02 Juno Racing Ltd SS1 - Motorsports Almanac

The Juno Racing Ltd SS1.
Technical Specification (2002/03)
Juno Racing Ltd SS1 Supersports SP car
The Juno Racing Ltd SS1 sports prototype
racing car has been built to compete in the
UK National Supersports championship. The
car has been designed with versatility in
mind and could be configured to suit a range
of championships and formulae. The car has
been assembled using only the highest
quality components right down to the
military specification nuts and bolts and ETA
circuit breakers. The Juno Racing Ltd design
team believes it to be worth the extra expense
in buying such equipment, in order to ensure
reliability and performance. The following
technical specification will describe the
configuration of the car, as seen at the
Autosport International show 2001.
Suggestions for potential modifications to
enable the car to compete in different
formulae appear towards the end of this page.
DESIGN TEAM
Chief Designer : Ewan Baldry (former Williams design engineer)
Design engineer : Ben Lang (also current chief engineer on the Tuscan Speed Six road car)
CHASSIS
Type : Steel tubular space frame. The material used is CDS (Cold Drawn Seamless) steel
tube of varying dimensions. The integral roll structure again from CDS tubing
satisfies MSA (UK Motorsport Association) requirements. The Juno roll structure is
made form 50mm diameter tube with a 2mm wall thickness. The bend radius is
160mm. Higher specification T45 tubing can be used on request. 65 kg weight.
Torsional rigidity : In excess of 22,000 Nm/deg.
Body : 3 main GRP (glass reinforced plastic) sections. The central section remains fixed
to the chassis. The nose and tail section are quickly removable upon operating
the quarter turn and over-centre fasteners. Four section floor made from carbon
fibre skins with a foam core. There are two main panels plus the front underbody
(splitter) and the diffuser.
Rear Aerofoil : Twin element pre-preg carbon composite aerofoil.
ENGINE
Type : 4-cylinder in-linem DOHC, 4VPC
Model : Vauxhall/Opel 20XE OLE 0002
Preparation : Swindon Race Engines or P&P Autocare.
Capacity : 1998 cc
Bore x Stroke : 86.00 x 86.00 mm
Max Power : 220 bhp
Carburettors : 2 x 45 mm Weber 45DCOE Type 152
Camshaft : SRE/P10 or NS-SP1 (as supplied by NSA)
Lubrication System : Dry-sump
Ignition control box : MBE/99/SP1 MSA Sealed (with rev. limiter OLE 0008 or OLE 0008/76 MSA sealed)
TRANSMISSION
Gearbox : 5-speed Staffs Silent Gears Kwikshift, H-pattern shift (sequential shift optional).
Clutch : AP Racing twin plate.
SUSPENSION
Front and rear : Un-equal length double 4130 steel alloy wishbones. Pushrod operated Öhlins
46HRC double adjustable dampers, Eibach springs. Fabricated steel Uprights.
djustable switchblades control roll. Cockpit adjustment is possible if required.
BRAKES
Front and rear : 280mm vented cast iron discs, Billet aluminium 4-piston calipers. Ferodo carbon
metallic pads. Cockpit adjustable balance bar.
WHEELS
Front and rear : Dallara F3 specification OZ magnesium alloy castings centre-lock
TYRES
Front : DUNLOP SP1 DRY 190/535R-13 'Supersport' or 170/510-13 "894"
DUNLOP SP1 WET 190/535R-13 'Wet' or 170/510-13 "Wet"

Rear : DUNLOP DRY 230/570R-13 'Supersport' or 210/570-13 "894"
DUNLOP WET 190/535R-13 'Wet' or 210/570-13 "Wet"
STEERING
Type : Titan Rack-and-pinion. Momo Model 27 steering wheel with SPA quick release.
COCKPIT
Instruments : Oil Pressure, Oil Temperature, Water Temperature, Engine Revs,
Data acquisition : Pi
Safety Harness : Willans six-point safety harness.
