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Tenth Autocross (03/23/2002, FedEx Field):
SETUP:
- Tires and suspension same as Autocross
Seven above, Except... - Added 11/16" adjustable rear swaybar (a
leftover from converting Ol'Beastly (the
'66 Mustang) to rear disk brakes).
Length: 41.5" (about)
Arms: 6.0", 6.75", and 7.5"
The arms angle outward by about 2.5" per
side so they span around 46.5".
Detail of Left Rear Suspension at Full
Droop From The Rear.
Detail of Right Rear Suspension From The
Side.
Detail of Right Rear End Link Mount.
I origionally bought this bar from
Maier Racing in 1985 (proof that
you should never throw away ANYTHING).
Maier has a new version available now
that may have slightly different demensions
So talk to Mike Maier before you buy.
http://www.maierracing.com/pnms2315.html - Tire Pressure: 29 Psi Front/29 Psi Rear.
RESULT:
| DRIVER | TIME |
| FTD 1990 Red Caterham Super 7 (DM) | 45.343 |
| CP Class Winner | 49.470 |
| Me | 51.176 |
Eleventh Autocross(04/21/2002, FedEx Field, second wet event):
SETUP:
- Tires and suspension same as Autocross
ten above, Except... - Tire Pressure: 28.5 Psi Front/28.5 Psi
Rear. - Backed Rear shocks off two clicks to 8
clicks in from full soft for wet conditions. - Reworked exhaust with a Dr. Gas "X" Pipe
and a set of Walker DynoMax Super Turbo
mufflers. Much quieter than the "H" pipe
and glass packs, and the seat of my
pants tells me its making a little more
power.
RESULT:
| DRIVER | TIME |
| FTD 1994 White Chevrolet Corvette (BSP) (ran in Dry) | 59.095 |
| CP Class Winner (well actually 2nd but fastest in the wet) | 64.971 |
| Me | 68.177 Not bad when you consider that the competition was running 245 45 16 Hoosier Dirt Stockers, quite possibly the best wet tire commonly available to US Autocrossers. |
12th Autocross (06/16/2002, Rosecroft):
SETUP:
- Tire Pressure: 30 Psi Front/29.5 Psi Rear.
- New 0.990" Torsion Bars. Much stiffer
than the stock 0.870" bars, almost
completely eliminating body role (in
combination with the swaybars), but
not jaringly stiff either. - New Alignment:
Left Right CASTER: +3° +3° CAMBER: -1.5° -1.5° TOE: 1/16" out RIDE HEIGHT: 1" below factory spec
RESULT:
| DRIVER | TIME |
| FTD 1979 Green Caterham Super 7 (DM) | 45.326 |
| CP Class Winner | 46.603 |
| Me | 48.455 Best Differential yet (1.852)! FTD was 45.326. Fast course also rewarded lots of grip. |
13th Autocross (06/30/2002, FedEx Field):
SETUP (Changes):
- Tire Pressure: 31 Psi Front/30.5 Psi Rear.
- Rear sway bar set to middle setting.
- Spax Shocks set at 11/10 clicks F/R.
- Loose nut behind the wheel missed breakfast.
RESULT:
| DRIVER | TIME |
| FTD 1979 Green Lotus Seven (DM) | 50.718 |
| CP Class Winner | 54.394 |
| Me | 59.442 Badly overdrove the car and slid all over on every run. NOTE TO SELF: NEVER skip breakfast on race day! |
14th Autocross (07/28/2002, Rosecroft):
SETUP (Changes):
- Tire Pressure: 29 Psi Front/29 Psi Rear.
- Spax Shocks set at 11/12 clicks F/R.
- Ate breakfast.
RESULT:
| DRIVER | TIME |
| FTD 1990 Red Caterham Super 7 (DM) | 39.568 |
| CP Class Winner | 43.206 |
| Me | 45.548 Much better drive and the car is working very well too. Time to stop making changes for a bit and learn the current setup. |
15th Autocross (08/18/2002, Rosecroft):
SETUP (Changes):
- New, larger aluminum radiator
(AFCO 18"x26"). Probably added
about 5 Lbs. Kept engine temps
under control on 98° (130 °
on the lot) day. - Removed heater & heater controls
(about 21 Lbs weight reduction
according to my highly accurate and
carefully calibrated bathroom scales
(does not include the weight of water
and hoses removed). Made aluminum block
off/delete plates likely total about 8 OZ. - Tire pressure: 27.5 Psi. Front/28 Psi.
Rear (did I mention it was a very HOT day).
RESULT:
| DRIVER | TIME |
| FTD 1979 Green Caterham Super 7 (DM) | 52.416 |
| CP Class Winner | 54.510 |
| Me | 57.796 A real horse power course layout with a LONG figure 8 and only one really tight turn on the whole course. Another 50-100 Hp would have easily cut 2-3 seconds off of my time. Nicely neutral balance, good grip. |
16th Autocross (09/15/2002, Rosecroft):
SETUP (Changes):
- Left Spare and Jack in trunk.
- Went 1 click stiffer on the rear shocks (11f/11r).
- Tire pressure: 27 Psi Front/28 Psi Rear.
