WHO ARE WE?
We are a recently established company, although we are managed by people with extensive experience in the worlds of automotive and motor racing.
Our director, after being involved in the world of motocross in the mid 70's, directed the After-Sales Service of one of the first dealers of "General Motors" (Opel) of the Iberian Peninsula, competing initially in Hillclimb, later in Autocross (he participated, already, in the I Autocross of Arteixo, which initiated the current success of the Autocross in that locality). Later he contend in the Spanish Championship of Secret Rallys on Gravel, organised by Carmelo Ezpeleta (the one from MotoGP - Dorna), being the first driver to travel from Galicia (Guillermo Barreras did it from Madrid, where he lived) at a time when the union of the concepts: "rallys", "secret" (no training at all) and "gravel" were surprising in Spain and had to be explained.
At that time he was personally in charge of the preparation and tuning of his own vehicles (Mini, several of the new Opel Corsa, Seat Ibiza, Ritmo Abarth 130 TC) as well as the Opels of outstanding drivers such as Carlos Piñeiro and José Caamaño (Ascona 2000 Group 2, Ascona 400 Group 4 Conrero ex-Miki Biasion, Manta Irmscher i200 and Manta 400), the latter, a "monster" of the much missed Group B which marked his way of approaching competition.
After a few years of running a car scrapyard, with partners participating in various car competitions, in 1990 he set up one of the most important distributors of competition material on the peninsula, being the exclusive distributor of Sparco and OMP for Galicia as well as many other brands exclusively for the whole peninsula, such as Colway competition tyres (the first renewed tyres to dominate Autocross) and MaxSport, with which he organised, with the collaboration of the magazine CronoMotor, a promotion cup in tarmac Rallys in the Galician Rally Championship.
During the 90's it supplied material to several factory teams in Spain and Portugal, as well as to outstanding private pilots, who with its accessories and suspensions (Proflex, Bilstein...) won Trophies or National Championships (Manuel Muniente, Jose Mari Karrera, ...), or participated in important races like, for example, the Paris-Dakar, with our renewed tyres, even scoring the first Scratch in the prologue of Paris with them (Ramón Dalmau).
In the year 1992, after watching a national championship event in France, he proposed to the Federación Galega de Automobilismo the creation of a new category in Autocross, the Car-Cross (which at that time was only made in Catalonia with Citroen 2 CV engines), being in charge of redaction of the first regulations and the impulse, advice and help (even providing the templates of your first designs) to the different teams interested in building single-seaters for this (at that time) new and revolutionary category.
He later participated in the commission for the Real Federación Española de Automovilismo (RFEdA) which created the first National Car-Cross Championship, a speciality that is currently the most popular in Autocross, and enjoys a large participation and following among drivers and the public. Being, at last, already recognised by the Federation Internationale de l'Automobile (FIA) and finally enjoying full implementation throughout Europe.
Also, because of its long-standing association with the Escudería La Coruña, and his contacts with elite drivers at national level (clients and also friends), was the driving force behind the presence in the first Arteixo Masters of national champion drivers (clients), who travelled to distant Galicia, which at that time was not even on the national Autocross map.
He has also been for many years "Technical Steward" of the "Federación Española de Automovilismo" with the aim of contributing to the organisation of the activities of the Escudería La Coruña.
Always looking to run a lot, for the minimum cost, or being able to self-build, starting from small utility cars, Prototypes or Replicas of exciting Group B Rally Legends, and knowing the level to which some drivers can reach in their self-builds, even winning or revolutionising the most prestigious competitions: Jean Rondeau at Le Mans, Jean-Louis Schlesser at the Dakar Rally or Marcel Tarrès at the Andros Trophy; in November 2008 prepared a SuperCrossCar regulation proposal to the Real Federación Española de Automovilismo (RFEdA) with the dual intention of, as with the Car-Cross, creating the basis for the "development of the national auxiliary industry", breaking the need to import everything from abroad and attracting "the interest of dealers of vehicles of unusual brands, or of new constructors and preparation companies".
This proposal was approved by the RFEdA for the 2009 competitions by implementing the following rules and regulations: TECHNICAL REGULATIONS AND TYPE-APPROVAL RULES FOR E-2 PROTOTYPE VEHICLES (2009), changing the name to E2 Prototypes (there were already E1 Prototypes), with a mistake in the wheelbase which should read "MINIMUM shall be 2.000 mm" (Article 3.1) to avoid unlicensed cars (also banned for not being a 4-seater, nor be its body made of steel) but, worst of all, by requiring homologation of the safety structure, which is not required for vehicles of even 2 tonnes, where the roll bar simply has to be manufactured in accordance with the requirements of Article 253.8 of Annex J of the Federation Internationale de l'Automobile (FIA), but can be handmade (although they do not like to mention this explicitly).
Obviously the roll bar, built with the same materials and thickness, is much safer in a car with almost no weight and no inertia than in a 2,000 kg monster, where the inertia of every kilogram will try to crush the roll bar in the event of an accident.
It is a well-known case of a light Car-Cross car, which after doing 8 bell laps in one event, has won the French National Championship the following year, using the same chassis or structure.
In our opinion, this very clear discrimination with respect to the Division I (RFEdA Rules, which simply state: "2.4. Security structure: To be installed in accordance with Article 253-8 of Annex J.".) and SuperBuggy (FIA rules that say: "4.11 Safety cage: Mandatory as defined in Article 253-8 of Annex J".) which are much heavier and more powerful vehicles (and therefore more demanding on the safety cage) has affected the development of the category, prevented the self-construction of replicas with Group B aesthetics and meant that industrialised manufacturers have to homologate, and pay for, each variation (for another car model) or each evolution of the homologated structure. It seems that the French, Czech or Dutch pilot-constructors are more capable than the Spanish ones. And this is how we suffer it.
Nor has it helped to share the grid with the Division I (4x4 and with a better start, but not faster) WITHOUT FIGHTING for their OWN Trophy or Cup, which is not so complicated and, as well as providing an incentive, would decongest the already three categories of Car-Cross offering a progression to the drivers without the costs of the 4x4.
In case you are interested: TECHNICAL REGULATIONS FOR NATIONAL E2 PROTOTYPE VEHICLES 2024
Driven by our passion for MotorSport, we are proud to be able to satisfy the needs of our customers, both large companies and small businesses, drivers, teams and fans of competition or 4x4. To all of them, thank you for trusting our company and its professionals.
