I can hardly wait for my return from Chennai. Next Monday Turner gets the car back to refresh the suspension, and with a bit of luck I can make the 15x8 front rims and a nice set of R1R 225s appear at the same time.
And then on the following Saturday the season starts again, which is just wonderful to contemplate.
Cheers,
Charlie
And then on the following Saturday the season starts again, which is just wonderful to contemplate.
Cheers,
Charlie
OK, I'm grinning.
All the shiny bits are underneath where they cannot be seen. Poor Turner's - I need to shake the hand of the suffering professional that had to heat and baby every damned fastener to drop that sub-frame.
New coil-overs, new rotors and pads on the front, and of course new LCA bushings. It is a tribute to H&R and the Bilstein shocks that they use for their coil-overs that what came out of Gollum after 175,000 miles actually still worked. But enough is enough.
The fresh setup works better, and has far fewer strange little noises. The ride height is up a few mm, which suit me fine - we went too low the first time, and I can now spend less time dodging pavement defects which had become tiresome.
The car is once again like a go-kart on steroids, and with the extra power I do believe it is better than it has ever been in the course of its life.
The new springs were a bit of a shock in a parking lot when I first met them, as significant steering lock forces a twist between the upper perch and the collars on the shock body at the bottom, where the adjustments are made. It twanged like a banjo on steroids to start with, but some TLC and WD-40 in the right locations cleared that right up (and yes one has to be damned careful around the rotors with that stuff!).
Now all is quiet, or at least as quiet as one should expect with a racing suspension.
Come to find out, my camber adjustment technique left a little to be desired on the last setup, as I had grabbed -2.5 out of the Webb plates without checking spring clearances down below. In this case I was a bit more careful, so I've backed the top end mounting points off enough to get at least a tenth between the fat coils and the inner liner of the fender well - this too in the name of quiet, but also so as not to wear the pretty powder-coat off the springs prematurely.
So it shall run this coming Saturday, and I'll learn how rusty I am but also how balanced the car is. Poor Marco didn't have the specs for the car, so he put -2 deg of rear camber back in it, where I prefer to run -.5 for better rotation. Consequently I shall expect no twitchiness at all, but that's OK because I am not done yet am I?
Alex is sending me an Enkei PF01 at 15x8 +35 for a trial fit on the front end. If as I hope that dog will hunt then I'll finish the plan in a couple of weeks. Running 225 RS3 (due in in May I hope?) out front on the 15x8 and a 205 Z1 on 15x7 in the back might just make the extra tilt on the back axle the perfect touch.
I reckon I'll find out when I get there, but for now...
Let's bloody well go RACING!
(I love Spring).
Cheers,
Charlie
All the shiny bits are underneath where they cannot be seen. Poor Turner's - I need to shake the hand of the suffering professional that had to heat and baby every damned fastener to drop that sub-frame.
New coil-overs, new rotors and pads on the front, and of course new LCA bushings. It is a tribute to H&R and the Bilstein shocks that they use for their coil-overs that what came out of Gollum after 175,000 miles actually still worked. But enough is enough.
The fresh setup works better, and has far fewer strange little noises. The ride height is up a few mm, which suit me fine - we went too low the first time, and I can now spend less time dodging pavement defects which had become tiresome.
The car is once again like a go-kart on steroids, and with the extra power I do believe it is better than it has ever been in the course of its life.
The new springs were a bit of a shock in a parking lot when I first met them, as significant steering lock forces a twist between the upper perch and the collars on the shock body at the bottom, where the adjustments are made. It twanged like a banjo on steroids to start with, but some TLC and WD-40 in the right locations cleared that right up (and yes one has to be damned careful around the rotors with that stuff!).
Now all is quiet, or at least as quiet as one should expect with a racing suspension.
Come to find out, my camber adjustment technique left a little to be desired on the last setup, as I had grabbed -2.5 out of the Webb plates without checking spring clearances down below. In this case I was a bit more careful, so I've backed the top end mounting points off enough to get at least a tenth between the fat coils and the inner liner of the fender well - this too in the name of quiet, but also so as not to wear the pretty powder-coat off the springs prematurely.
So it shall run this coming Saturday, and I'll learn how rusty I am but also how balanced the car is. Poor Marco didn't have the specs for the car, so he put -2 deg of rear camber back in it, where I prefer to run -.5 for better rotation. Consequently I shall expect no twitchiness at all, but that's OK because I am not done yet am I?
Alex is sending me an Enkei PF01 at 15x8 +35 for a trial fit on the front end. If as I hope that dog will hunt then I'll finish the plan in a couple of weeks. Running 225 RS3 (due in in May I hope?) out front on the 15x8 and a 205 Z1 on 15x7 in the back might just make the extra tilt on the back axle the perfect touch.
I reckon I'll find out when I get there, but for now...
Let's bloody well go RACING!
(I love Spring).
Cheers,
Charlie
I really do like Shepherds Pie, which one cannot get now in Ayer since the Irish Pub was closed last year to a death in the family. A great pity that...
Humble Pie however is readily available, and I got a full serving at Moore Airfield yesterday.
Despite the newly increased power, and despite the firm and confidence inspiring feel if the H&R coil-overs, I was off the pace by over a second on a 53 second course!
STX is a dog-fight this year, even more than last year. David, Derek, and Dave are now joined by Jeff (our Novice Chief) to create a force that should be entertaining to watch when the National Tour comes in in June.
In truth I don't mind getting my butt kicked by these lads, as they are good drivers and great people, however...
I am now taking the whole question of rims and tires MUCH more seriously. I wonder when the Enkei test rim will show up and I do hope very much that I can make it all fit.
I surely did get out-driven yesterday, but running 205 mm Direzzas that served the whole season and then drove through the winter probably doesn't stack up too well against the fresh 255 mm tires I was competing against!
As Arnold says... "Ahhll be baack"...
Cheers,
Charlie
Humble Pie however is readily available, and I got a full serving at Moore Airfield yesterday.
Despite the newly increased power, and despite the firm and confidence inspiring feel if the H&R coil-overs, I was off the pace by over a second on a 53 second course!
STX is a dog-fight this year, even more than last year. David, Derek, and Dave are now joined by Jeff (our Novice Chief) to create a force that should be entertaining to watch when the National Tour comes in in June.
