Lightning Resi : Road to Redemption

Above; Dennis struggling for traction on a fairly damp circuit. But makes for an entertaining lap. 

Above; After a short but much awaited burts of sunlight the track somewhat dried out. Dennis rounded up the day in overall 2nd (to a Radical) with a best time of 1:36,66 which we are all very happy with. The conditions even when it was druing were far from ideal. Sweet pedaling Dennis! 


Every Time Attack event is an immense learning experience, and our 2016 campaign was very much that. We did not see the results we would have liked, but, we had a host of amazing drivers pilot Lightning Resi over the week long test leading up to World Time Attack itself. Dennis, Barton, Cole, and finally taking the helm for the race day we had the honour of Tarzan Yamada piloting Lightning. It is no secret every driver has their own style. What this line up of incredible drivers allowed us to do was see how Lightning performs with such a vast array of driving styles. With every driver we received performance feedback. Suspension, balance, power delivery, boost limits, shift points, all great feedback that we put directly into the car’s setup.

As every driver has their own style, we know that the power delivery at the time of WTAC 2016 was not suited for the style of driving that Tarzan was accustomed to. The chassis changes we made with the insight from Cole and Barton definitely helped in settling the car around the track, especially through the faster sweepers such as turn 1. But what we weren’t expecting was the super aggressive manner in which Tarzan attack the circuit. We tried our best in staging the boost to come on a little easier through the gears, as Tarzan really liked to jab the throttle in the lower gears (On-board video of Tarzan’s lap here). The slight adjustments helped in Tarzan achieving a better time, but it was not enough to be at the top. Nevertheless the amount of data we collected was inspiring us to hit the drawing board yet again, and revise the power delivery and response of Lightning’s RB28.

Fast forward to now. Over the last few months we have been working closely with PLAZMAMAN in developing a new twin fuel rail, single throttle body intake plenum. This would give us the option to use 12 staged injectors, and drive by wire throttle. The turbo itself stay as is with the PTE 6870 Gen 3 with H cover. We are very happy with it’s performance and do not see a reason to change it out. In terms of the turbo exhaust system though, we have revised the manifold design, relocated the twin Turbosmart waste-gates to create a more efficient turbo system. In last years set up, we had higher than preferred turbine back-pressure to inlet manifold pressure ratio.  An issue that has been rectified now with the updated exhaust manifold design.

This year also sees us making a change to the engine management system. Which in turn means a new system of control for the transmission, data acquisition, and power distribution. We have moved over to a MoTeC M150 ECU, with a MoTeC C187 data dash display. The ECU will be controlling 12 sequentially staged injectors, drive by wire throttle, closed loop gearbox shifting, and downshift throttle blips. As for the super sharp C187 dash display, it will be logging all chassis inputs such as brake pressure, tyre pressures and temp, steering angle, throttle position, and so on. With the new management system comes a fresh wiring loom throughout the car, we have used Tefzel wires, Raychem heat shrink and Autosport connectors as they are a far more durable and reliable wiring solution. Overall these changes have seen improvements on the AWD Dyno, with increases in both Peak Power and in the Torque Curve. But as we all know…. Racing doesn’t happen on the dyno.

The 2nd round of the Interclub Super Sprints held at Sydney Motorsport Park over the weekend was a great chance to test the changes in the real world. Unfortunately mother nature had other plans for us all. Arriving at the track we were greeted by a drenched circuit, with parts actually covered by running water. So, we weren’t able to crank the power to max, but were able to establish that the new electronics and engine management systems were communicating correctly, and safely.

Below are two in-car videos with boss man Dennis Resi behind the wheel. The first video is an early session and really just an entertaining lap, with Dennis struggling to find traction on a very wet Sydney Motorsport Park. The second video was from later in the afternoon. A small burst of sun in combination with quite a humid day saw the track almost completely dry out (with exception to some mud around turn 5). We were able to turn the power up a little, and Dennis had a better crack at a fast run. Coming in with a best time of 1:36.66. The main aim was to test, and we did so. The immediate feedback from Dennis was that the suspension setup need tweaking to compensate for the increase of power over last year’s setup. With the last session being cancelled this was all we had time for. Overall things are looking very promising with the changes we’ve made in 2017 so far. More testing is needed as everyone will say, we hope to get a dry run at Wakefield Park next time around. A big thank you to our partners! Nulon, PLAZMAMAN.com, Turbosmart, MoTeC, Comp Coat Race Coatings, and World Time Attack Challenge. Enjoy the videos and images created by our media partner SELECTNINE.

Above; Dennis struggling for traction on a fairly damp circuit. But makes for an entertaining lap. 

Above; After a short but much awaited burts of sunlight the track somewhat dried out. Dennis rounded up the day in overall 2nd (to a Radical) with a best time of 1:36,66 which we are all very happy with. The conditions even when it was druing were far from ideal. Sweet pedaling Dennis!