ELECTRICS
Wiring loom : Custom built with heat-shrink for durability. ITT Canon Sure-Seal connectors. ETA
circuit breakers
DIMENSIONS
Wheelbase : 2400mm
Front Track : 1411mm
Rear Track : 1520mm
Overall Weight : 510kg (excluding driver in National Supersports spec)
Power to Weight : 431 bhp/tonne
PRODUCTION
Price : £35,000 plus VAT (to National Supersports specification less engine)
Manufacturer : Ewan Baldry, Juno Racing Ltd, 11 Athlone Avenue, Blackpool, Lancashire,
FY2 9UY, England
E-mail : ewanb@junoracing.co.uk
Phone : 07971 531763
THE JUNO SS1 SPORTS PROTOTYPE
The Juno Racing Ltd SS1 sports prototype racing car has been built to compete in the UK National
Supersports championship. The car has been designed with versatility in mind and could be configured to
suit a range of championships and formulae. The car has been assembled using only the highest quality
components right down to the military specification nuts and bolts and ETA circuit breakers. The Juno
Racing Ltd design team believes it to be worth the extra expense in buying such equipment, in order to
ensure reliability and performance. The following technical specification will describe the configuration of
the car, as seen at the Autosport International show 2001. Suggestions for potential modifications to enable
the car to compete in different formulae appear towards the end of this page. The Juno Racing Ltd design
team will be happy to discuss any design requirements.
THE JUNO RACING LTD SS1 – DESCRIPTION
Chassis
The chassis is a steel tubular space frame construction as mandated by National Supersports regulations. The
material used is CDS (Cold Drawn Seamless) steel tube of varying dimensions. The integral roll structure
again from CDS tubing satisfies MSA (UK Motorsport Association) requirements. This mandates a minimum
tube diameter, wall thickness and bend radius. The Juno roll structure is made form 50mm diameter tube
with a 2mm wall thickness. The bend radius is 160mm. Higher specification T45 tubing can be used on
request. This could lead to a small weight saving in the chassis construction. During the design phase, the
fundamental chassis layout was subject to many hours of computer based stress analysis in an effort to
improve the stiffness to weight ratio of the chassis. The end result is a chassis with a torsional rigidity in
excess of 22,000 Nm/deg and an overall weight of just 65 kg.
Suspension
The basic suspension layout is un-equal length double wishbones front and rear. Pushrods operate billet
aluminium machined bell cranks that in turn actuate Ohlins 46HRC double adjustable dampers and Eibach
springs. Uprights, front and rear are steel fabricated units, offering excellent installation stiffness, bearing
retention as well as being lightweight. Wishbones are made from 4130 steel alloy tubing. Aero-section
wishbone tubing is also available at an increased cost. All spherical joints are either Silverline or Goldline
Ampep bearings. Adjustable switchblades control roll. Cockpit adjustment is possible if required. Camber
adjustment is made by the adding or removal of laser cut shims. The shims are fitted between the billet
machined steering arm and the upright. With multiple wishbone pick-up points, the car can be set up with
anti-dive and anti-squat geometry as required. The rear suspension is mounted via a billet machined
aluminium shear plate. This ensures dimensional accuracy of the suspension installation and therefore eases
car set-up. Customer cars will also benefit from the same concept at the front end of the chassis, following
a re-design of the method for suspension mounting. The new design features a similar shear plate fitted to
the front of the space frame, onto which bolts the wishbones, steering rack, dampers, bell cranks and pedal
box.
Transmission
The Juno Racing Ltd SS1 car uses the Staffs Silent Gears Kwikshift 5-speed trans-axle gearbox. Although an
H-pattern shift is fitted as standard, to comply with National Supersports regulations, a sequential shift
mechanism can be fitted with very little additional cost. The gearbox has been used in the National
Supersports class for many years and proves to be very durable. Hewland Mk-9 ratios are used and are
readily available. This gearbox is probably nearing its performance envelope transmitting the 220bhp from
the Vauxhall engine that is currently fitted to the car. For engines producing greater torque a gearbox from
the Hewland range could be fitted to the car with minor changes being made to the aluminium sheer plate.

Engine
The car is currently fitted with a Vauxhall 2.0 litre XE engine that has been tuned to National Supersports
regulations. The engine is dry-sumped and has been fitted with cams of unique profile designed for the
National Supersports championship. An MBE ignition box and twin Weber 45 DCOE carburettors result in
power output of around 220 bhp. The engine bay is very adaptable and the chassis could accommodate
anything from a Suzuki Hayabusa bike engine through to a V8.
Steering
Steering is actuated via the ubiquitous Titan steering rack. This operates billet machined steering arms. The
steering pinion gear housing takes the form of an eccentric bush. This facilitates the fitting of a range of
pinion gears, therefore allowing the steering ratio to be altered to suit any kind of circuit or driver
preference. The steering column is fitted with top specification Apex universal joints (helicopter joints). To
ease entry and exit to the cockpit, the steering wheel is fitted with the SPA quick release steering wheel
boss. The Momo model 27 steering wheel with flat bottom is fitted as standard.
Bodywork
The bodywork is split into 3 main sections. The central section remains fixed to the chassis. The nose and
tail section are quickly removable upon operating the quarter turn and over-centre fasteners. The bodywork
is made from GRP (glass reinforced plastic). A single laminate is used in order to keep weight down. The
company now has access to facilities that would allow the bodywork to be manufactured from pre-preg
carbon or glass composite materials. Pre-preg, oven cured bodywork would offer a weight saving in excess of
20kg. The additional cost is likely to be around £3000. The floor is made from carbon fibre skins with a foam
core. The use of such materials results in very lightweight panels. The floor is split into four sections to ease
maintenance. There are two main panels plus the front underbody (splitter) and the diffuser.
Braking
The car is fitted with an AP Racing Formula 3 braking system. This set-up includes: Billet aluminium four
piston calipers, front and rear. 280mm diameter vented discs. Ferodo carbon metallic pads. Braking is
controlled via a cockpit adjustable balance bar. The rear braking system is fitted with a dry-brake coupling
to allow the rear end of the car to be removed and replaced without the need for brake bleeding.
Clutch
The car is fitted with an AP racing twin plate clutch. A hydraulic annular piston is used for clutch release.
The clutch system is fitted with a dry-brake coupling to allow the rear end of the car to be removed and
replaced without the need for clutch bleeding.
Wheels
The car runs on Dallara F3 specification OZ centre-lock wheels. The wheels are magnesium alloy castings
thus making them extremely light. These wheels are suitable to take the mandatory Dunlop "Clubmans" slick
or wet tyre. Alternatively, if the car were to be used for a different application, readily available Avon F3
tyres could be fitted.
Rear Aerofoil
The car is supplied with a twin element pre-preg carbon composite aerofoil. The flap allows the wing to be
tuned to suit a range of circuits.
Safety Harness
The car is fitted with a Willans six-point safety harness.
Electrical Equipment and Wiring
The car is fitted with a custom built wiring loom; the loom is finished with heat-shrink for durability. All
wiring connections are made with ITT Canon Sure-Seal connectors. The electrical circuits are protected with
ETA circuit breakers as chosen by touring car, rally and GT teams.
Instrumentation
The car is supplied fitted with gauges indicating: Oil Pressure, Oil Temperature, Water Temperature, Engine
Revs, The car can be fitted with any data logging system from the Pi range as required.
Nuts and Bolts
The car is assembled using military aircraft specification NAS bolts and " K- Nuts ".
Maintenance
During the design of the car, care has been taken to ensure that the car is simple to work on. One major
feature of the car is that the whole of the rear end can be removed or fitted as a complete sub-assembly.
Undoing four nuts allows the rear shear plate, onto which is mounted the gearbox, rear suspension and rear
wing mounts to be removed as a unit. This allows an engine change to take place in about 1 hour. If
required, a fully built up rear end assembly could be carried for emergency replacement.
