Johnny Cecotto

Johnny Cecotto

Johnny Cecotto is a legendary racing driver who had a long and illustrious history with BMW. He began his association with the German carmaker in the late 1970s when he joined the BMW Junior Team, a program designed to nurture young talent in motorsport. Cecotto quickly made a name for himself in Formula Two racing, winning the championship in 1979, and went on to enjoy success in various BMW-powered cars throughout his career. In 1978, Cecotto joined the works BMW team and competed in the European Formula Two championship, driving the BMW M1. He won his first race in the series at Hockenheim and went on to win the championship the following year, also driving the M1. Cecotto's performances caught the eye of the BMW Formula One team, and he made his debut in the sport with the Ensign team in 1980. Cecotto drove the BMW-powered Ensign N180 in his debut season, competing in nine races but only finishing two. He qualified a highly respectable seventh for the Monaco Grand Prix but was forced to retire from the race due to a gearbox problem. Despite the lack of results, his performances showed his potential, and he was signed by the BMW-backed Theodore team for the 1981 season. Cecotto continued to drive the BMW engine in the Theodore TY01, but the car was not competitive, and he failed to finish any of the three races he entered for the team. He returned to Ensign for the final six races of the season but again failed to finish any of them. Cecotto's Formula One career was then cut short by a serious accident during a test session at the Silverstone circuit in August 1981. Despite his limited success in Formula One, Cecotto continued to drive BMW-powered cars in various other categories. In 1982, he returned to Formula Two, driving the Ralt-BMW RT21 and RT22, but was unable to replicate his previous success in the championship. He also drove a BMW 635 CSi in the European Touring Car Championship, winning the Spa 24 Hours race in 1983 alongside teammates Hans Stuck and Dieter Quester. In 1984, Cecotto returned to motorcycle racing and won the prestigious Daytona 200 race in the United States, becoming the first rider to win the race on a four-stroke motorcycle. He continued to race motorcycles until 1993, winning a total of 13 Grand Prix races and finishing as runner-up in the 500cc world championship in 1988. Johnny Cecotto's association with BMW spanned many years and saw him drive various cars in different categories. He achieved great success in Formula Two, winning the championship in 1979, and also enjoyed success in touring car racing, winning the Spa 24 Hours race in 1983. Despite his Formula One career being cut short by injury, Cecotto's talent and success on both two and four wheels ensure that he is remembered as one of the greats of motorsport.

Coilover suspension: what is it and what are the benefits?

Track racing is all about maximizing performance and speed, and having a properly set up suspension system can make a significant difference in achieving those goals. One of the most popular suspension setups for track racing is the coilover suspension system. In this blog post, we’ll discuss what a coilover suspension is, the benefits of using one for track racing, and how to properly set it up for optimal performance.

What is a coilover suspension?

A coilover suspension is a type of suspension system that combines a coil spring and a shock absorber into one unit. The term “coilover” is derived from the words “coil spring” and “over shock”. The spring sits on top of the shock absorber and is held in place by a threaded collar, which allows for adjustable ride height.

Benefits of using a coilover suspension for track racing

One of the main benefits of using a coilover suspension for track racing is its adjustability. The threaded collar on the shock absorber allows for fine-tuning of the suspension to suit the specific needs of the track and the driver. This adjustability allows for changes in ride height, compression and rebound damping, and spring rates.

Another benefit of using a coilover suspension is its weight savings. Coilovers are typically lighter than traditional shock and spring setups because they eliminate the need for separate springs and shocks. This weight savings can improve the car’s handling and reduce unsprung weight, which in turn improves acceleration, braking, and cornering.

Setting up a coilover suspension for track racing

Properly setting up a coilover suspension for track racing can be a complex process, but following these steps can help ensure optimal performance:

  1. Determine your goals: Before making any adjustments to your coilover suspension, it’s important to determine your goals for track racing. Are you looking to improve lap times, reduce understeer or oversteer, or improve overall handling? Understanding your goals will help you make informed adjustments to the suspension.

  2. Adjust ride height: Adjusting ride height is the first step in setting up a coilover suspension. Lowering the car’s center of gravity can improve handling, but it’s important not to lower the car too much, as it can result in ground clearance issues.

  3. Adjust dampening: Compression and rebound dampening are two settings that can be adjusted on a coilover suspension. Compression damping controls the rate at which the suspension compresses, while rebound damping controls the rate at which the suspension rebounds. Adjusting these settings can help improve handling and reduce body roll.

  4. Adjust spring rates: Spring rates determine how stiff the suspension is. Stiffer springs can improve handling and reduce body roll, but they can also result in a harsh ride. Softer springs can provide a more comfortable ride, but can also result in increased body roll.

  5. Test and adjust: After making adjustments to your coilover suspension, it’s important to test the car on the track and make any necessary adjustments. It may take several iterations of adjusting and testing before you achieve the desired performance.


Coilover suspensions are a popular choice for track racers because of their adjustability and weight savings. Setting up a coilover suspension for track racing can be a complex process, but following the steps outlined in this blog post can help ensure optimal performance. Remember to take your time, test and adjust, and always prioritize safety on the track.


What are some of the best brands?

  1. KW Suspension: KW Suspension is a well-respected suspension brand that offers a wide range of coilover kits for various makes and models. Their products are known for their high-quality construction and excellent adjustability.

  2. Bilstein: Bilstein is another popular brand in the suspension world, known for their high-performance shock absorbers and coilover kits. They offer a range of kits for various applications, including track racing.

