Will Gollop’s Peugeot 306 (1993-1997)

Filed under: Classic News |
Will Gollop's Peugeot 306G-Tech started working on the new Peugeot 306 in October 1993, the 306 followed the techniques and practices used in building last years 309 although the new car featured a composite floor and Safety Devices designed a multi-point roll cage which was lighter and much stiffer. Double wishbone, fully independent suspension was used at the front and rear. At the back this mounted onto a G-Tech fabricated sub assembly as opposed to the 205 T16 item used in last years 309, front suspension sub frame was built in-house and provides mountings for the engine and gearbox. Quaife transmission system was fitted, the major difference between the 306 and 309 would be a newer 1900cc turbocharged and intercooled engine, built by Cliff Humphreys, which replaced the 1750cc used in the 309, a major source of trouble for the team in '93. The 1900cc engine was expected to produce a power increase of around 100bhp over the 500bhp from the 1750cc unit and was essentially a T16 alloy cylinder head on an ordinary Mi16 alloy block. The greater capacity meant that it had to meet a higher minimum weight limit. Instead of being 30kg over, as it was in its 1760cc guise, it was now right on the limit with 40kg of ballast added, which can of course be placed wherever Will sees fit. The suspension was developed in conjunction with suspension guru Gordon Birtwhistle, using Proflex dampers. There were some compromises (mainly due to budget constraints) inasmuch as Will had to use regular uprights he already had, originally of 205T16 origin. There were also constraints imposed by the regulations, the dampers must be mounted below the bonnet line and (at the rear) below the level of the rear windows. That automatically places a sensible limit on wheel travel, without such restrictions, ever more freakish and expensive vehicles would evolve! In the interests of weight distribution, the radiator and intercooler are banished to the rear of the car, fed by the large NACA ducts let into the rear wings on either side. Will Gollop's 306The rules of rallycross's Supercar class are quite cunning, as they allow a bloke like Will to use his experience and ingenuity to build a competitive car without factory support and without waiting for the factory's competition department to design, fabricate, homologate and make available exotic and (invariably) expensive new parts. The disadvantage of running a car on a minimal budget is making do without the extra money that can 'buy' reliability. Factory-support teams achieve reliability by strict 'lifing' of components, which means ruthlessly replacing them at regular intervals, long before their best has been reached. For Will's G-Tech team, reliability can only be achieved by repeated, painstaking stripping and rebuilding, with careful inspection and crack-testing wherever appropriate, pure hard work! Will did have support from Peugeot, although minimal and relied more on enthusiasm that parting with cash! The British Touring Car Championship saw most of Peugeots budget. 0-100mph in just over 5 seconds, can you imagine how fast that feels like? The Pug was normally geared for around 130mph Will's first win in the 306 was at Lydden Hill on 30th May 1994 and first entered the car in Europe in April 1994, round one in Austria. Gollop won the 1996 BRC and the 1997 BRDA championship (his 3rd British rallycross title) before selling the 306 to Helmut Holfeld who won the ’98 BRDA series. Holfeld then sold the car to John McCluskey who ran it for a couple of seasons before selling it to George Tracey who, in turn, sold it to O’Donovan. European Rallycross for the price of an FF1600 season
Will Gollop

Image; Rik Parmentier

So just what does it cost to compete successfully in European Rallycross (in 1994)? Gollop estimates you need a base figure of £80,000. In Motorsport this is pretty good value, although spending over the year is probably closer to £120,000, with the like of Schanche spending even more! Such budgets are possible as most rallycross cars are driver-engineered and there isn't a vast team expenditure to worry about. In many respects top-level rallycross was considered to be one of the most developed forms of club racing. These were privately developed post-Group B cars that made the Group A manufacturer-developed rally cars look tame!Tags:,