Check out Chenowth's newest racing machine. This machine should keep Chenowth at the top of the Baja 1000 win list. 

Off road race cars today are going faster, driving a need for aerodynamics in these vehicles. Also, the competitive cars have increased wheel travel, which gives the driver control at higher speeds. Of course, high strength and light weight are always conflicting concerns in any kind of vehicle. In order for Chenowth to lead the way into the 21st Century, they, with many knowledgeable racers, have created a new Class 1, mid engine race car. It is a lighter, tougher car that embodies the features of consistently winning cars. The all new chassis is constructed of 4130 Chrome moly tubing, tig welded and stress relieved for consistent high strength. Suspension components are heat treated for extra strength, and composite materials are used in the body for extra strength and lightness. Actually, although it is tougher, it weighs 60 lbs. less than the previous Chenowth frame.

Ryan Thomas has achieved remarkable success with the previous Chenowth car, winning three out of four of the last Baja 1000’s, 1993 San Felipe 250, and last year’s Laughlin race. Ryan often outdrives his competition on curvy, rough sections where turning and steering is most important. The previous Chenowth geometry has worked very well for him and others, so remains the same in the new car. As with all racing, a stepping stone approach to improvement will lead to championship results. Rear end geometry has been improved and is a variant of the most successful current designs. With these aspects in place, the chassis was designed with simplicity and strength in mind. This helps to reduce the cost of manufacturing, and in turn, to reduce the cost of racing.

The observer will almost immediately notice that the rear coil over shocks are laid down more than on previous cars. This gives an improved progression rate, but puts greater force on the chassis attachment, trailing arms, and shocks. Therefore, these have been strengthened to take the extra loads. One notices the simplicity of chassis construction in this car. To create the new chassis, Chenowth identified the critical load points of the car, like coil/shock attachments, then designed the chassis around those points, rather than having frame extensions to those points as in previous designs and like many other chassis manufacturers. In keeping with the higher speeds the car is capable of, the wheelbase has been increased to 120 inches. Many larger drivers will like the elbow room in the cockpit: width of the chassis at the elbows has been increased from 30.5” to 32”.

Suspension travel is 22” in front and rear, but Bob Gordon, who is prepping the firs tcar, may pull out some tricks and set the car up with even more travel! Bob likes to pass his competitors in places where others don’t even think a car could go, so he wanted the new chassis to be TOUGH! Therefore, Chenowthengineers have analyzed the chassis to investigate its strength in response to loads imposed by several different modes of off road rigors. Twisting, or torsion, of the frame is the biggest enemy of any chassis. This chassis has excellent torsional rigidity. We have all seen these cars bang the front end into a ditch. The front of this car has been created so the car is very unlikely to hang up on anything. It would have to be nearly vertical before the skid plate and front bumper would catch and end-O the car, yet they offer excellent protection if the driver straddles a rock or a bush (tree?). Bob Gordon once miscalculated while racing through an open gate. He deftly guided the front of the car through the narrow space, but the rear... On that early car, Bob bent the VW torsion housing into a V shape, and, as a result, was out of the race. One may notice some extra frame members going under the seat, just in case a fence post ever gets in Bob’s way again.

The mid engine configuration provides a skilled driver greater control of the vehicle in tight bumpy sections, due to less polar moment of inertia. You know how the old jeep banged down the road, and you really had to think ahead because when you sped up it went where the terrain pulled it? Driving a mid engine car is like dancing with a light and agile partner. We don’t think too many racers will really enjoy the slower, heavier driving style once they try this new mid engined car.

As these off road Class 1 cars race over uneven terrain, the drivers often get thrown from side to side. The radiator and electric gear has been moved down and alongside the driver. With the weight spread out to the sides, the car will not rotate back and forth as much. This gives a lower center of gravity, reduced polar moment of inertia, and increased resistance to roll. There is ample room in the aerodynamic body side pods for the radiator, oil cooler, and electric gear. The inlets to the sidepods have been tucked in close to the body to avoid picking up dust and rocks spraying off the front tires. There is an aerodynamic enclosure behind the driver that doubles as a clean air intake for the engine. The spare tire is tucked into the slipstream behind the engine, but as the off road racer will like, is easy to get to.

The first Chenowth car will have a 300 HP Toyota V-6, but manyengine combinations are possible. We look for great strides into the 21st century.