Manual Legends Workshop

GTL Workshop presents the first release of an historical touring car mod trilogy
Power & Glory

The 60’s Tourismo
GTL Workshop mod team - mod platform GTR2 - 3D models converted from GTLegends, Simbin simulator - please contact for other conversions &permissions- August 2007
Power & Glory
The 60’s Tourismo
Power & Glory
The 60’s Tourismo
Races Editorial
Touring Car Racing has been in existence for many
Back in the sixties the rules were clear, the tracks were dangerous and demanding and the cars
were raw and fearsome. It was common place to see Jim Clark, Graham Hill , Jochen Rindt, Jack years and certainly goes back to the fifties. Over
Brabham and other premier drivers of the period jumping out of a formula car and into a Lotus the years, touring car (or saloon car or sedan)
Cortina, Alfa Romeo or whatever. racing has evolved into one of the main formulae
4
The pedigree of Saloon Car Racing is thus second to none in terms of established national and in- of Motor Sport.
ternational competition, with the finest drivers at the world’s most prestigious circuits.
Discover the classes and amazing battles of that era’s most amazing cars and drivers. The British Saloon Car Championship started in
Page 1958, and the European Touring Car Championship
in 1963, and these really put touring car racing on
Tyres the map. It was common place to see Jim Clark,

Graham Hill , Jochen Rindt, Jack Brabham and
There was still a wheel at each corner of the car back in the sixties. But while the cars had similar other premier drivers of the period jumping out of
power to weight ratios to modern touring cars, the tyres where much skinnier and much less sticky. a formula car and into a Lotus Cortina, Alfa Romeo
Given the large amount of power, lack of chassis rigidity in most instances and difficulty of most of or whatever.
the tracks, tyres had to be predictable and deliver consistent handling. So back then, spectators
had the privilege to be able to see the cars moving on different lines and angles, and drivers bat- The pedigree of Saloon Car Racing is thus second
7
tling door to door without being afraid of aerodynamic efficiency and graining or blistering. Never- to none in terms of established national and
theless, its still racing, so you need some information on how to handle your tyres, their pressure international competition, with the finest drivers at
and optimum temperatures, in order to gain the maximum performance. the world’s most prestigious circuits.
Page The GTL Workshop team, a group of true
motorsport and simracing enthusiasts, is trying
Cars to replicate the atmosphere and amazing feats of
men and machines of the 60’s and 70’s Turismo
During the sixties, many major motor manufacturers entered saloon car races with works and
quasi works cars as part of their marketing and sales strategy. Ordinary folks liked to see how real and Gran Turismo racing. Join us to a fantastic trip
cars could perform on proper race tracks. No advanced aerodynamics, skinny tyres and plenty of in an era of risk and courage, honour and respect,
Power and Glory...
12
power in an era where computers where the size of a house and carburetors were alive under the
bonnets.
Page The first release of a historical mod trilogy for
GTR2.
Power & Glory
The 60’s Tourismo
60’s Touring car racing

Most top level touring car racing was conducted in accordance with FIA regu- Championships typically had between 8 and 12 rounds, usually the num-
lations. Touring cars were covered by FIA groups 1, 2 and 5. Group 1 was for ber of rounds increasing as the years went by. But each championship
standard production cars, Group 2 permitted some modifications and Group was different in terms of the kind of races run. In the BSCC for example
5 permitted quite extensive modifications. Group 2 was initially by far the the races usually relatively short, of 30min to 1 hr duration. Tracks used
most popular for touring car races but towards the end of the 60s, Group 5 included Silverstone, Brands Hatch, Snetterton, Oulton Park, Goodwood,
became more popular, being adopted by the British Saloon Car Champion- Aintree and Crystal Palace.
ship (BSCC) from 1966 and the European Touring Car Challenge (ETCC) from
1968. The ETCC perhaps featured the greatest variation in types of event. For
example, the 1965 ETCC featured three races of about 1 hour’s duration,
The regulations required a minimum number of cars to be manufactured, two four-hour races, a six-hour race and three hill climbs, the longest of
typically 1000, in order to achieve approval/eligibility for racing, termed ho- which was Mont Ventoux at 21.6 km. Circuits used included classics such
mologation. The 1960s saw the birth of the “homologation special” touring as the Nordschleife, Zandvoort, and Monza as well as more unusual loca-
car. Cars such as the Mini Cooper and Lotus Cortina primarily went on sale tions such as the streets of central Budapest, and the 14 km circuit at
to allow their use in motor sport. Brno.
Touring Car Races and Championships 1966 saw the beginning of the Trans American (Trans Am) manufacturer’s
Most countries organised races for touring cars. Some of these were very series. Using FIA group 2 rules it was an SCCA sponsored competition
prestigious such as the Tour de France, the Spa 24 hour race and Bathurst. series for touring cars classed by engine displacement. Races were typi-
Quite a few countries had touring car championships. The first touring car cally 150-300 mile events. In 1967 more races and larger factory spon-
championship open to international participation and run to international sored teams expanded the series and some of the best drivers on several
regulations was the British Saloon Car Championship. The BSCC began in continents were trading paint and track space on some of the best road
1958 and after some switching of regulations, adopted FIA Group 2 rules courses in North America. As the market for performance cars expanded
in 1961. The early establishment of the series, combined with the interest in North America special 5 liter Trans Am models were produced by Ford,
shown in it by British manufacturers, gave the series a very high profile in Chevrolet, AMC and Chrysler. Alfa Romeo, BMW, Nissan (Datsun in North
the 60s. The European Touring Car Challenge began in 1963, the same year America), Ford (Britain), BMC, Triumph and Fiat challenged for the under
touring car championships began in Germany, Holland and Sweden. 2 liter category.
When the Trans American Sedan Series began in 1966, they also adopted
FIA Group 2 rules and as a result attracted a wide international entry in-
cluding Lotus Cortinas, Mini Coopers, Alfa GTAs and Abarths as well as the
home-grown Ford Mustangs, Dodge Darts and Plymouth Barracudas. While
the Trans Am series was initially ignored by US manufacturers, they quickly
jumped on board and by the end of the 60s this series had a very high profile,
attracting some of the top drivers.
Power & Glory
The 60’s Tourismo
Classes saloon car drivers of the time and drove for works and semi-works teams
An important difference in 60s touring car racing compared to today was
that the races were divided into classes. Classes were defined by engine like Cooper, Lotus and Alan Mann Racing. Rally drivers also drove in the
capacity (e.g. under 1000cc, 1000-1300 cc, 1301-2000cc and over 2000cc) series including Monte Carlo Rally winner Paddy Hopkirk. And it was not
and points were awarded for position in class. So the driver of a Mini Cooper unusual to have 2 or even 3 women drivers on the grid, and Christabel
970S had the same opportunity to win the championship as the driver of a Carlisle (piano teacher) and Anita Taylor (F1 driver Trevor Taylor’s sister)
7 litre Ford Galaxie. Indeed, the Mini Cooper 970S won the ETCC in 1964 were very competitive.
driven by Warwick Banks and again in 1968 driven by John Handley, and it
also won the BSCC in 1969 driven by Alec Poole. With the relatively high profile of touring car racing, it was not surprising
that there were professional drivers who came to specialise in it, such as
Frank Gardner, John Rhodes and John Fitzpatrick. Indeed, Frank Garner
Teams claims Ford paid him handsomely not to race in F1, as when he won in a
There was a wide variety of entrants for touring car races. There were works touring car, the car got more credit, while when Jim Clark won it was Jim
teams such as Cooper, Lotus, Autodelta (Alfa Romeo) and Abarth. There who got most of the credit. Other examples of touring car specialists from
were also many independent teams some of whom had works support, and the ETCC were Toine Hazemans who drove for the Abarth, Alfa Romeo and
who in any case could give the works teams a hard time. And finally there BMW works teams, and Dieter Glemser who drove for the BMW and Ford
were many individuals who raced their own car. works teams.
The British manufacturers placed the highest importance on the BSCC, though
they certainly didn’t ignore the ETCC. Ford of America used British teams to
race their cars in Europe, so the BSCC was never short of American iron, but
other European manufacturers such as Alfa Romeo, BMW and Abarth tended
to ignore the BSCC and these cars were relatively scarce. Instead Alfa Ro-
meo, BMW and Abarth focussed on the ETCC and the Trans Am series.
Drivers
There was also a wide variety of drivers in touring car racing at this time.
Amateurs who just raced at the weekend as a hobby were on the same grid
as Formula One World champions.
The BSCC for example had a great number of F1 drivers, such as Graham
Hill, Jim Clark, Jack Brabham, Dan Gurney, Jacky Ickx, Jackie Stewart and
quite a few more. There were also Knights of the Realm such as Sir Gawaine
Baillie and Sir John Whitmore, harking back to the era when motor sport was
dominated by the aristocracy. John Whitmore was in fact one of the best
Power & Glory
The 60’s Tourismo
Power & Glory
The 60’s Tourismo
Tyre Information Compounds