Alternative Applications for the Juno SS1
Many people who visited the Juno Racing Ltd stand at the Autosport International show enquired about the
possibility of adapting the car to suit other formulae and racing categories. The following section describes
some of the fundamental alterations that would need to be made to suit some of the categories mentioned.
This is by no means a definitive list and anybody wishing to pursue a particular route should contact us to
discuss their ideas further. The car would obviously be eligible to compete in hillclimb and sprint events as
it is. Obviously National Supersports regulations restrict engine power that might be unnecessary for
hillclimbing or sprinting. The car could be adapted to suit the SR2 class for the Sports Racing World Cup.
This would require an extension of the wheelbase by around 150mm. This would require small bodywork
modifications. The SR2 class prohibits the use of both carbon composite chassis and tubular spaceframe
chassis. The remaining option is an aluminium skinned aluminium honeycomb chassis. It would be relatively
straightforward to replace the current tubular structure with a honeycomb equivalent, suspension geometry
would remain the same and the shear plate mounting, front and rear would be maintained. Other

modifications would include: Larger diameter wheels and tyres front and rear. Up-rated brakes. A 60 litre
fuel tank (current tank is 25 litres). More substantial gearbox (Hewland NMT or DG300 for example). A bigger
engine of course! The minimum weight limit for the SR2 cars is 720kg. It is worth mentioning that in 1999, if
the lap times from the National Supersports round at Donnington are compared with those for the SR2 cars
around the same circuit, Chris Ward in the then dominant Mallock P20, was producing lap times that would
have put him on the front row of the grid for the SR2 cars. Many of the modifications suggested above are
obviously applicable to a car intended for the 675kg "Lights" class (ACO LMP675) at Le Mans. Steel
spaceframe chassis are however still permitted at Le Mans. That said, it would make sense to run the car
with an aluminium tub for the benefits that such a material offers in terms of stiffness to weight. The only
real modification that would need to be made for the Castle Coombe Open Sportscars category would be
the fitting of a larger fuel tank. It would however make sense to bolt on some bigger wheels and tyres,
brakes and engine.
JUNO RACING LTD.
Juno Racing Ltd was formed in August 1999. The company designs, builds and runs racing cars. The first
project is the SS1, campaigned in the 2001 National Supersports championship driven by Lee Linford and
Chris Ward. Juno Racing Ltd are based in Blackpool in the North of England. They currently occupy an
industrial unit in nearby St. Annes. Ewan Baldry started the Juno project as a hobby whilst working as a
design engineer with TVR Sports Cars. Since then he has worked for the Williams Formula One team again as
a design engineer, a position from which he resigned in September 2000 in order to start work full time on
the Juno SS1. Ewan is qualified as a Master of Mechanical Engineering. Ben Lang graduated in Mechanical
Engineering with Automotive Design from Brunel University in 1997. Since then he has been working for TVR,
where currently he holds the position of chief engineer on the new Tuscan Speed Six road car. His
production experience with TVR will be invaluable to Juno Racing Ltd when the time comes to produce
batch quantities of racing cars. He has been involved in the project for the past three years. Barry Lyne is
the managing director of Cadtek Systems Ltd, a computer hardware and software supplier of computer aided
engineering systems. He and Ewan formed a friendship some time ago. His love of motorsport has led to him
becoming a partner in the company. The fact that he has already built a successful company means that he
balances out the engineering skills of Ewan and Ben with sound business knowledge.
2003 DUNLOP NATIONAL SUPERSPORTS CHAMPIONSHIP
The 2003 National Supersports Championship is for open, two-seater, sports racing cars, in three classes as
follows: SP1 - Cars powered by engines complying with Section 5.7 of these Regulations. SP2 - Cars will be
only considered for inclusion upon receipt of a "Declaration of Vehicle Specification Form" provided by the
Championship Organisers, and must be :- Open, two seater sports racing cars of maximum engine capacity of
two litres and equate to a power to weight ratio of approximately 3 kg / 1 bhp, including driver. Cars in this
class must comply at all times with the specifications detailed in the form, including any amendments or
approvals required by the Championship Organisers. SP3 - Cars complying with Radical Prosport 1300
Regulations.
