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Earning the scars:
 Flatirons Tuning Rally Car

Team Start-Up and Preparation

 


  Tanner Foust and Scott Crouch in the original Flatirons Tuning Rally (2005).

  2002 Flatirons Tuning Rally Car
  with Tanner Foust and Scott Crouch (2004).

 

 

In 2004, after establishing Flatirons Tuning (see “Origins of Flatirons Tuning”), Scott Crouch conceived of fielding a rally team in the Rally America series as a way to gain more exposure for Flatirons Tuning. That eventually gave birth to the Flatirons Tuning Rally Team.

 

After running a few events in 2004, the team competed in full national championship seasons from 2005 to 2009.

 

 

The Car – Scarred Since the Beginning

 


  Stephan Verdier and Scott Crouch running the
  2008 Colorado Rally.


Our current rally car – a 2004 WRX with a turbocharged 2.0-liter engine – came to us as the result of being rolled during a test-drive. Having survived that test with only cosmetic damage, it seemed the perfect platform for conversion into a Production GT (PGT) rally car.

 

A PGT car has to remain close to stock, with the addition of a roll cage, of course. The engine, turbo (with a 32mm restrictor on the inlet), brakes, and transmission gearing all have to remain the same as they were when the car came off the assembly line. The only modifications allowed are to the suspension, differentials, and exhaust.

 

This class keeps the cars evenly matched, and, since most of the parts are original equipment, spares are easy to find. However, the level playing field makes proper setup of the suspension and differentials important to be competitive.

 

For suspension, we tried a few different components, ending up with an RS&SP three-way adjustable suspension all around. The large-diameter struts with remote reservoirs allow them to absorb bumps easily over many stage miles, and their fine adjustment lets us dial in for any surface that we’re running.

 

For differentials, we opted to run CUSCO limited-slip differentials front and rear and a JDM STI 20kg center diff all in the stock 5-speed transmission with stock gearing. We did try several differential setups as well, but this is what we found worked best for the dirt and gravel rally conditions.

 

 

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