Cross-ply tyres of the Sixties era were much less sophisticated than their modern counterparts. Starting in 1962 the Dunlop racing tyre was the
Still they had to handle similar power to weight ratio cars with much less sophisticated suspension
and chassis, and on much more demanding tracks. Obviously, the lack of grip made the cars slide,
R5 available in two compounds, D9 for dry use
and D12 for wet use. On lighter cars and shorter
so focus was greater on tyre consistency and predictability than absolute grip, and of course that
races (F1 for example) it was possible to use the
translated to great spectacle for the viewers and some greatly balanced and fun to drive race cars.
D12 compound for most dry races.
Those were the days when drivers would ask more power rather than more grip...
Dunlop R5 Compounds
Still, if you really want to go fast, you really need to understand a couple of things about tyres. First -D9 -D12*intermediate,soft,hard wet
of all, you should need to understand how tyres are generating grip, how they generate heat and Threaded tyre for dry conditions. Threaded tyre for rainy conditions
Can be used under light rain. Light cars use it on dry races
what tyre pressure is doing on the tyres behavior. Let’s start from the basics with a very simplistic Excellent durability Better grip on both dry&wet
- and highly inaccurate - example that can help you understand how a tyre generates grip with Optimum temperature 85°C conditions
Temperature range 60°C - 110°C Overheating on dry conditions
load. Softer sidewalls less precise
Good durability
Optimum temperature 85°C
Generate grip Temperature range 40°C - 100°C
Imagine slipping your finger on your desk. As you slip your finger, friction is generated and you
can feel some resistance. If you push harder your finger on the desk, while still slipping it across
the surface, you will notice how the friction generated is higher and the resistance is also higher.
Well, this is more or less what is happening on your tyres. The weight of the car and the inertial
forces are pushing the tyres on the tarmac and so grip is generated. Still, there is no such thing as
a perfect world, so turning back to our example you will notice that while you keep pushing your
finger harder and harder on the desk and generate more and more friction, you always arrive at a
point that the friction is never enough to prevent your tyre from slipping. This is a very important
conclusion as it is obvious now that the generated grip is never enough to sustain any force ap-
plicable and sooner or later, slipping occurs. Keep always in mind that this is a very simplistic and
inaccurate description of what actually happens, and reality is far more complex. However it is an
acceptable practical example on what is happening on your tyres.
So when moving weight on your tyres - the famous weight shifting - while turning, braking and ac-
celerating, you load your tyres and make them grip more, you must be always conscious that too
much load will eventually make your tyre slip, regardless your intentions. Your goal is to find that
magic amount of load that will permit your tyres to grip, without much slipping.
* Please look at page 11 for important in game rain tyre information
Power & Glory
The 60’s Tourismo
Power & Glory
The 60’s Tourismo
Tyre slip Compounds

Slipping means wasting energy in friction, transforming power to heat and finally losing time. That In 1963 the R6 L construction tyre was
is why modern tyres generate their maximum grip at extremely low slip angles, like only six de- introduced, also available in D9 and D12
grees for touring cars and just three degrees for Formula One modern single-seaters. This means compounds, the D12 compound being known as
that the driver, aided by the great amounts of grip, is forced to follow a single very precise line while the green spot compound - the tyres had a green
at the same time keeping slipping at minimum. spot on their sidewall. Improvements in the R6
construction meant that it was easier to use the
Fortunately for us, this was hardly the case with Sixties era tyres. Tyres were exceptionally pre- green spot compound for dry conditions, and on
dictable and with their high and flexible sidewalls and specific cross-ply construction, required and cars under 2.5 liters it would even be used for long
provided high slip angles in order to attain their maximum grip. This means that drivers were forced races like the Le Mans 24 hour race. The R6 was
and encouraged to drift the cars around curves, in order to achieve the best grip and speed in the sometimes known as the CR48.
bends. Of course, high angle drifts were possible and quite spectacular to say the least, but then
again only less skilful drivers would engage to such kind of driving, and usually because they over- Dunlop R6 L Compounds
shoot the entry point, or just applied too much throttle on the exit. Although spectacular this kind -D9 -D12* intermediate,soft,hard wet
Threaded tyre for rainy conditions
of driving, even with these cars is highly inefficient, tyre consuming and risky. To be fast you need Threaded tyre for dry conditions.
Light cars use it on dry races
Can be used under light rain.
to find that subtle limit of four wheel drift that will make you fast around the track. excellent durability Better grip on dry conditions
Optimum temperature 85°C Softer sidewalls less precise
Good durability
Tyre pressure
Temperature range 60°C - 110°C
Temperature range 40°C - 100°C
One of the most significant differences between modern slick tyres and threaded cross ply tyres of
the Sixties, is the tyre pressure. Those tyres needed much higher pressure than anything you’re
used to. The soft sidewalls were easy to bend and create a sloppy and slippery feeling while driv- In 1964 the R6 M construction tyre was
ing, and the rolling resistance was quite high, thus lowering top speed and acceleration. High pres- introduced which had a lower profile than the L
sures kept the sidewalls from bending making the handling more precise and would give higher top construction. It was also available in D9 and D12/
speed and acceleration. Furthermore the higher pressure would dissipate better the heat generated Green spot compounds.
by the tyres.
Start from the default setup tyre pressure and work in the range of 30psi (275kPa) for very light Dunlop R6 M Compounds
-D9 -D12* intermediate,soft,hard wet
cars and up to 55psi (380kPa) for heavier cars, always cold pressures. After a couple of laps the Threaded tyre for dry conditions. Threaded tyre for rainy conditions
IMO (Inside Mid Outside) temperatures on the garage screen should help you understand if you Acquaplanning at rain conditions. Light cars use it on dry races
Excellent durability Better grip on dry conditions
need to inflate or deflate the tyres. If the mid temperature is higher than the other two, then deflate More precision on driving Less Overheating on dry conditions
and vice versa. Nevertheless keep in mind that most of those tyres are very thin, so it’s normal that Optimum temperature 85°C Still acquaplanning problems
Temperature range 60°C - 110°C Good durability
the mid temperature will get higher as the temperature raises. Optimum temperature 85°C
Another important variable to keep in mind is that a higher pressure makes for a stiffer ride, mean- Temperature range 40°C - 100°C
ing more precision and agility, but also harsh ride and handling problems over bumps and kerbs.
* Please look at page 11 for important in game rain tyre information
Power & Glory
The 60’s Tourismo
Power & Glory
The 60’s Tourismo
Tyre temperature Compounds

Due to their chemical properties and construction, tyres operate best at a very specific temperature. In 1965 the R7 tyre was introduced, with a
Modern tyres once again, have been highly optimized and work in a very limited range of temperatures new tread pattern intended to reduce aqua planing
while at the same time offer various compounds for different ambient and track temperatures. which had become an issue with the lower profile
Once again, this is not the case with the Sixties era tyres. Their optimum temperature is around M construction R6. It was available in green spot
85°C (185°F) but not having multiple compounds on offer - similarly to road legal tyres - their compound, a new softer yellow spot compound and
operating range is much more vast, ranging from as low as 50°C (122°F) degrees, before noticing a new harder red spot compound (replacing D9).
any considerable loss in grip, and up to 110°C (230°F) degrees, again before any noticeable The R7 was sometimes referred to as the CR65.
degradation of grip levels. Keep in mind though that although still sticky enough, operating above The R6 continued to be used in 1965 and was
or below the optimum temperature will result in more wear of the tyre. Higher tyre pressure can available in the new yellow spot compound.
help lower tyre overheating, and lower tyre pressure can raise the tyre temperatures if they are too
low ... do not expect miracles though. Dunlop R7 Compounds
-Yellow Spot -Green spot
Threaded tyre for dry conditions. Threaded tyre for dry conditions.
Tyre wear
Can be used under light rain. Can be used under light rain.
Softer, more grip Slightly harder on bumps
Moderate durability Good durability
The tyre wear is gradual and almost linear, lap after lap. You can expect tyres to last about 30 to Optimum temperature 85°C Optimum temperature 85°C
40 minutes of hard racing or even more, depending on driving style, weight of the car, track layout Temperature range 60°C - 110°C Temperature range 60°C - 110°C
etc. etc. Still even very worn tyres continue to behave in a predictable manner and won’t “let go” -Red Spot*intermediate,soft,hard wet
abruptly. Again, optimum tyre pressure, temperature and driving style are adamant for less tyre Threaded tyre for dry and
rainy conditions.
wear. Less precise
Excellent durability
Rain tyres Temperature range 40°C - 100°C

They Sixties tyres are all threaded, which means that you can still count on your “dry” tyres when
In 1966 a new even softer white spot compound
the track is just slightly wet. Proper rain tyres though will offer better grip under more critical
was made available for the R7.
conditions. Optimum rain tyres temperature is lower, set at 75°C (167°C) and they happily operate
at much lower than that value much like a normal street tyre, but they tend to have serious grip -White spot
problems when overheated, so be careful how you use them when the track starts drying out. Threaded tyre for dry conditions.
Very soft, high grip
Bad durability
*[spoiler alert] Important in game rain tyres information More precision on driving
We are sorry to ruin the authentic atmosphere that we trying to create with our mod.
Inside GTR2 garage screen you will notice INTERMEDIATE, SOFT WET, HARD WET tyres. Temperature range 60°C - 110°C
ALL RAIN TYRES ARE IDENTICAL with the D12, D12 Green and Red spot tyres
IGNORE THE RAIN TYRES STICK TO THE MANUAL DESCRIPTIONS
We had to duplicate them with the original 3 distinct names in order to workaround a GTR2 hard-coded limitation.
So whatever wet tyre you choose, the results are IDENTICAL
Thank you for your comprehension
Power & Glory
The 60’s Tourismo
Mini Cooper S Technical data

Issigonis’ friend John Cooper, owner of the Cooper Car Company, designer and builder of Formula 1 Engines Dimensions
Wheelbase: 2038mm
and other racing cars, saw the potential of the Mini for competition. Issigonis was initially reluctant to 970S Front track: 1308mm
Capacity: 997cc
see the Mini in the role of a performance car - but after John Cooper appealed to BMC management, Power: 93hp@7900rpm
Rear track: 1308mm
length: 3054mm
the two men collaborated to create the Mini Cooper, a nimble, economical and inexpensive car. The Torque: 85Nm@7000rpm
width: 1410mm
Safe engine rpm: 8700rpm
Austin Mini Cooper and Morris Mini Cooper debuted in 1961. Engine limiter: 8700rpm
height: 1346mm
kerb weight 970S: 610kg
Safe Oil temp: 100°C
kerb weight 1275S: 620kg
Optimum oil temp: 95°C
A more powerful Mini Cooper, dubbed the “S”, was developed and released in 1963. Featuring a Front Weight bias: 62%
Right Weight bias: 50.5%
1071 cc engine and larger servo-assisted disc brakes, 4,030 Cooper S cars were produced and sold 1275S
until production ceased in August 1964. The 1071 cc model was replaced by two models developed Capacity: 1293cc
in tandem, with engine capacities chosen to fit with competition regulations, rated at 970 cc and Power: 118hp@7600rpm Transmission
Torque: 116Nm@6750rpm 4 speed gearbox
at 1275 cc, both of which were also offered to the public. The smaller-engine model was not well Safe engine rpm: 8300rpm Front Wheel Drive
Engine limiter: 8500rpm mechanical limited slip differential
received, and only 963 had been built when the model was discontinued in 1965. The 1275 cc Safe Oil temp: 100°C
Cooper S models continued in production until 1971. Optimum oil temp: 95°C
Front Suspension
Track Control Arms with Hyrolastic
Suspension
Although the Mini did compete and with success on the various European Touring car championships,
it is more famous for the incredible achievements on rallye races. The Mini Cooper S earned acclaim Rear Suspension
with Monte Carlo Rally victories in 1964, 1965, and 1967. Logitudinal Arms with Hyrolastic
Suspension, rear anti-roll bar
http://en.wikipedia.org/wiki/Mini_Cooper#The_Mini_Cooper_and_Cooper_S_.E2.80.93_1961.E2.80.932000
Handling
Light and small, the cars is extremely agile despite it’s Front Wheel Drive layout. Happily lifting
it’s rear inner wheel on turn in, it will also show, with the right setup, extremely small amounts
of understeer even at full power on turn exit. The limited slip differential and the hard suspension
works wonders and you can keep your right foot on the gas with confidence that the front end will
not wash out. Still, be careful to not overdo it, because the extremely small tyres (10 inches) make
the car nervous when grip is over. On the other hand, it is really the king on wet conditions
The engine is quite strong but only on very high revs, and virtually dead under 4000rpm. This,
together with the fact you only have for 4 gears with limited ratios to choose from, makes the car
quite tricky to drive fast on some tracks. Small brakes that often fade, doesn’t help things either,
although you will unlikely forced to use them much. Just raise your foot from the gas and turn the
car, is all that is needed to make the car go fast.
Power & Glory
The 60’s Tourismo
Available models Power curves

Mini Cooper 970S
Numbers #003,#036,#063,#071,#077
Year model : 1965 970S
Tyres: Yellow,Green
Engine: 997cc
Mini Cooper 1277S

Numbers #002,#021,#022,#030,#067,#069,#670
Year model : 1965
Tyres: Yellow,Green
Engine: 1293cc
1275S
Power & Glory
The 60’s Tourismo
Fiat Abarth 1000TC Technical data

Abarth is an Italian racing car maker founded by Italian-Austrian Karl (Carlo) Abarth in Turin in Engines Dimensions
Wheelbase: 2000mm
1949. He created perhaps the first purpose-built Touring Car in the world, the Abarth 850 and 1000 Group2 Front track: 1150mm
Capacity: 982cc
Berlina’s which dominated the small classes in the early days of the ETTC. Power: 90hp@8000rpm
Rear track: 1160mm
length: 3285mm
The base of these cars was formed by the Fiat 600D, a car which was put to market in 1956. Abarth Torque: 88Nm@5500rpm
width: 1380mm
soon started making modified versions of it, either by selling kits or building complete cars. Fiat Engine limiter: 8400rpm
height: 1400mm
kerb weight: 580kg
strongly supported Carlo Abarth in this, and Abarth succeeded in building enough cars for homolo- Safe Oil temp: 100°C
Front Weight bias: 42%
gation in group 2. But not only that. Abarth was the first one to homologate 5-speed gearboxes Right Weight bias: 49.5%
and disc brakes even at the rear (in a time a Giulia had drum brakes at the front!) - modifications Group5
which were allowed by the strict rules of group 2 only if properly homologated. The Fiat 600D was Capacity: 982cc Transmission
Power: 112hp@7750rpm 5 speed gearbox
a good car to start with; independent suspension front and rear, rear engine for good traction and Torque: 109Nm@6750rpm Rear wheel drive and limited slip
a simple but strong pushrod engine. Safe engine rpm: 8400rpm differential
Engine limiter: 8400rpm
Why was the Abarth mostly (in the ETCC and on the continent) superior over the 1000 cc Mini? Optimum oil temp: 95°C
Front Suspension
Independent w/Upper Trailing Arms,
Not an easy question. The weight was almost equal. The Abarth might have some advantages in Transverse Leaf Springs, Hydraulic
Dampers
traction; but the front-wheel drive of the Mini was not bad either. Abarth had strong engines, up to
110 HP; but Handley’s group 5 Cooper was said to have even more power. Roadholding? The Abarth Rear Suspension
liked to lift the inside front wheel, the Mini the inside rear wheel. In Abarth’s favour may be the Independent w/Upper Trailing Arms,
Coil Springs, Hydraulic Dampers
bigger wheels (12” or 13” against Mini’s tiny 10”), the rear disc brakes and the 5-speed gearboxes.
But perhaps the main difference was the works team, lead with a sort of Neubauer-type search for
excellence; and a very strong line-up of drivers, whereas BMC never fielded a full works team in
the small class. They were probably too busy winning the Monte Carlo Rally?
http://homepage.mac.com/frank_de_jong/Pages/Other/Abarth.html
Handling
The car had, and still has, the fame of an oversteering little monster, extremely agile but difficult
to master. The reality though is quite different and in a good way. The front bumper that protects
the water/oil radiator, acts like an aerodynamic spoiler. Same does the rear lid that is kept open for
heat cooling but actually limits the aerodynamic lift and drag. The same water/oil radiator hanged
up front, greatly improves the car weight balance. All those characteristics make the little Abarth
one of the best handling cars of that era (removed the commas). Well known Porsche drivers, have
remained surprised by the good manners and precision of this little car. Keep the revs up, put to
good use the infinite number of gear ratios of the 5 speed gearbox, and don’t try to drift too much
as the car is really short and while this gives agility, it can also make it nervous when you go over
the limit.
Power & Glory
The 60’s Tourismo

Abarth 1000TC Group 2
Numbers #015,#048,#057
Year Model: 1967
Tyres: White-Yellow-Green
Group2
Engine: 982cc (90bhp)
Abarth 1000TC Group 5

Numbers #015,#048,#057
Year Model: 1968
Tyres: White-Yellow-Green
Group5
Power & Glory
The 60’s Tourismo
Jaguar Mk2 Technical data

Adhering to William Lyons’ maxim of “grace, pace and space”, the Mark 2 was a beautiful, fast and Engines Dimensions
Wheelbase: 2730mm
capable saloon car. It came with either a 2.4 L, 3.4 L or 3.8 L XK six-cylinder engine. The 3.8 is Mk1 3.4 Front track: 1397mm
Capacity: 3442cc
similar to the unit used in the 3.8 E-Type (XKE), having a different inlet manifold and carburation Po w e r : 2 1 0 h p @ 5 7 5 0 r p m
Rear track: 1385mm
length: 4769mm
(two SUs versus three on the XKE in Europe) and therefore 30 hp less than the similar 3.8 unit used Torque: 305Nm@4000rpm
width: 1695mm
in the E-Type (XKE). The head of the six cylinder engine in the E-Type was significantly different Engine limiter: 6200rpm
height: 1384mm
kerb weight: 1220kg
with its “straight port” layout as opposed to the slightly curved ports of the MK2. Safe Oil temp: 100°C
1300kg (MK2 3.8)
1220kg (MK2 4.2 AUS)
They were used as police patrol cars, especially on UK motorways which in the 1960s had no speed Mk2 3.8 Right Weight bias: 50.8%
limit. It is sometimes rumoured that the police frequently upgraded the 3.8 with the XKE inlet Capacity: 3781cc
Power: 230hp@5750rpm
manifolds and triple SU carburettors However the E type manifold will not fit the MK2 cylinder head Torque: 352Nm@3750rpm Transmission
and there was no other manifold available to enable the triple carburettors to be fitted. Safe engine rpm: 6500rpm 4 speed gearbox
Engine limiter: 6500rpm Rear wheel drive
Safe Oil temp: 100°C mechanical limited slip differential
Handling
Front Suspension
Mk2 4.2 Independent incorporating semi-
Capacity: 4235cc trailing wishbones and coil springs with
This was an amazing luxury saloon at its time, but it was so well engineered that many teams Power: 265hp@5750rpm telescopic shock absorbers.
Torque: 367Nm@4500rpm
decided to use it on the race circuits. A mighty straight six was producing lots of power in a very Safe engine rpm: 6400rpm
broad rpm range. In fact it better to use the great torque at mid range than insisting revving the Engine limiter: 6500rpm
Rear Suspension
Trailing link rear suspension by
engine over 6000rpm. The long wheelbase, makes this car rather unwilling on turn in and not Optimum oil temp: 95°C
cantilever semi-elliptic springs, radius
arms and telescopic shock absorbers
very agile, still it provides great stability especially considering that the beautifully shaped body is
generating big amounts of lift at the back at high speeds. On fast circuits, you can use the power
and stability to your advantage, but on short slow circuits, you better watch your mirrors for the
tiny Minis and Abarths... that is if they aren’t already in front of you.
Power & Glory
The 60’s Tourismo

Jaguar Mk1 3,4L
Numbers #033,#034
Year model : 1958
Tyres: R5
3,4L
Engine: 3442cc
Numbers #042
Year model : 1960
Tyres: R5
Engine: 3442cc
Jaguar Mk2 3,8L

Numbers #046
Year model : 1960
Tyres: R5
3,8L
Engine: 3781cc
Numbers #124
Year model : 1963
Tyres: R6 L
Engine: 3781cc
Jaguar Mk2 4.2L

Numbers #046
Year model : 1962
Tyres: R5 4,2L
Engine: 4235cc
Note: Jaguar power graphs are gross figures. Usually highly optimistic.
Power & Glory
The 60’s Tourismo
Ford Mustang Technical data

First conceived by Ford product manager Donald N. Frey and championed by Ford Division general Engines Dimensions
Wheelbase: 2743mm
manager Lee Iacocca, the Mustang prototype was a two-seat, mid-engine roadster. This would later Capacity: 4727cc Front track: 1448mm
be remodelled as a four-seat car penned by David Ash and John Oros in Ford’s Lincoln–Mercury Power: 325hp@6000rpm Rear track: 1448mm
Torque: 445Nm@4500rpm length: 4613mm
Division design studios, which produced the winning design in an intramural design contest called Safe engine rpm: 6250rpm width: 1735mm
by Iacocca. Engine limiter: 6250rpm height: 1397mm
Safe Oil temp: 100°C kerb weight: 1250kg
To cut down the development cost, the Mustang was based heavily on familiar, yet simple components. Optimum oil temp: 95°C Front Weight bias: 56%
Much of the chassis, suspension, and drivetrain components were derived from the Ford Falcon and Right Weight bias: 49.7%
49.9%(BSCC)
Fairlane. The car had a unitized platform-type frame, which was taken from the 1964 Falcon, and TransAm
Capacity: 4727cc
welcoming box-section side rails, including five welded crossmembers. Power: 340hp@6200rpm
Transmission
4 speed gearbox
Though most of the mechanical parts were taken directly from the Falcon, the Mustang’s body shell Engine limiter: 6500rpm
Rear wheel drive
mechanical limited slip differential
was completely different; sporting a shorter wheelbase, wider track, lower seating position, and Safe Oil temp: 100°C
overall height. An industry first, the “torque box” was an innovative structural system that greatly Front Suspension
stiffened the Mustang’s construction and helped contribute to better handling. Indipendent. Double wishbones and coil
springs. antiroll bar.
In Europe the Mustangs have always been front runners along with the Falcons. But it is in the Rear Suspension
states that they really achieve epic fame with their Trans Am racing. Live axle, antiroll bar race spec on ‘66
cars
Handling
Heavier than the Falcon, less power and weak brakes, make the early Mustangs quite slow on lap
times. Still they are a handful to drive and easily thrown around turns. Later models get better
suspension tuning and more powerful engines. You can still hang the tail out with easy but they
can also be driven with precision and they manage to do at least similar lap times from the big
engined falcons, even though they have less power, proving that the chassis, suspension and
general handling are better on the fast pony.
Power & Glory
The 60’s Tourismo

Ford Mustang ATCC
Numbers #001,#004,#007
Year model : 1965
Tyres: Yellow, Green
Engine: 4727cc
Ford Mustang Trans Am

Numbers #001,#034,#057,#077
Year model : 1966 Normal

Ford Mustang BSCC group2
Numbers #088,#089,#104
Year model : 1965
Engine: 4727cc
Numbers #095
Year model : 1968
Trans Am
Engine: 4727cc & group5
Ford Mustang BSCC group5
Numbers #093,#094.#053
Year model : 1966,1967
Engine: 4727cc
Numbers #090,#091
Year model : 1968
Engine: 4727cc
Note: Mustang power graphs are gross figures. Usually highly optimistic.
Power & Glory
The 60’s Tourismo
Ford Lotus Cortina Technical data

The Lotus-Cortina was a high-performance car, the result of collaboration between Ford and Lotus. Engines Dimensions
Wheelbase: 2499mm
Released in 1963, originally called the ‘Consul Cortina Sports Special by Lotus’, the Lotus-Cortina Cortina GT Front track: 1311mm
Capacity: 1498cc
was a variant of the lightweight 2-door Mk I Ford Cortina, and available only in one colour: white Power: 126hp@6750rpm
Rear track: 1275mm
length: 4267mm
with a green flash. The Lotus Twincam Motor was never installed from the factory in a four door shell. Torque: 138Nm@6250rpm
width: 1588mm
The Lotus-Cortina featured a 1558 cc dual overhead cam engine from Lotus, based on Ford’s Kent. Engine limiter: 7000rpm
height: 1369mm
kerb weight: 750kg
The car also included modified suspension, a close-ratio gearbox, and aluminium alloy panels. Safe Oil temp: 100°C
The car was homologated in 1963, its first race being at Oulton Park on 21st September. The car Lotus Cortina
competed in the British Saloon Car Championship and the European Touring Car Championship Cosworth Transmission
4 speed gearbox
in 1964, and in many other national and international events including in the USA. In 1965 the Capacity: 1558cc
Rear wheel drive
Power: 159hp@7500rpm
coil sprung rear suspension was replaced by a leaf sprung system. The original Chapman system Torque: 168Nm@5500rpm
mechanical limited slip differential
had proven fragile in rallying and in endurance races, and in normal use of the road car. In 1966, Safe engine rpm: 8250rpm
the British Saloon Car Championship switched to Group 5 regulations which allowed far more Engine limiter: 8250rpm Front Suspension
Safe Oil temp: 100°C McPherson struts and wishbones, coil
modification than the Group 2 regulations which the Cortina had primarily raced in. The European Optimum oil temp: 95°C springs and antiroll bar. Armstrong
telescopic dampers.
Touring Car championship was still to Group 2 regulations. The Group 5 car adopted fuel injection
and produced around 170 bhp from the original average 150bhp Lotus Cortina
Mann BRM Rear Suspension
Concentric telescopic dampers and
Capacity: 1558cc
coil springs, live rear axle located by
Reigning Formula One World Champion Jim Clark used a Lotus Cortina to win the 1964 British Power: 162hp@7500rpm
A-bracket and radius arms
Touring Car Championship. Safe engine rpm: 8350rpm
Handling
The famous handling of the Lotus Cortina, permitted the car to race against much more powerful
cars like the Falcons and Mustangs, and win; this and of course Jim Clark behind the steering wheel
of course. The car would easily lift the inner front wheel and demonstrate excessive body roll, up to
the point to scare inexperienced drivers. Yet, just a hint before rolling over, the car will start sliding
in a very predictable way, while still letting the driver decide alternative lines and directions.
There is also an interesting anecdote regarding the official Works cars of Colin Chapman and the
rivals Alan Mann cars which had a different rear suspension. Legends goes that when Jim Clark
test drove the Alan Mann cars at Goodwood, he parked the car at the pits, and without talking to
anyone, went to find Chapman and the two had an animated discussion about the matter.
The Works car is extremely agile, but can be unstable, while the Mann car is more stable and
probably more efficient, but less charismatic. We recreated both for you to choice!
Power & Glory
The 60’s Tourismo