In truth I don't mind getting my butt kicked by these lads, as they are good drivers and great people, however...
I am now taking the whole question of rims and tires MUCH more seriously. I wonder when the Enkei test rim will show up and I do hope very much that I can make it all fit.
I surely did get out-driven yesterday, but running 205 mm Direzzas that served the whole season and then drove through the winter probably doesn't stack up too well against the fresh 255 mm tires I was competing against!
As Arnold says... "Ahhll be baack"...
Cheers,
Charlie
The Enkei PF01 +35 @ 15x8 with RS3 225/45-15 has about 6 mm clearance between the inner sidewall and the shock body...
That is quite enough thank you, so I pulled the trigger on the other three rims today.
No NEW RS3 can be had at the moment, so I shall split the business with Tire Rack supplying the rims (thank you Alex) but the Toyo R1R 225/45-15 will come from Town Fair Tire where I've another friend who has also treated me very well.
The 205/50-15 Z1 out back has 903 revs/mile, and the 225/45-15 R1R out front has 904 revs/mile.
That too is definitely close enough.
I think this plan is going to be ready for the next event at NHMS on 21 April.
Cheers,
Charlie
That is quite enough thank you, so I pulled the trigger on the other three rims today.
No NEW RS3 can be had at the moment, so I shall split the business with Tire Rack supplying the rims (thank you Alex) but the Toyo R1R 225/45-15 will come from Town Fair Tire where I've another friend who has also treated me very well.
The 205/50-15 Z1 out back has 903 revs/mile, and the 225/45-15 R1R out front has 904 revs/mile.
That too is definitely close enough.
I think this plan is going to be ready for the next event at NHMS on 21 April.
Cheers,
Charlie
Well the wheels and tires are all mounted, and life is almost perfect...
1. the car looks lovely - it is actually quite difficult to tell that the front rims are wider.
2. there are no clearance problems at all!
3. preliminary skid pad testing at low speed (< 50 mph) shows that the car is still balanced if the tire pressures are within normal range (37f, 35r) - there is no tendency towards terminal over-steer
However there is still one fly in the ointment, and it might be alignment or even a loose fastener somewhere in the front suspension...
At highway speed with the throttle steady, or during acceleration, the car goes dead straight. Rolling off the throttle however causes the car to try and move to the right about a foot, and it takes an inch of left turn at the wheel to keep it from moving over.
Not good, and thus we go back to Turners for a final review and possible re-alignment as soon as possible.
It's a bit frustrating, as the car is right on the edge of being stunningly good! I advise myself to patience however, and look forward to clearing this last hurdle...
Cheers,
Charlie
1. the car looks lovely - it is actually quite difficult to tell that the front rims are wider.
2. there are no clearance problems at all!
3. preliminary skid pad testing at low speed (< 50 mph) shows that the car is still balanced if the tire pressures are within normal range (37f, 35r) - there is no tendency towards terminal over-steer
However there is still one fly in the ointment, and it might be alignment or even a loose fastener somewhere in the front suspension...
At highway speed with the throttle steady, or during acceleration, the car goes dead straight. Rolling off the throttle however causes the car to try and move to the right about a foot, and it takes an inch of left turn at the wheel to keep it from moving over.
Not good, and thus we go back to Turners for a final review and possible re-alignment as soon as possible.
It's a bit frustrating, as the car is right on the edge of being stunningly good! I advise myself to patience however, and look forward to clearing this last hurdle...
Cheers,
Charlie
It is stunningly improbable, but Turner's left one of the bolts that secures the inner ball joint on the right front lower control arm finger tight.
So Monday that capable crew will get a chance to make things right, by re-torquing every fastener they touched, and re-aligning the car.
Sh*t happens.
On a happier note - here are the wheels! It is not at all obvious that the front rims are 8" wide, as the stance is a bit less "bulldog" than I anticipated.
Cheers,
Charlie
So Monday that capable crew will get a chance to make things right, by re-torquing every fastener they touched, and re-aligning the car.
Sh*t happens.
On a happier note - here are the wheels! It is not at all obvious that the front rims are 8" wide, as the stance is a bit less "bulldog" than I anticipated.
Cheers,
Charlie
And because Marco is Marco, and Turner's is Turner's, everything came out perfectly in the end. The car has the best alignment of its life, the corner weighting is bang on, there are no clearance issues, and the handling is a step up from stunning.
Next race in three days, and the weather forecast favors the R1R.
We shall see - again, and as usual!
Cheers,
Charlie
Next race in three days, and the weather forecast favors the R1R.
We shall see - again, and as usual!
Cheers,
Charlie
Well folks, how would you test a compromise between a daily driver and an autocross car? What Biathlon is suitable?
How about racing with the SCCA in a hotly contested STX class on Saturday, and then going for a hell ride on the Kankamagus, Bear Notch, and Hurricane Road on Sunday - would that do it for ya?
With respect and affection for the teams at Turner Motorsport, Town Fair Tire of Danvers, Mini of Peabody, and certainly Bren from Bren Tuning - here's how we did...
On the Saturday, I was a second down after the morning runs, when Brian Levecque took me under his wing and advised me of some principles of driving that apply uniquely to the VIP lot at NHMS. Because I know Brian I paid close attention, and the results in the afternoon were immediate.
Going into my hero run - the run that you get when all your competitors have done their wicked best, and it is yours alone to claim - only a tenth back from first I kinda clutched - I went a tenth slower instead of winning.
But it was a fun second place I assure you! I was ten thousands out of first after two afternoon runs and we definitely had a horse race going. My dear competition, all many of them, were attending to my hero run and were overjoyed that I fell short.
At least they were nervous - that is all that I ask!
So much for the race car side - how do all these changes play out on 93, and the Kank, and the tributaries thereof?
Bloody brilliant! The same car that clawed it's way to a 29.5 on Saturday swished up 93 to Lincoln and pre-ran the Kank at speed.
Tight corners on a wet road?
Check.
Frost heaves on the apexes?
Check.
Calm at speed on the flat?
Check.
Torque for all those uphill hairpins?
Check.
Brakes for all the downhills?
Check.
Better than sex?
Damned near, but I am old now so forgive me.
