Tenth Autocross (03/23/2002, FedEx Field):
  • 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

    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.
  • Tire Pressure: 29 Psi Front/29 Psi Rear.

1990 Red
Caterham Super 7 (DM)
CP Class Winner 49.470
Me 51.176

Eleventh Autocross(04/21/2002, FedEx Field, second wet event):
  • Tires and suspension same as Autocross
    ten above, Except...
  • Tire Pressure: 28.5 Psi Front/28.5 Psi
  • 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

1994 White
Chevrolet Corvette (BSP)
(ran in Dry)
CP Class Winner
(well actually 2nd but
fastest in the wet)
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

12th Autocross (06/16/2002, Rosecroft):
  • 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:
    TOE: 1/16" out
    RIDE HEIGHT:1" below factory spec

1979 Green
Caterham Super 7 (DM)
CP Class Winner 46.603
Me 48.455
Best Differential
yet (1.852)! FTD was
45.326. Fast course
also rewarded lots of

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.

1979 Green Lotus Seven (DM)
CP Class Winner 54.394
Me 59.442
Badly overdrove the car
and slid all over on every
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.

1990 Red
Caterham Super 7 (DM)
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

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).

1979 Green
Caterham Super 7 (DM)
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.

2001 Red
Chevrolet Corvette (SM2)
CP Class Winner 49.028
Me 49.028 (GRIN)
CP 2nd PLace 49.350(1)
Yea "CP Class Winner" that would be ME! I finally beat
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

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

1973 White
TUI Super Vee (AM)
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
    LiftIntake CFMExhaust 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.
    Advertised Duration: 277° 283°
    Duration @ 0.050" Lift: 245° 250°
    Lift: 0.560" 0.575"
    Lobe Separation: 106 °
    Matched Hughes springs and light weight lifters. This Cam is
    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
  • Here's what Desk Top Dyno thinks VS what came out on the chasis dyno at the rear wheels:
    Desk Top Dyno Chasis Dyno
    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
    Plot of Chasis Dyno Torque & Horsepower Vs RPM
  • New Engine:

Last Updated: 01/26/2007