Ford Cortina GT
Numbers #015,#021,#022c
Year model : 1964 GT
Tyres: R 6M
Engine: 1498cc

Lotus Cortina Mann
Numbers #022
Year model : 1964
Tyres: R 6M
Engine: 1498cc (Cosworth)
Numbers #003,#027, #023

Tyres: Yellow,Green
Engine: 1498cc (BRM)
Lotus Cortina Works

Numbers #057
Year model : 1964
BRM Mann
Tyres: R 6M
Engine: 1498cc (Cosworth)
Numbers #025,#011
Tyres: Yellow,Green
Numbers #039
Year model : 1967
Tyres: White,Yellow,Green CSW Works
Power & Glory
The 60’s Tourismo
Ford Falcon Sprint Technical data

The original Falcons were built for road rallying by the Holman & Moody shop, who asked Alan Mann Engines Dimensions
Wheelbase: 2781mm
to run the team and supplied him with 14 (some sources say 16) cars. Mann completed the FIA Ford Falcon 289 Front track: 1397mm
Capacity: 4727cc
homologation papers around the cars he had, even though they made extensive use of fibreglass Power: 319hp@5750rpm
Rear track: 1384mm
length: 4597mm
panels, gambling that the Paris-based FIA would never check the US plants – and he was right. Torque: 445Nm@4500rpm
width: 1791mm
According to Lee Holman, Carroll Shelby got a look at one while in England and had it shipped Engine limiter: 6250rpm
height: 1397mm
kerb weight: 1160kg
to California to use as the blueprint for the Mustang GT350. In the 1964 Monte Carlo Rally, Bo Safe Oil temp: 100°C
Lungfeldt’s Falcon was fastest on every special stage but the handicap system used resulted in a Right Weight bias: 49.5%
49.7%(Mann)
second place behind Paddy Hopkirk’s Mini Cooper. Mann 5000cc
Lowered Falcons were made from the original rally spec with spring coils cut off at the front and Capacity:5000cc
remounted leaf springs and shackles to lower the body over the rear axle. Lowered cars had stiffer Power: 363hp@6000rpm Transmission
Torque: 492Nm@3500rpm 4 speed gearbox
front springs due to the removed coils and had less suspension travel but otherwise are the same Safe engine rpm: 6800rpm Rear wheel drive
cars. Lowered cars had a CG about 2 inches lower and 1 in to the rear compared to standard height. Safe Oil temp: 100°C
Roll centre height rose about 1 in at both ends, reducing body roll. Optimum oil temp: 95°C
Front Suspension
Indipendent. Double wishbones and coil
In Europe, the arrival of the newer Mustang, and the narrow wheels which the Falcon had originally Weslake heads springs. antiroll bar.
been homologated with, restricted the car’s appeal as a Group 2 touring car, and so it was ignored. GT40 derived
Capacity: 4727cc Rear Suspension
However, when the British Saloon Car Championship adopted Group 5 regulations in 1966, wheel Power: 400hp@6500rpm Live axle
size was no longer restricted, and this, combined with the fibreglass-panelled Falcon’s weight ad- Safe engine rpm: 6950rpm
vantage over the Mustang gave it a new lease of life. So some of the cars underwent extensive Engine limiter: 7000rpm
modifications as permitted by the group 5 regulations. With even lower suspension on some cars, Optimum oil temp: 95°C
better geometry, wider wheels and the big improvements in tyre technology at the end of the Six-
ties, they where capable of handling even more powerful engines.
Their big V8 engines where heavily modified and delivered up to 400bhp with GT40 derived weslake
heads gaskets. Despite the weight and dimensions, the power was so much higher than anything
else on the grid, that they would easily beat on the straights anything that resisted them on turns.
An icon of the American muscle car.
Handling
Big, heavy, rear live axle, and four hundred horse power. Doesn’t sound like a great combination
does it? Against all odds, the Falcons handle surprisingly well for such a type of car. There is of
course a typical initial understeer, which is hardly a surprise for such a big heavy front engine car.
But you can easily eliminate it with the very good and reliable GT40 derived brakes. They really do
wonders in stopping the car from the very high speeds that is capable. Whatever, forget what we
said and just have some tail out, tyre smoking fun!
Power & Glory
The 60’s Tourismo

Ford Falcon Sprint
Numbers #093
Year model : 1966
Tyres: White,Yellow,Green
Engine: 4727cc
Numbers #043,#104
Year model : 1968 Normal
Engine: 4727cc
Numbers #090
Year model : 1968
Engine: 4727cc
Suspension: Lowered
Ford Falcon Sprint Alan Mann

Numbers #050
Year model : 1967 5000cc
Engine: 5000cc
Suspension: Stiffer all around
Ford Falcon Sprint Weslake Heads GT40 derived

Numbers #088,#094,#095,#103
Year model : 1968
Engine: 4727cc (about 400bhp)
Weslake heads
Power & Glory
The 60’s Tourismo
Alfa Romeo Giulia GTA Technical data

The Alfa Romeo Giulia GTA made its debut at the 1965 Amsterdam show, but it would have been Engines Dimensions
Wheelbase: 2350mm
far more appropriate if it had been launched at a racing car show. This model would turn out to be 1300cc Front track: 1310mm
Capacity: 1299cc
one of the most formidable saloon racers of the Sixties, earning sufficient laurels to hedge a decent Power: 160hp@7750rpm
Rear track: 1270mm
length: 4080mm
garden. Torque: 164Nm@6000rpm
width: 1580mm
The A stood for “alleggerita” - lightened- and though the car looked much like any other Sprint Engine limiter: 8200rpm
height: 1310mm
kerb weight: 745kg
GT, it was in fact very different. The biggest change was the most subtle of all - all the external Safe Oil temp: 100°C
bodywork was fabricated from aluminium rather than steel, and pop-riveted to the understructure. Right Weight bias: 49.5%
The interior was stripped too and the end result being 603lbs lighter from the 2,244lb 1600 GTV, 1600cc
an amazing feat of paring. Capacity: 1570cc Transmission
Power: 175hp@7500rpm 5 speed gearbox
Torque: 200Nm@5500rpm all syncromesh except reverse
The 1,570cc engine was heavily modified, the standard cylinder head being ditched in favour of a Safe engine rpm: 8150rpm Rear axle light alloy differential casing,
twin-plug design that allows the use of larger valves. Autodelta, could supply a corsa engine - the Safe Oil temp: 100°C
word means racing - that delivered up to 170bhp and gave the car a top speed of over 135mph, Optimum oil temp: 95°C
Front Suspension
revving up to 7,500rpm. Indipendent. Double wishbones and coil
There was also a big list of options, all focused on getting the car faster on the track. Bigger wheels, 1600cc springs. antiroll bar.
limited slip differential, oil cooler, big bore exhaust, rear anti-roll bar, additional lateral location of volumetrico
Capacity: 1570cc Rear Suspension
the back axle as well as raised roll-centre, competition seats, heavy duty clutch and rollcage. All Induction: Supercharged Live axle, trailing arms, coil springs,
Power: 225hp@7250rpm sliding block, antiroll bar race spec
of this would have cost the owner a lot of money, two thirds as much as the basic car, in fact, but Torque: 237Nm@5500rpm
it would have provided a car capable of winning its class in the 1966 Touring Car Championship... Safe engine rpm: 7800rpm
it was that good. Safe Oil temp: 100°C
Handling
The Alfa Romeo GTA characteristic wheel-cocking attitude is responsible for the drama on all racing
photos, but in reality the car is well known for its remarkable modern handling. The car is very
precise at turn in although a bit nervous at braking. Applying the power mid curve, is not a problem
at all, since the car has great amounts of traction despite the powerful - for the class - engine and
relatively skinny tyres. It even has so much traction that it demonstrates moderate understeer at
the exit of the turns. Hopefully, playing a bit with tyre pressures or just a bit stiffer rear springs
can cure the problem. To go fast, you need to trailbrake the car in the curve, apply gas after the
apex and exit without any oversteer at all. You will probably think it will understeer heavily, but
keep your foot on the gas and your steering wheel steady and the car will surprisingly make the
turn. This modern way of driving, is what makes the car so efficient on it’s tyres while still doing
very fast laps.
Power & Glory
The 60’s Tourismo