This bloody car passed the Biathlon test, and so I had better step up and drive it like I meant it.
Good fun, and what I had in mind!
Cheers,
Charlie
How about racing with the SCCA in a hotly contested STX class on Saturday, and then going for a hell ride on the Kankamagus, Bear Notch, and Hurricane Road on Sunday - would that do it for ya?
With respect and affection for the teams at Turner Motorsport, Town Fair Tire of Danvers, Mini of Peabody, and certainly Bren from Bren Tuning - here's how we did...
On the Saturday, I was a second down after the morning runs, when Brian Levecque took me under his wing and advised me of some principles of driving that apply uniquely to the VIP lot at NHMS. Because I know Brian I paid close attention, and the results in the afternoon were immediate.
Going into my hero run - the run that you get when all your competitors have done their wicked best, and it is yours alone to claim - only a tenth back from first I kinda clutched - I went a tenth slower instead of winning.
But it was a fun second place I assure you! I was ten thousands out of first after two afternoon runs and we definitely had a horse race going. My dear competition, all many of them, were attending to my hero run and were overjoyed that I fell short.
At least they were nervous - that is all that I ask!
So much for the race car side - how do all these changes play out on 93, and the Kank, and the tributaries thereof?
Bloody brilliant! The same car that clawed it's way to a 29.5 on Saturday swished up 93 to Lincoln and pre-ran the Kank at speed.
Tight corners on a wet road?
Check.
Frost heaves on the apexes?
Check.
Calm at speed on the flat?
Check.
Torque for all those uphill hairpins?
Check.
Brakes for all the downhills?
Check.
Better than sex?
Damned near, but I am old now so forgive me.
This bloody car passed the Biathlon test, and so I had better step up and drive it like I meant it.
Good fun, and what I had in mind!
Cheers,
Charlie
Quote:
You should write a book. Seriously.
LOL, thanks very kindly. Hope you enjoyed the tales.Originally Posted by BillyCuth
Charlie, what a thread.You should write a book. Seriously.
Kind regards,
Charlie
So when the PAX overall results came out from the last race I was very pleased to see that Gollum and I had pulled out 13th, and my friend Dave who took the STX class win had earned 10th.
Tomorrow we go at it again down at Devens on one of those lovely long courses, and I hope the whole darn STX field is up at the sharp end, and fighting for tenths of a second again.
We shall see indeed!
Kind regards,
Charlie
Tomorrow we go at it again down at Devens on one of those lovely long courses, and I hope the whole darn STX field is up at the sharp end, and fighting for tenths of a second again.
We shall see indeed!
Kind regards,
Charlie
So the perfect tune in March will shift just a little by May.
Air density and humidity change, and gasoline varies, and everything shifts a little bit with the passage of time.
So I noticed just a hint of pinging a few days ago, during those rare and brief moments of open throttle that a merge onto the highway sometimes demands, and it got me thinking...
Should I contact Bren and just ask him to buff the edges of the Map a little? Ease just a hint of timing out of it to provide extra margin for variation?
But that would subtract power in other cases! Anathema!
So I spoke to J&T's which is a local nest of racers masquerading as a local parts store, and came away with a bottle of NO2 octane booster.
$14.99 to treat 16 gallons, BMW approved, genuine make you wanna slap yer mama joy juice...
And in it went, with the best local 93 octane fill-up that I can find around here.
No more ping.
No less power.
Just the thing for race weekends I do declare!
Cheers,
Charlie
Air density and humidity change, and gasoline varies, and everything shifts a little bit with the passage of time.
So I noticed just a hint of pinging a few days ago, during those rare and brief moments of open throttle that a merge onto the highway sometimes demands, and it got me thinking...
Should I contact Bren and just ask him to buff the edges of the Map a little? Ease just a hint of timing out of it to provide extra margin for variation?
But that would subtract power in other cases! Anathema!
So I spoke to J&T's which is a local nest of racers masquerading as a local parts store, and came away with a bottle of NO2 octane booster.
$14.99 to treat 16 gallons, BMW approved, genuine make you wanna slap yer mama joy juice...
And in it went, with the best local 93 octane fill-up that I can find around here.
No more ping.
No less power.
Just the thing for race weekends I do declare!
Cheers,
Charlie
Gollum is indeed running better than at any previous moment in his life. The new setup provides the traction and balance I had hoped for, and again and as usual the car is better than the driver.
With 148 competitors on a dry day at Devens the NER crew pulled off six runs, and when the dust had settled the carnage was everywhere.
So what can a Mini with street tires beat? From a raw time perspective it's sometimes startling...
A tick slower than my 58.4 we have the following cars:
> 1991 Chevrolet Corvette ZR1 on Hoosiers
> 1988 Chevrolet Corvette on Hoosiers
> 2010 BMW 135i on Hoosiers
So I rule, right? Well actually I was beaten like an old rug within STX by four other drivers on street tires also.
> Mazda RX8 with Jeff driving pulled a 57 flat - taking 10th in PAX
> BMW 330 ci with Dave driving was at 57.7
> BMW 330 ci with Derek at the wheel was .1 back at 57.8
> Mazda RX8 with David (the owner) came in at 57.9
So welcome to STX up here in New England - it's a merry dog fight every single event. I am well pleased to be beaten by these gents, each and everyone is doing a heck of a job.
I can hardly wait to see how this surly collection of hot shoes fares when the National Tour comes to town - that should be interesting indeed.
Kind regards,
Charlie
With 148 competitors on a dry day at Devens the NER crew pulled off six runs, and when the dust had settled the carnage was everywhere.
So what can a Mini with street tires beat? From a raw time perspective it's sometimes startling...
A tick slower than my 58.4 we have the following cars:
> 1991 Chevrolet Corvette ZR1 on Hoosiers
> 1988 Chevrolet Corvette on Hoosiers
> 2010 BMW 135i on Hoosiers
So I rule, right? Well actually I was beaten like an old rug within STX by four other drivers on street tires also.
> Mazda RX8 with Jeff driving pulled a 57 flat - taking 10th in PAX
> BMW 330 ci with Dave driving was at 57.7
> BMW 330 ci with Derek at the wheel was .1 back at 57.8
> Mazda RX8 with David (the owner) came in at 57.9
So welcome to STX up here in New England - it's a merry dog fight every single event. I am well pleased to be beaten by these gents, each and everyone is doing a heck of a job.
