).


These replacement parts will fit all pull type clutch covers, apart from the Mitsubishi EVO IV – X.


1 – Place the Wedge collar (1) over the centre ring.

2 – Press down.

3 – Turn the cover over and place the wire ring around the retaining clips.

4 – Ensure that the wire ring is seated correctly.




The part ref ‘RING_W’ is made up of three components; Wedge collar (1), Wire ring (2) and two Wave springs (3).



These replacement parts fit the Mitsubishi EVO IV – X.

1 – Place the Wave springs (3) over the centre ring.

2 – Place the Wedge collar (1) over the Wave springs (3) and press down.

3 – Turn the cover over and place the wire ring around the retaining clips.

4 – Ensure that the wire ring is seated correctly.


Panasonic CES show car – Rays to the rescue!

Panasonic in Germany recently needed some wheels for a small car project they wanted to display at the major electronics Show CES. Rays Wheels of Japan were able to quickly supply a special 3 bolt lightweight wheel, which suited the requirement precisely.

Here are some images of the wheel and the car. The car is produced by Renault, in cooperation with Panasonic Electronics.

blog1 blog2 blog3

A Tough Race For Julle Racing.

IMG_2752 IMG_2762

The Julle Racing team recently completed the 5th round of the Danish Rallycross championship cup… Here is Søren’s report of the event:

“The weekend started Friday afternoon, departing from Kevin’s school to do some technical checks from 4:00pm to 8:00pm that same day. As always, Taylor went right through the Technical Control and was ready for the first race Saturday morning at. 7.00am.

The draw for the first round heats were very unlucky, there was a no. 1 on the note drawn and this was the worst possible start in heat one that the team could have asked for. It did not help that the track had been sprayed with anti-dust and thus had no bite in the first 3-5 heats.

We only got the 7th fastest time, thus demonstrating that it was a struggle to get into the semifinals and then the finals. It did not help that we were pushed off the track in both 2 and 3 heat by the same Swedish driver. It was a big accident, the heat was stopped and for the re-run, we were only two cars ready. Unfortunately, the other car, our Swedish “friend”, once again pushed us into the guardrail.

IMG_2753  IMG_2759

Now the car was so damaged that we were just about to give up, but with the help of EMSA support members we changed the cooler, drive shaft, suspension arms, suspension joints and base plate and welded both Front subframe and several nuts.

The car was 90% ready and it was just enough to run us into the finals after a very close and good race with Emil Nielsen in the Citroen Saxo.

With a starting place in the third starting row at the back, the aim was to try and stick on the outside in the first corner, it succeeded greatly and we were up to 5th place. On the last lap the car in front made a mistake and meant that we were able to pull in to 4th position.

After a very tough day the team was happy at least. After the race all of  drivers are called up to the judge. There was then great joy as number 196 is called up in 3rd place, it turns out this was our Swedish “friend” whom was then excluded from the final after several warnings during the day about his reckless driving.

There are now less than 20 days to the next and final race of the year, so the team is busy working hard in the workshop to get Taylor fully prepared and ready again.

Once again, a big thank you to all of those who make this possible.


AT Power’s Record Breaking Nissan GTR R35 Plug And Play Throttle Bodies

AT Power’s Ø72mm GTR DBW throttle with OEM Internals offers several unique features that sets it apart from alternative units on the market.

The Ø72mm Throttle Bore offers a massive 59% increase in aperture cross sectional area over the original OEM unit.

Installation is simple, with full instructions provided with each kit.

Severn Valley Motorsport recently competed at the TOTB (Ten of the best) and smashed the record for the ‘Fastest Top Speed EVER’ in any vehicle at TOTB, hitting 215 MPH in a standard 1 KM using AT Power GTR R-35 throttle bodies.


As you can see above, the OEM throttle body has a diameter of 60mm, with AT Power’s increase to a 72mm bore and Patented ‘Shaftless’ throttle design, this offers a vastly increased open area against the OEM throttle, making this the largest GTR throttle body on the market
Using only our OEM Swap GTR Throttles and an aftermarket intercooler they found 67 HP and over 150ft/lb torque gain!

throttle1    throttle2


  • Plug-and-Play replacement for Standard GTR Throttles
  • Easy Installation of Standard GTR Motor, Lid and Internals using basic tools
  • Ø72mm Throttle Bore
  • ‘Shaftless’ throttle blade for optimized Airflow with minimal restriction.
  • Billet CNC Machined Aerospace Grade Aluminum 6082 & 7075
  • Durable Anodized anti-corrosion finish
  • Stainless Steel Throttle Blade and Fixings.
  • Operating Speed and fail safe spring return matched to standard GTR DBW unit
  • Idle Adjustment feature built into throttle
  • Each housing weighs less than 500 grams before installation of the OEM components
  • Fixing pattern matched to standard GTR Manifold

Power Gains for any stage Build, from first modification to 2000bhp+