Alfa romeo GTA 1300 Junior
Numbers #037
Year model : 1969
Engine: 1299cc
Alfa romeo GTA 1600

Numbers #063
Year model : 1966
1300J
Engine: 1570cc
Numbers #044,#045,#115
Year model : 1967
Engine: 1570cc
Alfa romeo GTA 1600 Volumetrico

Numbers #050
Year model : 1968 1600
Engine: 1570cc with supercharger
Notes: Engine overheats at high rpm.
Volumetrico
Power & Glory
The 60’s Tourismo
Lotus Elite Technical data

Colin Chapman was the most charismatic and brilliant engineer in the history of motor racing. His Engines Dimensions
Wheelbase: 2240mm
innovative designs revolutionized the layout of the grand prix car. The Lotus 7, the Elan and other 1216cc Front track: 1194mm
Capacity: 1216cc
cars were landmark cars that strongly influence designers to this day. There is though one single Power: 108hp@7500rpm
Rear track: 1224mm
length: 3733mm
car that was so ahead of its time to be considered a breathtaking audacity even by Chapman’s Torque: 119Nm@5250rpm
width: 1486mm
standards; and this car was no other than the little Lotus Elite. Engine limiter: 77000rpm
height: 1194mm
kerb weight: 650kg
The first Elite or Lotus Type 14 was an ultra-light two-seater coupé, produced from 1957 to 1962. Right Weight bias: 50.5%
The Elite’s most distinctive feature was its highly innovative fibreglass monocoque construction, in
which a stressed-skin unibody replaced the previously separate chassis and body components. Transmission
ZF 4-Speed Manual
Unlike the contemporaneous Chevrolet Corvette, which used fibreglass for only exterior bodywork, Rear wheel drive
the Elite also used this glass bearing structure of the car, though the front of the monocoque mechanical limited slip differential
incorporated a steel subframe supporting the engine and front suspension. The resultant body was
lighter, stiffer, and provided better driver protection in the event of a crash. The weight savings Front Suspension
Double Wishbones with Anti-Roll Bar,
allowed the Elite to achieve sports car performance from a 75 hp (55 kW) 1216 cc Coventry Climax Co-Centric Coil Spring, Damper Unit
all-aluminium I4 engine. Advanced aerodynamics also made a contribution, giving the car a very
low drag coefficient of 0.29 — quite low even for modern cars. This accomplishment is all the more Rear Suspension
Struts with Lower Wishbone
notable considering that the engineers did not enjoy the benefits of computer-aided design and
wind tunnel testing.
The Elite has an excellent competition record. It won its class no less than six times in a row at
the Le Mans 24 hour race (from 1959 until 1964), and four times at the Nürburgring 1000 Km
race. Many future stars raced the Elite early in their career such as Jim Clark, John Whitmore, Mike
Parkes, Frank Gardner, David Hobbs and Peter Lumsden.
http://en.wikipedia.org/wiki/Lotus_Elite
Handling
Undoubtedly the engine has no power under 3000rpm, but it gets alive over that mark and happy
near the red line. So it is very important to keep momentum and if driven properly the car will
surprise by delivering incredible performance despite the low power.
The suspension is soft and permits the car to showcase some rather exaggerated body roll, but
contrary to what one can think, the extremely light weight of the car and the suspension characteristic
design, works as a perfect match to make the car settle in turns and carry lot’s of speed. The brakes
are also a more than enough for the body weight and the steering wheel is very communicative. It
might not be found on the pole position of starts, but it will shine on long races with it’s extremely
low fuel consume and nonxistent tyre wear. A true Goliath beater.
Power & Glory
The 60’s Tourismo

Lotus elite
Numbers #020
Year model : 1960
Tyres: R5 Elite
Engine: 1216cc

Numbers #043
Year model : 1960
Tyres: R5
Engine: 1216cc
Numbers #039
Year model : 1963
Tyres: R 6L
Engine: 1216cc
Power & Glory
The 60’s Tourismo
Jaguar E-type. Coupè & Lightweights Technical data

The E-Type was initially produced in roadster (convertible) and in Fixed Head Coupe forms. Its Engines Dimensions
Wheelbase: 2440mm
impact at the 1961 Geneva Motor Show was enormous - the looks, the 150 mph top speed, at a 3.8 straight six Front track: 1300mm
Capacity: 3871cc
fraction of the price of slower rivals. Specially prepared press cars did achieve that speed but the Power: 281hp@6000rpm
Rear track: 1435mm
length: 4375mm
claimed gross power output of 265 bhp was widely considered to be “optimistic”, and a net figure of Torque: 365Nm@4250rpm
width: 1657mm
around 210 bhp was perhaps closer to the mark for most production 3.8s. The E-Type was never Engine limiter: 6500rpm
height: 1225mm
Coupè
intended for competition, but its racing potential was obvious. Virtually standard cars were quickly Safe Oil temp: 100°C
kerb weight: 1080kg
entered in UK races, winning races until they came up against Ferrari 250 GTs driven by top line Front Weight bias: 50%
drivers. Roadster
The days of an official Jaguar works team were long gone, but this early success did encourage kerb weight: 1020kg - 1040kg(5speed)
Front Weight bias: 48.5%
Jaguar to do some work on competition E-Types. The “Low Drag Coupé” was a one-off technical Right Weight bias: 50.5%
exercise which was ultimately sold to a Jaguar private entrant in 1963. Jaguar also worked closely Lightweight
kerb weight: 940kg
with John Coombs to produce a lighter, more stiffly sprung roadster and with Briggs Cunningham to Front Weight bias: 50%
enter some fixed head coupes for the 1962 Le Mans 24 hour race. D-Type technology was applied Right Weight bias: 50.5%
to the E-Type’s engine.
Transmission
4 speed gearbox 5 speed later models
Unfortunately, the arrival of the Ferrari 250 GTO in 1962 meant that the E-Type was still outclassed. Rear wheel drive
Jaguar’s response for 1963 was the “Lightweight” E-Type roadster of which 12 were built. The mechanical limited slip differential
Lightweights used aluminium for the monocoque and engine block. Lucas fuel injection was fitted
together with a ZF 5-speed gearbox (retro-fitted in some cases). Graham Hill won a number of Front Suspension
Independent Torsion Bars,
shorter UK races, but the lightweight was less successful in longer events like the Le Mans 24 hour Double Wishbones and anti-Roll Bar
where three were entered in 1963.
For 1964, the Coombs Lightweight was further developed with wider tyres and lowered suspension Rear Suspension
Independent, Coil Springs,
and Jackie Stewart had some success in UK events. For World Championship events reducing drag Mounted in Separate Subframe
was vital, and two of the lightweights were fitted with a Low Drag Coupé type body. But it was too
little too late with the arrival of the Cobra and Daytona Coupe.
Handling
The two different variants also have distinct handling. The Coupé is more aerodynamic but also
generates a bit more lift at higher speeds. The higher CoG and the heavier body make the car less
agile but also provide better traction and generally make the car easier to drive close to the limit.
The Lightweight variant on the other side is more agile, but can also be more skittish. Smooth
moves and gently throttle feeding is the key to get the best out of those two felines. There is also
a perfect spot on the cars setup that transforms the jags in well mannered pussycats. Can you find
it for every track?
Power & Glory
The 60’s Tourismo