I can hardly wait to see how this surly collection of hot shoes fares when the National Tour comes to town - that should be interesting indeed.
Kind regards,
Charlie
Just a shout out to Mark Stimpson and the Bay State Corvette Club, who graciously allowed me six runs a couple of weeks ago.
This despite the fact that I showed up around 10:30, having had to work the Monaco Grand Prix from 3 am onwards.
And when I offered to work the after-lunch heat, I was cheerfully informed that they had plenty of workers and I could go home and sleep!
Some invaluable seat time over the rather long break between Event #3 and the National Tour.
Thanks!
Cheers,
Charlie
This despite the fact that I showed up around 10:30, having had to work the Monaco Grand Prix from 3 am onwards.
And when I offered to work the after-lunch heat, I was cheerfully informed that they had plenty of workers and I could go home and sleep!
Some invaluable seat time over the rather long break between Event #3 and the National Tour.
Thanks!
Cheers,
Charlie
Ahh....
After a year not running the Tour or going to Lincoln, the Tour returns to the home venue for the New England Region. So we have the honor and pleasure of hosting this traveling circus at Moore Airfield in Ayer, part of Fort Devens.
Since my wise competitors Derek and Dave took their 330 ci down to Divisionals a couple of weeks back and took a 2nd and 5th in that shortened event in DC, it is proven that STX here in the NER is running a quick pace, and that at least those gentlemen have a decent shot at a trophy.
I have teamed up with Rob Lapierre for this event, so there will be three cars and six drivers representing the Region against the hot-shoes coming in for the Tour, and it should be a proper dogfight.
Tech Friday, and a dry weekend - albeit not a hot one.
Due to the weather, the fresh set of 225/45-15 Hankook RS3 that I waited for 6 weeks for will NOT go onto the front rims I don't think. The Toyo R1Rs that are there now might be enough, and would be better if we get a shower prior to the class running on either day.
I shall have to watch the weather carefully, and decide tomorrow whether to make the swap.
I am most definitely looking forward to this event! We have 13 drivers in STX, including two other Works Minis - one coming down from Quebec with two drivers, and the other from Maine. The other entrants are running either the RX-8 or a BMW 325, both of which are highly competitive in this class (which our front wheel drive cars generally are not). We shall see though, as depending on the course it has been proven that the Works Cooper can keep up!
Kind regards,
Charlie
After a year not running the Tour or going to Lincoln, the Tour returns to the home venue for the New England Region. So we have the honor and pleasure of hosting this traveling circus at Moore Airfield in Ayer, part of Fort Devens.
Since my wise competitors Derek and Dave took their 330 ci down to Divisionals a couple of weeks back and took a 2nd and 5th in that shortened event in DC, it is proven that STX here in the NER is running a quick pace, and that at least those gentlemen have a decent shot at a trophy.
I have teamed up with Rob Lapierre for this event, so there will be three cars and six drivers representing the Region against the hot-shoes coming in for the Tour, and it should be a proper dogfight.
Tech Friday, and a dry weekend - albeit not a hot one.
Due to the weather, the fresh set of 225/45-15 Hankook RS3 that I waited for 6 weeks for will NOT go onto the front rims I don't think. The Toyo R1Rs that are there now might be enough, and would be better if we get a shower prior to the class running on either day.
I shall have to watch the weather carefully, and decide tomorrow whether to make the swap.
I am most definitely looking forward to this event! We have 13 drivers in STX, including two other Works Minis - one coming down from Quebec with two drivers, and the other from Maine. The other entrants are running either the RX-8 or a BMW 325, both of which are highly competitive in this class (which our front wheel drive cars generally are not). We shall see though, as depending on the course it has been proven that the Works Cooper can keep up!
Kind regards,
Charlie
Well that's a memory. Many actually.
Dancing the shuffle step on kitty litter after my friend's C Mod car pushed out the O ring on the oil filter on the 2nd turn. After recovering from a spin at the end of the runway, and continuing to about the two thirds mark on the course, Josh was finally red flagged and pulled off the course.
It was the largest clean up I have ever seen, taking sixty or seventy people, three or four vehicles, and the better part of an hour. But a good job as I was in heat four, and the third vehicle to run after the cleanup. No problems!
And fortunately Josh had oil pressure all the way to the shutdown point - and after the fact stated (with the wisdom of hindsight) that when he recovered from the spin and dropped the clutch and the car did not move right away, that he might then have realized the back slicks were covered with oil...
But I digress - and it is hard not to because it's a complicated and wonderful memory - including such a range of events as Kim Soo Gopnick competing at the National level for the first time on a real kart, with no governor, at the age of six I think? Or at the other extreme Bill Goodale reaching down into his socks for a 52 second stunning blaze of a run to destroy the other A Mod drivers and claim FTD and FTE in one fell swoop. Bill is my hero, because by his standard I should get faster for at least another 15 years, if not 20. To see a multi-time national champion in the car he built is a rare pleasure - to see him break the laws of physics in that car at any age let alone his is a mind-bending thrill.
I go to a National Tour event as a lone bear goes to a scratching post that is shared across a broad territory. To stretch and claw, and see if my marks measure up. For me the question is not am I the fastest, as I may never be - instead the question is how close am I?
Two gentlemen from the Philly Region provided the National standard - both capable veterans of the tour and National caliber drivers. However the honors went to our very own Regional Novice Chief Jeff Anderson, who blazed in his own right, taking David Thomas' RX8 to victory almost two seconds clear of the field.
There was then a clump of normally fast drivers, with our guests taking 2nd and 3rd I think, and then my dear nemesis Dave Gott and his equally capable co-pilot Derek Sivret. David Thomas too may have whipped me - I think so.
Out of a field of 13 drivers, I placed 7th - but although not happy with the first day I was quite content with the today. When I drive well all is good, no matter who may be faster.
My co-driver Rob Lapierre did not disappoint either, beating me in my own car by three or four tenths on Saturday, but not on Sunday. My Sunday moral victory was not however sufficient to gain the advantage overall.
