saved from sure destruction...

Marc has been driving Charades since 1990, starting with a 1986 G11 then a brand new G200 in 1996. Sometime around late 1998, he decided that after a 13 year break, he'd get back into motorsport - and what better to do it in than another Charade. After weighing up the pros and cons, he settled on the idea of the normally aspirated path and went in search of a DeTomaso Charade. At the time, he had a friend who was importing cars and another friend living in Japan. "One email on a Thursday night resulted in a response two days later and, at the price, I agreed right on the spot. The car was damaged and the price was a laugh... it was the least I could do to save a Charade from the crusher. The 34,000km reading on the speedo seemed acurate enough when you looked at the perfect state of the interior."

 

There are more pics of the pre-import and loading here

So, six weeks later it was in Brisbane and Marc set about repairing the minimal damage before getting the engineer's report and then registration. A plastics repairer in Brisbane did a pretty good job of sorting the front bar which, as you can see, was almost kinked inside-out. Marc threw on a standard G200 bonnet and off he went.  

First event was the Brisbane Motorshow Rally in which we came 11th.


He then spent a fair ammount of time travelling overseas and the car had to wait until he had effectively finished that project before he was able to get back to 'sorting' it out. Over the next few months he made a few modifications, concentrating on the handling aspects of the car, and he also picked up a 'proper' bonnet. Generally speaking, the engine remains stock for now with the exception of a modified intake - a tuned-length 70mm tube from the throttle body to a K&N-style filter behind the left headlight. Marc has moved the battery to the hatch in order to make room for this. He also had the exhaust rebuilt as a 2" (min) from the collector back, losing the cat in the process. One major failing in the Charade HC and HD motors is oil surge. "The first time I had the car on the circuit, I scared the hell out of myself when, exiting a hard right corner, the power dropped and I glanced in the mirror to see the biggest cloud of smoke" As it turns out, the engine was unharmed and what Marc saw was simply a small ammount of oil being sucked into the throttle body. Easily fixed with a surge/breather tank but at around $200, Marc decided to make his own. So, for about $20 worth of fittings and some 5" pipe with plates welded on each end, the tank was made. It's about 2 litres which is the minimum capacity for CAMS regulations. The only other modifications to date are the spotlights, harnesses and a TerraTrip 303.


I've had the Cibies for 15 years and this is their fifth car!


Marc has really concentrated on getting the car to handle just how he likes. "I owe a debt of gratitude to Darren at Fulcrum Suspension in Brisbane for doing such a great job and putting up with my obsessive persuit of oversteer." The car has been lowered about 30mm with a set of Kings but the real secret is in the geometry. "Darren gave me a great starting point and we have tweaked it from there." Between that and the tyre choice, the car turns in on a dime and is now a real joy to throw around, leaving a lot of 'performance cars' in its wake on the circuit. The tyres Marc settled on are Falken Azenis 195/60/14 on the standard rims which are fairly common starting point for club circuit racers and road rallies. He has run Falkens before on his old G200 but these were the GRB in a 205/40/16. After trying the GRB II series on this car for just one event, they are now on his partner's G203 F2.

At this stage, the brakes remain standard but Marc says really can't fault them yet. "I can get very cheeky on the track, diving in under brakes and putting the wind right up a lot of guys who just can't believe the braking on this car." In February 2001, Marc fitted Bendix Metal King pads all round but is waiting on the new Bendix Performax compound to become available. A pair of SAAS racing seats were purchased and the driver's side fitted in March. "It's fantastic what a difference a proper seat can make to your driving... you can feel the car changing attitude long before you would with a normal seat." Other modifications planned for the rest of 2001 are the roll cage, experimentation with rim and tyre sizes and final drive ratios and then attention will turn to the engine. Finally, Marc will be investing in a new cylinder head, cam and computer... but as he says "the extra horsies are low on the list of priorities for now. The car handles really well and what it lacks in hp, it makes up for in handling. The extra power will be nice but learning to deal with the car as it is, and still doing good lap times with a stock motor only lends credence to the argument that these are a very sweet and reliable car." Marc's personal website can be found here where you will find photo galleries of many of the events he and other Charade owners compete in.

On his way to a 7th place in the 2000 Road Rally Series


Who says you can't drift a Charade?


Another WRX teasing lap at Lakeside International Raceway