Jaguar E-type Roadster
Numbers #004
Year model : 1961
Tyres: R5 3,8L
Engine: 3871cc
Jaguar E-type Coupè

Numbers #008,#010
Year model : 1962
Tyres: R5
Engine: 3871cc
Jaguar E-type Coupè 4speed

Numbers #011
Year model : 1962
Tyres: R 6L
Engine: 3871cc
Gearbox: 4speed (close ratio, lighter)
Jaguar E-type Coupè 5speed

Numbers #00,#09,#014,#015,
#016,#023,#026,#027
Year model : 1963
Tyres: R 6L
Engine: 3871cc
Gearbox: 5speed (heavier, fragile)
Numbers #004
Year model : 1964
Tyres: R 6M
Engine: 3871cc
Gearbox: 5speed (heavier, fragile)
Power & Glory
The 60’s Tourismo
GTL Workshop mod team Special thanks

The GTL Workshop mod team are: We would like to dedicate this mod to Steve
“pbearsailor” Austin. He was the guy who put
clevy911 TR4 Physics, skins, cockpits, and porsche expert all the members of this team together under this
daRock Skins, abarth expert, physics feedback wonderful project. This is for you and your family
David Wright Historical documentation expert, physics feedback and contribution Steve. Take care.
DucFreak Sound effects expert
IainT skins, Falcon expert We would also like to thank
InsaneDruid skins, 3D modelling Simbin/Blimey!, for creating the original games
Philrob Track editing expert. Le mans expert. on which this mod is based on.
Ron Mechanics expert, physics feedback and contribution. Nothing would have been possible without their
Spin Doctor Historical documentation, physics feedback and contribution support. You know who you are guys.
David “Wessy” Weston skins, jaguar expert
Zoomie Skins, file organization, physics feedback, research Rdstratton, for the initial idea
Vasilakos Aristotelis Physics, skins, manual, file&team organization.
Giorgio2fast4u Demo Installer&configuration programming Butch for the exceptional TR4 3D model and his
Marco Giuttari 1st release Installer&configuration programming permission to use it in our mod.
Power & Glory The 60’s Turismo GPL Repository forums, for providing us the
private forum to operate and in particular our
You are permitted to install and use this software for personal entertainment purposes only. Any admin, Dangermouse.
commercial, military or educational use is strictly forbidden without permission from the author.
Vincenzo Ghiagheddu team owner of the
You are free to distribute this software as you wish, as long as it is kept 100% free of charge, it is Team7Racing team, that provided his pilots and
not modified in any way and this readme file is distributed with it. team speak server for initial beta testing.
The author takes no responsibility for any damages this program may cause, use at your own Simleague.net staff and admins for additional
risk. final beta testing.
If you want to convert our work, use it as part of another mod, use part of the physics and/or skins,
ASK FIRST! We are kind and polite and hardly say no.
Thank you.
Power & Glory
The 60’s Tourismo
Beta testers and external help Communities

Franco Miniati Bristow from RSC forums. Without the amazing We would like to thank the following communities
Vincenzo Giagheddu work of this guy, we would be still in the dark
Manos Vichos ages of ISI engine modding. Thank you. The GPL Repository http://gplr.bcsims.com/
Daniele Dallavalle NoGrip http://www.nogripracing.com
Paolo Ferrari Niels Heusinkveld for the endless and prolific AutoSimSport http://www.autosimsport.net
Gio Nuvoli exchange of ideas, regarding this big unknown Simleague http://www.simleague.net
Angelo Rota beast of the ISI physics engine. Sim-min driving school http://www.sim-min.com
Mario Bovolo SimHQ http://www.simhq.com
Fulvio Policardi Andrea Scognamillo for the video teaser. RaceSimCentral http://www.racesimcentral.com
Ubaldo Leo DrivingItalia.net http://www.drivingitalia.net
Marco Romanò Andrea Pomes for the engine graphs.
Luka Favaretto
Marco Giuttari Roberto Betori for tech spec screens
Andrea Baldi
Andrea Scognamillo IROC template recreated from the original work
Luca Sodano for GTL, made by Discpad
Daniele Magli You can find his original work here:
Gianni Pellizza http://www.nogripracing.com/details.
Andrea Pomes php?filenr=1101
Gabriele D’Adda
Paolo Sala
Paolo Ghibaudo
Alessandro Morandi
Andrea Boccellari
Daniele Dallospedale
Roberto Betori
Paolo Gianello
Gianluca Gilli
Matthias Egger
Note: We have seen this before in the forums. Remember, beta testers are simply testing and
reporting. If you find extra bugs on this mod, it’s NOT because the beta testers didn’t do their work
well. It’s the mod producers that didn’t listen to them. Give the guys a break, thank you.

Manual Legends Workshop

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GTL Workshop presents the first release of an historical touring car mod trilogy

Power & Glory

Tyres the map. It was common place to see Jim Clark,

60’s Touring car racing

Tyre Information Compounds

Generate grip Temperature range 40°C - 100°C

* Please look at page 11 for important in game rain tyre information

Tyre slip Compounds

Tyre temperature Compounds

Rain tyres Temperature range 40°C - 100°C

Mini Cooper S Technical data

Available models Power curves

Mini Cooper 1277S

Fiat Abarth 1000TC Technical data

Available models Power curves

Abarth 1000TC Group 5

Jaguar Mk2 Technical data

Available models Power curves

Jaguar Mk2 3,8L

Jaguar Mk2 4.2L

Ford Mustang Technical data

Available models Power curves

Ford Mustang Trans Am

Ford Lotus Cortina Technical data

Available models Power curves

Numbers #003,#027, #023

Lotus Cortina Works

Ford Falcon Sprint Technical data

Available models Power curves

Ford Falcon Sprint Alan Mann

Ford Falcon Sprint Weslake Heads GT40 derived

Alfa Romeo Giulia GTA Technical data

Available models Power curves

Alfa romeo GTA 1600

Alfa romeo GTA 1600 Volumetrico

Lotus Elite Technical data

Available models Power curves

Jaguar E-type. Coupè & Lightweights Technical data

Available models Power curves

Jaguar E-type Coupè

Jaguar E-type Coupè 4speed

Jaguar E-type Coupè 5speed

GTL Workshop mod team Special thanks

Beta testers and external help Communities

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