  3. HKS: HKS is a Japanese company that has been producing high-performance automotive parts since the 1970s. They offer a range of coilover kits for various makes and models, including some specifically designed for track use.

  4. Ohlins: Ohlins is a Swedish company that produces some of the highest quality suspension components in the world. They offer a range of coilover kits for track racing, with their products being used by some of the top race teams in various motorsports.

  5. Tein: Tein is a Japanese company that produces high-performance suspension components for a range of applications, including track racing. Their coilover kits are known for their adjustability and durability.

It's important to note that the best coilover for track racing will vary depending on the specific make and model of your car, as well as your specific goals and needs. It's always best to do thorough research and consult with a professional to determine which coilover kit is best for your application.

The Prides Of Japan

The Prides Of Japan

Tsukuba Circuit

It may be tiny and it rarely hosts major circuit championships these days, but Japan's Tsukuba is one of the most recognised circuits in Japan thanks being immortalised in countless video games. Known for being the home of time attack, Tsukuba is in fact these days two courses which enjoy year round popularity.

Tsukuba is one of the few Japanese circuits located in a metropolitan area, close to Tokyo, which has likely been key to its success and longevity. While one of the shortest tracks in the country, it has a seemingly endless stream of car enthusiasts on its doorstep, all keen for somewhere to show off their machinery.

The track was conceived in 1966, though it took several years to be ready for racing, finally opening in June 1970. The 1.271-mile course is U shaped, folding back on itself through a variety of hairpins and medium speed bends, with a final (seemingly never-ending) fast curve leading back to the start/finish. It is also billiard table smooth. Initially, the course had an even shorter variant, which cut out the final hairpin but this fell out of use in 1990 when a new chicane was added at the same spot for use by motorcycle racers only.

In its heyday the circuit hosted rounds of the All-Japan F3 Championship as well as the Japanese Touring Car series, both hugely popular events. Both series eventually moved on elsewhere, but on two wheels, it continues to host the All Japan Road Race Championship, better known these days as a heavily manufacturer-backed superbike series.

It was the sport of time attack which ensured Tsukuba's enduring popularity. Japan's car tuners began using the circuit to test their modifications almost from its outset and soon obtaining the fastest lap around the course became a badge of honour. Time attack competitions began being organised in the mid-1990s and Tsukuba became its holy temple.

In 2001, a second circuit was built alongside the main course, when the former mini-bikes circuit was completely renovated. The new course is used for a variety of events including driver training and also some club racing events. Known as 1000 course (after its 1km length), its opening caused the original circuit to be renamed the 2000 course to differentiate it.

The advent of video games like Gran Turismo, where time attack modes were a staple, meant that Tsukuba became widely known to an audience who almost certainly would never set a foot in the real circuit, let alone drive a lap in anger! Accordingly, Tsukuba has achieved near-mythical status and, despite now largely abandoned by major car and bike competitions, is as busy as ever and seems to have a long future ahead of it.


Fuji Speedway

Fuji Speedway began life in unusual circumstances, when plans for a NASCAR-style oval set in the foothills of the famous mountain were put forward in the early 1960s. With Honda's Suzuka test track already established, the new facility would also provide the other manufacturers of the burgeoning Japanese motor industry another track to test their two and four wheeled machinery.

Despite being as far removed from the Deep South as it could possibly be, the plans had serious intent, with the formation of the Japan NASCAR Corporation in 1963. An exclusive contract to host the stock cars in the Far East was also secured.

By June 1964, a 1.5 million square metre site had been identified and bought, with construction beginning almost immediately. The design took its inspiration from the Daytona Speedway and was to feature two long straights connected by banked corners. The first of these banked corners was well under way when a visiting Stirling Moss, invited by the Japanese to view progress, told circuit bosses that he thought it was unrealistic to complete an oval circuit in such mountainous terrain and had some reservations about the design to date.

History doesn't record whether this was a decisive intervention; with construction costs mounting, there wasn't enough money to complete the second banking even if they had been determined to do so. Plans were revised and the circuit completed as a road course, overlooked by a giant grandstand on the long main straight. The change in plans forced an abandonment of the NASCAR contract, although the Speedway name remained. In October 1965, the Mitsubishi company acquired a controlling interest in the project.

Despite now being a more conventional road course, the original Fuji was still fearsomely fast. The almost mile-long straight lead onto the banking in a clockwise direction. Unusually, the cars rose over the crest of a hill before dropping down into the banked right hand corner. Only a layer of armco barrier at the top prevented complete disaster – and often didn't.

The circuit opened in December 1965, though racing did not get under way until the following year. Among the first international stars to sample the course was Jim Clark, who was flown in to take part in a Formula Three race. The American connections remained, despite the loss of NASCAR, in the shape of the USAC Indycars, which held the Fuji 200 exhibition race in October 1966. Jackie Stewart took victory ahead of Bobby Unser. Can-Am also visited in 1968, choosing to run the course in an anti-clockwise direction, possibly to alleviate the dangers of the high-speed entry onto the banking.

Unlike many other international top-level tracks Fuji has always encouraged the sport of drifting, allowing the D1 series to run one or two rounds there each season. Furthermore Fuji Speedway also offers a small separate drift track inside its grounds as well as a smaller "Short track" which is used for track day events and driving courses.

As well as national-championship events, Fuji also hosts the popular Nismo Festival and Toyota Motorsport Festival and the circuit is available for enthusiasts to lap when no racing or testing events are being held.