NATIONAL CHAMPIONSHIP SUPERSPORTS CHAMPIONS HALL OF FAME
Year Driver Car
1997 Tony Bridge Nemesis
1998 Neil Riddiford Nemesis
1999 Chris Ward Mallock
2000 Michael Mallock Mallock
2001 Greg Caton Zeus Challenger
2002 David Pegley Nemesis RE 99/02 (SP1)
Mike St.Clair Johnson Phantom P96 (SP2)
Robert Oldershaw Jnr. Radical Prosport (SP3)
DUNLOP NATIONAL SUPERSPORTS CHAMPIONSHIP 2002
Date Race # Winner Car Time Laps
12.05.2002 Snetterton R1 14 David PEGLEY Nemesis RME 99 18:43.966 16
12.05.2002 Snetterton R2 14 David PEGLEY Nemesis RME 99 18:46.888 16
25.05.2002 Brands Hatch R3 14 David PEGLEY Nemesis RME 99 15:58.645 20
26.05.2002 Brands Hatch R4 11 Lance ROBINSON Zeus Challenger 15:55.217 20
22.06.2002 Croft R5 3 John HARRISON Nemesis RME98 11:12.310 8
23.06.2002 Croft R6 2 Paul GIBSON Nemesis RME 02 20:40.460 15
27.07.2002 Oulton Park R7 2 Paul GIBSON Nemesis RME 02 19.56.016 12
27.07.2002 Oulton Park R8 2 Paul GIBSON Nemesis RME 02 16:47.302 10
18.08.2002 Pembrey R9 1 Greg CATON Zeus Challenger 12:18.511 13
18.08.2002 Pembrey R10 1 Greg CATON Zeus Challenger 20:44.055 22
28.09.2002 Brands Hatch R11 27 Chris BUNCOMBE Chiron 001 20:13.803 26
29.09.2002 Brands Hatch R12 27 Chris BUNCOMBE Chiron 001 20:07.632 26
12.04.2003 Rockingham R1 28 Stephen SHANLY Chiron 002 20:14.654 14
12.04.2003 Rockingham R1 16 Mark ARMSTRONG Bicknell RB003 19:51.611 14

DUNLOP NATIONAL SUPERSPORTS CHAMPIONSHIP 2002 – FINAL CLASSIFICATION
# Driver Car Points # Driver Car Points
1 David Pegley Nemesis 259 6 Peter Hobday RML Mallock 123
2 Paul Gibson Nemesis 229 7 Lance Robinson Zeus Challenger 113
3 Simeon Maurer Nemesis 198 8 Mike St.Clair Johnson Phantom 111
4 Robert Oldershaw Jnr Radical 140 9 Roger Mayers Radical 110
5 John Harrison Nemesis 131 10 Simon Tate Nemesis 107
JUNO RACING LTD SS1 – RACE HISTORY
Date Race # Driver Car Time Laps
25.05.2002 Brands Hatch R3 19 Adrian HOLEY Juno SS1 DNF 4
26.05.2002 Brands Hatch R4 19 Adrian HOLEY Juno SS1 7 TH - 16:38.560 20
18.08.2002 Pembrey R9 19 Adrian HOLEY Juno SS1 DNF 8
18.08.2002 Pembrey R10 19 Adrian HOLEY Juno SS1 DNF 3
12.04.2003 Rockingham R1 14 Adrian HOLEY Juno SS1 8 TH - 21:16.449 14
12.04.2003 Rockingham R1 14 Adrian HOLEY Juno SS1 7 TH - 20:21.152 14
IMAGE GALLERY
Adrian Holey in his Juno SS1 during 2002 Brakes and suspension.
The Juno SS1 read-end with the 220bhp Vauxhall engine.
SOURCES
http://www.junoracing.co.uk/The-Car/
http://www.nationalsupersports.com/
© Compilation by Rainer Nyberg 2003-05-10 Fact-sheet 03/061