The gentlemen from Montreal were keeping pace with Rob's and my effort on both days - their black Works Cooper a veteran of the Canadian tracks in addition to autocross. Ultimately that was the real scrap, and at the moment I couldn't tell you how it came out except to say it was damned close.
The Sunday course, even covered with kitty litter, was truly fast. There were sections where with a little lift of the throttle Gollum would point his nose at the next element before having even cleared the current apex, and then slide shuddering and screaming around the target cone already clawing towards the next corner. Just bloody brilliant.
So humbling, as always, but just a great day. Memories are good.
Kind regards,
Charlie
Ps: Well the results are here... It seems Rob beat me in my own car (as he should have!) by .127 over the two days. The consolation prize for being hammered by the RX8 and the BMW 330 is that Rob and I were the fastest Mini in STX by about three tenths. Not too shabby for a car with 182,000 miles - but if you have read this thread you know that is a deceptive claim...
Pps: On further review Gollum was NOT the fastest Works car on the day. That honor goes to the D Stock 2012 JCW Coupe driven by Jeff MacRae. Jeff's combined times for the event came to 133.379, pipping Rob's 133.614 and my 133.741 by about two tenths. That was a handsome silver car with a red roof and some rather serious footwear.
Here's Jeff:
Dancing the shuffle step on kitty litter after my friend's C Mod car pushed out the O ring on the oil filter on the 2nd turn. After recovering from a spin at the end of the runway, and continuing to about the two thirds mark on the course, Josh was finally red flagged and pulled off the course.
It was the largest clean up I have ever seen, taking sixty or seventy people, three or four vehicles, and the better part of an hour. But a good job as I was in heat four, and the third vehicle to run after the cleanup. No problems!
And fortunately Josh had oil pressure all the way to the shutdown point - and after the fact stated (with the wisdom of hindsight) that when he recovered from the spin and dropped the clutch and the car did not move right away, that he might then have realized the back slicks were covered with oil...
But I digress - and it is hard not to because it's a complicated and wonderful memory - including such a range of events as Kim Soo Gopnick competing at the National level for the first time on a real kart, with no governor, at the age of six I think? Or at the other extreme Bill Goodale reaching down into his socks for a 52 second stunning blaze of a run to destroy the other A Mod drivers and claim FTD and FTE in one fell swoop. Bill is my hero, because by his standard I should get faster for at least another 15 years, if not 20. To see a multi-time national champion in the car he built is a rare pleasure - to see him break the laws of physics in that car at any age let alone his is a mind-bending thrill.
I go to a National Tour event as a lone bear goes to a scratching post that is shared across a broad territory. To stretch and claw, and see if my marks measure up. For me the question is not am I the fastest, as I may never be - instead the question is how close am I?
Two gentlemen from the Philly Region provided the National standard - both capable veterans of the tour and National caliber drivers. However the honors went to our very own Regional Novice Chief Jeff Anderson, who blazed in his own right, taking David Thomas' RX8 to victory almost two seconds clear of the field.
There was then a clump of normally fast drivers, with our guests taking 2nd and 3rd I think, and then my dear nemesis Dave Gott and his equally capable co-pilot Derek Sivret. David Thomas too may have whipped me - I think so.
Out of a field of 13 drivers, I placed 7th - but although not happy with the first day I was quite content with the today. When I drive well all is good, no matter who may be faster.
My co-driver Rob Lapierre did not disappoint either, beating me in my own car by three or four tenths on Saturday, but not on Sunday. My Sunday moral victory was not however sufficient to gain the advantage overall.
The gentlemen from Montreal were keeping pace with Rob's and my effort on both days - their black Works Cooper a veteran of the Canadian tracks in addition to autocross. Ultimately that was the real scrap, and at the moment I couldn't tell you how it came out except to say it was damned close.
The Sunday course, even covered with kitty litter, was truly fast. There were sections where with a little lift of the throttle Gollum would point his nose at the next element before having even cleared the current apex, and then slide shuddering and screaming around the target cone already clawing towards the next corner. Just bloody brilliant.
So humbling, as always, but just a great day. Memories are good.
Kind regards,
Charlie
Ps: Well the results are here... It seems Rob beat me in my own car (as he should have!) by .127 over the two days. The consolation prize for being hammered by the RX8 and the BMW 330 is that Rob and I were the fastest Mini in STX by about three tenths. Not too shabby for a car with 182,000 miles - but if you have read this thread you know that is a deceptive claim...
Pps: On further review Gollum was NOT the fastest Works car on the day. That honor goes to the D Stock 2012 JCW Coupe driven by Jeff MacRae. Jeff's combined times for the event came to 133.379, pipping Rob's 133.614 and my 133.741 by about two tenths. That was a handsome silver car with a red roof and some rather serious footwear.
Here's Jeff:
And here's Gollum - the same weekend... quite a difference in ride height and body roll between D Stock and STX.
There's also a guest appearance at 00:46 in this nice video that Steve Seguis made of the event.
Cheers,
Charlie
There's also a guest appearance at 00:46 in this nice video that Steve Seguis made of the event.
Cheers,
Charlie
Well the next event is next Sunday, and the regular drubbings are wearing a bit.
So I bought Gollum a CAI, as he's been sporting the OEM airbox all these years.
If won't make much difference of course, but it is nice to hear the blower a bit more, and it also helps the morale of the owner.
And in the mean time, I feather footed most of a tank of gas - and got 37 mpg for my troubles.
After 258 miles of gentle driving though I did snap, and fill it, and do the arithmetic - and then went back to using the throttle when I feel like it!
Cheers,
Charlie
So I bought Gollum a CAI, as he's been sporting the OEM airbox all these years.
If won't make much difference of course, but it is nice to hear the blower a bit more, and it also helps the morale of the owner.
And in the mean time, I feather footed most of a tank of gas - and got 37 mpg for my troubles.
After 258 miles of gentle driving though I did snap, and fill it, and do the arithmetic - and then went back to using the throttle when I feel like it!
Cheers,
Charlie
Well that was another great day racing.
I sit and type and my legs throb a bit from 11 hours and many miles. There's a slight warmth at the base of the neck too.
But I'm grinning, and am pretty pleased with my driving. Only one serious brain fart in five runs, and the last two progressively faster by a tenth.
I believe I took a third, which is a victory this year as it means that one or more of the four fast gents I run with had a slow day, or else I had a fast one.
Tomorrow morning before sunrise I'm heading down Maine, and may not stop 'till I hit Nova Scotia on a ferry - we'll see. I just need to unplug for a while, and that should do it.
So we'll turn the reconstituted Gollum from race car back into a grand touring machine (albeit one with tiny wheels) and go see Canada.
It has been too long since I saw the awesome draft of the tides in Passamaquoddy Bay.
The odometer is at 184,300 by the way.
Cheers,
Charlie
I sit and type and my legs throb a bit from 11 hours and many miles. There's a slight warmth at the base of the neck too.
But I'm grinning, and am pretty pleased with my driving. Only one serious brain fart in five runs, and the last two progressively faster by a tenth.
I believe I took a third, which is a victory this year as it means that one or more of the four fast gents I run with had a slow day, or else I had a fast one.
Tomorrow morning before sunrise I'm heading down Maine, and may not stop 'till I hit Nova Scotia on a ferry - we'll see. I just need to unplug for a while, and that should do it.
So we'll turn the reconstituted Gollum from race car back into a grand touring machine (albeit one with tiny wheels) and go see Canada.
It has been too long since I saw the awesome draft of the tides in Passamaquoddy Bay.
The odometer is at 184,300 by the way.
Cheers,
Charlie
Wow. Well we're now at 185,700 and all is well.
It turns out that I PAX'd 13th at the last event, which reinforces the fact that STX is a tough crowd. To drive so well and yet take only a 3rd!
So can an autocross setup survive the rough roads down Maine? Oh heck yes! As a matter of fact the fresh H&R coil-overs, the uber-light wheels, and the monster RS3s out front worked very well over almost a thousand miles of twisty roads.
Straight to Bar Harbor for a start, where Jim took me around the islands in a Cessna 182. That showed me where the peak of Cadillac Mountain is, so I went up the next morning for a 4:50 am sunrise, and then was the first car out of the lot headed back down the mountain. I came down without using the brakes, which might have startled a couple of folks on one of the hairpins as I grabbed a quick downshift to 2nd and burbled on by.
Rather than head for Canada I went left, and crossed to the top of NH to spend a night in Gorham - well positioned for the Kankamagus the next morning. That was a good move, as the 2nd sunrise was on the south-east slope of the divide which was a preface to a day spent running all the notches in the Forest (Dixville, Bear, Franconia, and one other?).
Day 2 began with a close encounter with a moose, around 4:30 am while southbound from Gorham to Franconia. I had the high beams on, and was not driving too fast, so although we startled each other I had no difficulty stopping the car and admiring this huge creature as he first gazed reproachfully at me, and then lurched up a steep embankment and vanished into the pines.
That same morning I watched the engineer on old Number 2 (one of the two surviving steam locomotives that run the Mt. Washington cog railway) fire his boiler, fill the tender with coal, and go through the endless preparations required for a summit ascent. I then rode the first seat to the top on a morning so clear that I could see the Atlantic. The descent was even better, as again I got lucky on the seating and was able to watch the brake man control that car full of people all the way down the mountain - tightening and loosening the massive drums that connect the passenger car to the center rail with such finesse that the locomotive hardly felt the kiss of the bumper that is the only contact from front to back.
On the third day I elected to take 100 down the spine of Vermont, which was sometimes a bit tough. More heat, more traffic, and sections of road that were too rough. Every time I got aggravated and started looking for a left to go East over to NH the road would smooth out for 10 or 20 miles and give me that roller coaster thrill again. Ultimately I stayed with it until I crossed the Mass border, and then slogged East to the coast to cool off.
Somewhere in this odyssey the positive clamp on the racing battery got jiggled a little too much, which caused some great drama after I hit the Atlantic Coast again. Sitting with the crazies in the Hampton Beach traffic the car started behaving like a pinball machine with the tilt light on - re-booting itself, and switching the power steering on and off!
At this point I just nursed it into the nearest parking lot, and wound up spending the night in a bare little room across the street from a bar filled with young and enthusiastic persons.
The last morning, with a slight headache, I left the motel before light and discovered that the car had no hangover at all, and started cheerfully on the first try. That lasted all the way to Dunkin, where I switched off and got a badly needed coffee. After strapping back in of course the car was dead dead dead!.
Even with the headache I did finally figure out that the simplest explanation for all the drama was a bad connection, and since the car was fine when I turned it off the rear hatch was not locked. I opened it, moved the luggage, raised the floor, and using the wrench that I duct-taped to the battery compartment eight years ago I tightened that positive terminal which had indeed come completely loose in the preceding days.
Problem solved! So the fourth sunrise was looking out towards the Isles of Shoals from the wonderful snake of a road that runs from Hampton to Portsmouth.
All in all a grand adventure, and many memories to add to the motoring collection.
It turns out that I PAX'd 13th at the last event, which reinforces the fact that STX is a tough crowd. To drive so well and yet take only a 3rd!
So can an autocross setup survive the rough roads down Maine? Oh heck yes! As a matter of fact the fresh H&R coil-overs, the uber-light wheels, and the monster RS3s out front worked very well over almost a thousand miles of twisty roads.
Straight to Bar Harbor for a start, where Jim took me around the islands in a Cessna 182. That showed me where the peak of Cadillac Mountain is, so I went up the next morning for a 4:50 am sunrise, and then was the first car out of the lot headed back down the mountain. I came down without using the brakes, which might have startled a couple of folks on one of the hairpins as I grabbed a quick downshift to 2nd and burbled on by.
Rather than head for Canada I went left, and crossed to the top of NH to spend a night in Gorham - well positioned for the Kankamagus the next morning. That was a good move, as the 2nd sunrise was on the south-east slope of the divide which was a preface to a day spent running all the notches in the Forest (Dixville, Bear, Franconia, and one other?).
Day 2 began with a close encounter with a moose, around 4:30 am while southbound from Gorham to Franconia. I had the high beams on, and was not driving too fast, so although we startled each other I had no difficulty stopping the car and admiring this huge creature as he first gazed reproachfully at me, and then lurched up a steep embankment and vanished into the pines.
That same morning I watched the engineer on old Number 2 (one of the two surviving steam locomotives that run the Mt. Washington cog railway) fire his boiler, fill the tender with coal, and go through the endless preparations required for a summit ascent. I then rode the first seat to the top on a morning so clear that I could see the Atlantic. The descent was even better, as again I got lucky on the seating and was able to watch the brake man control that car full of people all the way down the mountain - tightening and loosening the massive drums that connect the passenger car to the center rail with such finesse that the locomotive hardly felt the kiss of the bumper that is the only contact from front to back.
On the third day I elected to take 100 down the spine of Vermont, which was sometimes a bit tough. More heat, more traffic, and sections of road that were too rough. Every time I got aggravated and started looking for a left to go East over to NH the road would smooth out for 10 or 20 miles and give me that roller coaster thrill again. Ultimately I stayed with it until I crossed the Mass border, and then slogged East to the coast to cool off.
Somewhere in this odyssey the positive clamp on the racing battery got jiggled a little too much, which caused some great drama after I hit the Atlantic Coast again. Sitting with the crazies in the Hampton Beach traffic the car started behaving like a pinball machine with the tilt light on - re-booting itself, and switching the power steering on and off!
At this point I just nursed it into the nearest parking lot, and wound up spending the night in a bare little room across the street from a bar filled with young and enthusiastic persons.
The last morning, with a slight headache, I left the motel before light and discovered that the car had no hangover at all, and started cheerfully on the first try. That lasted all the way to Dunkin, where I switched off and got a badly needed coffee. After strapping back in of course the car was dead dead dead!.
Even with the headache I did finally figure out that the simplest explanation for all the drama was a bad connection, and since the car was fine when I turned it off the rear hatch was not locked. I opened it, moved the luggage, raised the floor, and using the wrench that I duct-taped to the battery compartment eight years ago I tightened that positive terminal which had indeed come completely loose in the preceding days.
Problem solved! So the fourth sunrise was looking out towards the Isles of Shoals from the wonderful snake of a road that runs from Hampton to Portsmouth.
All in all a grand adventure, and many memories to add to the motoring collection.
With perfect weather and about forty drivers, the NER took over Devens today for a test & tune.
With stand-alone exercises for offsets and slaloms, and a very nice 50+ second course combining popular elements, this was some excellent seat time.
I arrived early, and with the rear pressures a bit higher than usual (52 psi) I got three comfortable runs while the T&S crew were strapping together a new display and improved software.
After working for while, and enjoying watching the abundance of talent that showed up, Wiley got the big LED display working and we were on the clock.
Three more runs had me at 49.6, which was quick for me and highlighted the fact that the car was behaving wonderfully.
A gentle lift would rotate the car, and an aggressive twist of the wheel in the slaloms would wag the tail just enough. Even the turnaround felt better than usual, with a quick double clutch into first keeping everything tight on the pin cone and the Quaife keeping the power on the pavement coming back out.
Perhaps the secret of driving well for me is to become completely oblivious to the distinction between points and non-points events? It felt like my best drive of the year so far.
But a heck of a good way to spend the day in any event.
Cheers,
Charlie
With stand-alone exercises for offsets and slaloms, and a very nice 50+ second course combining popular elements, this was some excellent seat time.
I arrived early, and with the rear pressures a bit higher than usual (52 psi) I got three comfortable runs while the T&S crew were strapping together a new display and improved software.
After working for while, and enjoying watching the abundance of talent that showed up, Wiley got the big LED display working and we were on the clock.
Three more runs had me at 49.6, which was quick for me and highlighted the fact that the car was behaving wonderfully.
A gentle lift would rotate the car, and an aggressive twist of the wheel in the slaloms would wag the tail just enough. Even the turnaround felt better than usual, with a quick double clutch into first keeping everything tight on the pin cone and the Quaife keeping the power on the pavement coming back out.
Perhaps the secret of driving well for me is to become completely oblivious to the distinction between points and non-points events? It felt like my best drive of the year so far.
But a heck of a good way to spend the day in any event.
Cheers,
Charlie
And a huge thank you to Turners - particularly Brewster, who has taken on Gollum as a personal project.
With the camber plates rebuilt, a new sway bar and link, and assorted bushings, the rattles that had become an increasing annoyance are now gone!
I can drive in downtown Beverly without wanting to grind my teeth - and 'dem roads are a horror!
We also took out .5 degrees of rear camber (now -1.5) so that I do not have to run 50+ pounds out back to get the tail wag I need.
And now off to NHMS for two days of racing to dial in the results - the RAL Charity Event on Saturday and Points on Sunday.
I can hardly wait.
The car is now so quiet that it feels new - what a transformation.
Cheers,
Charlie
With the camber plates rebuilt, a new sway bar and link, and assorted bushings, the rattles that had become an increasing annoyance are now gone!
I can drive in downtown Beverly without wanting to grind my teeth - and 'dem roads are a horror!
We also took out .5 degrees of rear camber (now -1.5) so that I do not have to run 50+ pounds out back to get the tail wag I need.
And now off to NHMS for two days of racing to dial in the results - the RAL Charity Event on Saturday and Points on Sunday.
I can hardly wait.
The car is now so quiet that it feels new - what a transformation.
Cheers,
Charlie
Darn what a fabulous weekend. Racing for charity (Leukemia research) on Saturday, and for points on Sunday. The whole NER family - rally cross, road rally, road racers and autocrossers all up at NHMS for two days.
After almost ten years I am starting to get it - to feel like part of the SCCA extended family. It is a very good thing.
From the track tour, to the effective fund raising, to the weather which spared us from nearby thunderstorms, to the spirit of all the participants, it was a jewel and a memory.
Gollum ran beautifully all weekend - even on Sunday when the tight course caused me to spend the majority of the run on 1st - bouncing off the limiter at two points, but shaving a 10th off my best 2nd gear time. I hope he will forgive me, I don't make a habit of it.
On Saturday we were in exalted company, making it to the semi-finals for the Jeff Gorden Challenge, and on Sunday I had the very rare pleasure of beating both of my dear friends in their BMW 330, although being beaten in turn by another friend in an RX8 (which also ran in 1st and has NO valves!).
The second place trophies this year are harder to win than the victories in past years, but thus do I grow as a driver, and profit from tough competition.
Cheers,
Charlie
After almost ten years I am starting to get it - to feel like part of the SCCA extended family. It is a very good thing.
From the track tour, to the effective fund raising, to the weather which spared us from nearby thunderstorms, to the spirit of all the participants, it was a jewel and a memory.
Gollum ran beautifully all weekend - even on Sunday when the tight course caused me to spend the majority of the run on 1st - bouncing off the limiter at two points, but shaving a 10th off my best 2nd gear time. I hope he will forgive me, I don't make a habit of it.
On Saturday we were in exalted company, making it to the semi-finals for the Jeff Gorden Challenge, and on Sunday I had the very rare pleasure of beating both of my dear friends in their BMW 330, although being beaten in turn by another friend in an RX8 (which also ran in 1st and has NO valves!).
The second place trophies this year are harder to win than the victories in past years, but thus do I grow as a driver, and profit from tough competition.
Cheers,
Charlie
For the 8th points event of the season, we had about 120 competitors on a day that started wet and dried out in the morning to reach over 80 degrees by mid-afternoon.
As usual we had a broad spectrum of drivers ranging from over 25 novices to the 15-20 pro drivers, many of the latter doing their final prep race before setting off to Lincoln for the National Finals.
Dave and Derek did not run the 330 unfortunately, as Dave could not attend and Derek wangled a ride in a nice STC Civic (and managed to drive it sideways, just as he often does with that nice torquey 330).
That left Jeff (who won STX during the recent National Tour) and David who owns that pretty and well prepared RX8 to fight it out with me and each other.
After morning runs I was stumped, as my 52.2 felt fast to me, but Jeff got the powder blue Wankel with it's 245 mm Hankooks down to a 50.2 and inspired David to put a great run together at 51.2. What to do?
I asked Jeff (who is our Novice Chair this year) for some driving advice to help me close the gap, and after a moment's though he opined "drive faster!". Hmmm...
So I though about the course, and in particular the last few elements which were fast, widely spaced clamshells that I had been taking as a series of sweepers - rolling off the throttle to let the rear end come around and then planting it again to charge off again.
I realized that by focusing my attention on speed maintenance and a smooth line I was not braking, and I was setting up rather wide. So I thought "hey! what about that pedal in the middle? Would that help?".
So I got a 2nd opinion from Bill Goodale, who is a multi-time National Champion in the A-Mod car he built a number of years ago. Bill said why not try it? Indeed.
So in the afternoon runs I went out with this new plan, and promptly overcooked the next to last element, center punching the "Kenny Cone" that I had adorned with a crayon during the course walk - sketching a terrified stick figure next to the location where I thought most competitors would have troubles. Good call Charlie - that was the right cone!
The 2nd afternoon run felt better, but the display after the finish remained dark and when I punched on the radio to try and get my times (We broadcast the event) I just missed the announcer.
I returned to grid and tried to find someone that could tell me the time, and ultimately wound up asking David, who looked at me oddly and asked me if I was kidding and just busting his chops. After I reassured him that was not the case he told me I had run a 50.9, and shook my hand. A typically sportsmanlike response that exemplifies the camaraderie that has pervaded STX all year.
So now that I knew I had a better plan, I shook off all caution and attacked the course for the last run of the day, finally setting a 50.5 to take 2nd only 3 tenths back from Jeff.
I felt guilty a bit, as David is putting the RX8 up for sale and considering a move to B Modified and I would have been pleased to see him take a strong finishing position, even at my expense.
But mostly I felt proud of Gollum for keeping up with a well driven and well prepared RX8 on a fast course. Not bloody bad at all Gollum!
Another great day of racing.
Cheers,
Charlie
As usual we had a broad spectrum of drivers ranging from over 25 novices to the 15-20 pro drivers, many of the latter doing their final prep race before setting off to Lincoln for the National Finals.
Dave and Derek did not run the 330 unfortunately, as Dave could not attend and Derek wangled a ride in a nice STC Civic (and managed to drive it sideways, just as he often does with that nice torquey 330).
That left Jeff (who won STX during the recent National Tour) and David who owns that pretty and well prepared RX8 to fight it out with me and each other.
After morning runs I was stumped, as my 52.2 felt fast to me, but Jeff got the powder blue Wankel with it's 245 mm Hankooks down to a 50.2 and inspired David to put a great run together at 51.2. What to do?
I asked Jeff (who is our Novice Chair this year) for some driving advice to help me close the gap, and after a moment's though he opined "drive faster!". Hmmm...
So I though about the course, and in particular the last few elements which were fast, widely spaced clamshells that I had been taking as a series of sweepers - rolling off the throttle to let the rear end come around and then planting it again to charge off again.
I realized that by focusing my attention on speed maintenance and a smooth line I was not braking, and I was setting up rather wide. So I thought "hey! what about that pedal in the middle? Would that help?".
So I got a 2nd opinion from Bill Goodale, who is a multi-time National Champion in the A-Mod car he built a number of years ago. Bill said why not try it? Indeed.
So in the afternoon runs I went out with this new plan, and promptly overcooked the next to last element, center punching the "Kenny Cone" that I had adorned with a crayon during the course walk - sketching a terrified stick figure next to the location where I thought most competitors would have troubles. Good call Charlie - that was the right cone!
The 2nd afternoon run felt better, but the display after the finish remained dark and when I punched on the radio to try and get my times (We broadcast the event) I just missed the announcer.
I returned to grid and tried to find someone that could tell me the time, and ultimately wound up asking David, who looked at me oddly and asked me if I was kidding and just busting his chops. After I reassured him that was not the case he told me I had run a 50.9, and shook my hand. A typically sportsmanlike response that exemplifies the camaraderie that has pervaded STX all year.
So now that I knew I had a better plan, I shook off all caution and attacked the course for the last run of the day, finally setting a 50.5 to take 2nd only 3 tenths back from Jeff.
I felt guilty a bit, as David is putting the RX8 up for sale and considering a move to B Modified and I would have been pleased to see him take a strong finishing position, even at my expense.
But mostly I felt proud of Gollum for keeping up with a well driven and well prepared RX8 on a fast course. Not bloody bad at all Gollum!
Another great day of racing.
Cheers,
Charlie