RESULT:
| DRIVER | TIME |
| FTD 2001 Red Chevrolet Corvette (SM2) | 46.192 |
| CP Class Winner | 49.028 |
| Me | 49.028 (GRIN) |
| CP 2nd PLace | 49.350(1) |
the 25x12 R33 Hoosier tired, 347 powered Fox Mustang
I've been chasing for the last 14 months! Steve (the
Mustang's owner), obliged me by coning on every run turning
a 48.598 to a 54.598, a 47.350 to a 49.350, and 48.650 to
50.650. I turned 52.719, 50.473(1) (or 52.473 with the
penalty, a rare cone for me), and 49.028 for the CP win and
FPTD! The course was very technical, but walked tighter
than it drove and had a good flow to it. It rained during
the 2nd heat which was when all the mod cars ran. FTD was
set by a DSP BMW 323is in the 4th heat at 46.110.
I arrived at the event with a wet set-up on the GoldFish but
backed the ride height back down and put the two
clicks back into the shocks before my first
run (but left the spare and jack in the trunk).
I started my first run with 28 Psi front/28.5 Psi
rear tire pressure. After run 1 I stiffened
up the rear shocks 1 click (now 11 in from full
soft on both ends) and ran a little faster,
but coned (same starting tire pressure). On the
third run I dropped to 27 Psi F/28 Psi R tire
pressure and really ripped a good run. Despite its
technical nature I could really 've used more power
too, as the slowest turn on the course (an
about 190 degree hairpin), led onto the second longest
straight.
It was dealing with that hair pin that led me to drop the
front tire pressure so low. On sweepers and transitions
the GoldFish is nicely balanced, but low speed tight
turns still bring out the pig in the GoldFish. I WAS a
little worried that the tires would roll over onto the
side walls but they showed no signs of it and dropping the
starting pressures really helped the front get bite in
the tight stuff without messing up the faster corners.
17th Autocross (09/22/2002, FedEx Field):
SETUP (Changes):
- Tire pressure: 27 Psi. Front/27 Psi. Rear
RESULT:
| DRIVER | TIME |
| FTD 1973 White TUI Super Vee (AM) | 43.153 |
| CP Class Winner | 50.663 |
| Me | 55.960 |
A combined horse power and technical course layout
100' skid pad circle leading into a long uphill
followed by one of two really tight turns on the whole course.
Another 50-100 Hp would have easily cut 2-3 seconds off of
my time. Nicely neutral balance, good grip.
Unfortunately the high G skid pad followed by the long straight
proved fatal to the tired 273, as it spun a rod bearing
on the drive home (OUCH!). The rod stayed on the crank
and the engine made it home still showing some oil pressure,
but it now goes CLANK! CLANK!. A new motor
was already in the works but it'll be a while yet.
Steve Brown, the owner of the real CP Mustang I've been
chasing for the last two years, kindly let me finish out the
season driving his car. Which let me collect 2nd in the Metropolitan
Washington Council of Sports Car Clubs season points chase.
The new, interim (I need it to last through the next three
years or so including SCCA driver's school), engine for the GoldFish
consists of the following:
- '69 318 block I happened to have on hand (came out of
a '69 Furry III my brother used as temporary transportation
and my sister drove for her senior year of highschool).
0.030" over (3.940" bore X 3.31" stroke = 322.85 CID). - Steel '67 273 crank I beat out of the locked up Commando I've
had roosting under my work bench for about the last eight years. - Manley Rods,
- KB flat top hyperutechtic cast pistons
- Ported '67 273 heads (1.88" I/ 1.60" E valves, same source as
the crank). I'm using these heads because their stock 57CC
combustion chambers make it easy to get adequate compression
without excessive milling (it'll actually come in around 9.9:1
unless we open up the chambers a bit).
Here's what the SuperFlow flowbench print out reveals so far.
Not hugh numbers but the computer still thinks they'll support
about 50 BHP per cylinder:
@ 28" of Water Lift Intake CFM Exhaust CFM 0.10" 60.93 48.78 0.20" 122.75 99.78 0.30" 179.68 137.16 0.40" 197.02 157.11 0.50" 185.91 168.20 0.60" 187.24 179.29
That's with chambers, seats and bowls cut and blended for the 1.88"
intake valves and a full port and polish on the exhaust with 1.6" valves. - 9.75:1 compression (Hughes recommended for the below cam used
with pump gas). - CompCams roller rockers.
- Hughes Engines Max Velocity mechanical cam,
part number: HEV4550AS.
Matched Hughes springs and light weight lifters. This Cam isIntake Exhaust Advertised Duration: 277° 283° Duration @ 0.050" Lift: 245° 250° Lift: 0.560" 0.575" Lobe Separation: 106 °
rated by Hughes for 2300-6000 RPM in a 340, it should work in the
2500-6200 RPM range in the 318. - Port matched Edelbrock Performer intake.
- 650CFM vacuum secondary Holley, valve covers,
oil pan, water pump, and Doug's Headers from the 273. - Assembly, Head work, & Dyno tuning by
Maryland Performance Center
(http://www.marylandperformance.com/) - Here's what Desk Top Dyno thinks VS what came out on the chasis dyno
at the rear wheels:
Desk Top Dyno Chasis Dyno RPM HP TQ HP TQ 2000 121 319 2500 159 334 3000 194 340 3332 161 Pull Start 254 3500 239 358 191 283 4000 283 371 231 303 4500 325 379 268 310 4785 286 TQ Peak 314 5000 358 376 298 310 5500 380 362 312 286 5809 317 HP Peak 286 6000 387 339 315 278 6337 309 Pull End 256 6500 386 312 7000 377 283 7500 364 255 8000 340 223
- Plot of Chasis Dyno Torque & Horsepower Vs RPM
- New Engine:
