In December of 2017, had a big post covering some work that I was doing to my ’67 Mustang. Fast forward a little more than a year later and a lots happened since then!
That post covered MOD1 front suspension updates and 6-piston Wilwood brake install from Mike Maier Inc as well as highlighted new wheels I was working on installing.
At the time, I wasn’t able to get the wheels to fit the way I wanted, even with spacers as the front wheels could only tuck in so far due to upper ball joint positioning that I had a mismatch of about 1.5″ per side between the front and rear of the car, a little silly looking to say the least! Click through for more. (more…)
By now you’ve surely seen the data overlays that GoPro cameras Hero5 Black and later can do. If not, here’s a refresher from my most recent autocross! (Separate story to come on that soon).
This is great, but GoPro’s software doesn’t let you extract or do anything with the data afterwords. After a little digging, it appears there’s a lot of people who’ve been able to extract the data from these files and do some clever things with it. The extracter I’ve found and done some playing with is this one: GPMD2CSV
With this extractor, am able to get .csv, .gpx, .kml, and .json data out. Now, how to visualize it? Click over for more. (more…)
After 13 years of racing success and fun, Todd and I have decided it’s time to pursue some new automotive projects and have decided to put our CP Camaro up for sale. Details are available on the Spec Page and Cars for Sale page.
This is a fantastic car which is a past National Champion and competitive every year!
FOR SALE: 1979 Chevrolet Camaro, built for SCCA C-Prepared autocross competition. This car is a National Championship car and consistent top 5 contender nationally. Available as a complete package, rolling chassis, or chassis without shocks, engine separate (wet sump) we’re willing to work with you.
Car currently has all brand-new fiberglass nose and doors; however front fenders are un-flared now and don’t have the splitter mounted. Pictures below show what it could look like for you!
Included extra set of Real Racing wheels.
Car is located in Bryan, TX.
PRICE: $25,000 complete, options related to breaking the package apart are negotiable.
Been a long time and I’m way behind on posting any activity. Life, job, those types of things have gotten in the way of racing and playing with the Camaro, but behind the scenes some things are in progress on my ’67 Mustang that I wanted to share.
In college, I got my autocrossing start in the ’67. It was a pretty entertaining ride and for years the suspension setup didn’t change until last winter when I upgraded to the Mike Maier Inc. rear panhard bar, shocks, and rear sway bar. Since last fall, I’ve driven the car a fair bit, upgraded the front brakes to a Wilwood 12.88″ rotor with 6 piston caliper, and also tried out a stiffer set of front springs. (more…)
Well, after having an engine failure in the Camaro, we still don’t have the engine back yet (surprise surprise), so we had to find alternate rides for the College Station National Tour. Luckily, Jeff Minor offered up a seat in his ’78 Malibu to me! We didn’t set the world on fire with the results with both of us hitting lots of cones and both having a spin to our names, but we had a hell of a lot of fun! Day 1 had a challenging setup with little rear gear and a tail-happy demeanor due to too stiff rear springs. A 3rd link adjustment and 25# softer springs and we were in business for Day 2. Also played around the with new GoPros and got to a really good camera setup for Day 2 with the Hero5 Black on the roof and the Hero5 Session mounted upside down to the main roll cage hoop.
Looking forward to getting the engine back and the Camaro put together, but in the meantime enjoy the videos!
For the first time in a long time we made the first autocross of the year, though judging from the weather, not sure that was the best choice! In the downtime we had a relatively minor to-do list, consisting of a new spring package and fixing a burnt up alternator. We’ve decided this year to forgo out usual not-tweak anything other than the rear shocks and bar and make a big change to our spring package, move the shocks into the middle of their range and start getting serious about tuning.
The first event was at Houston Police Academy, a site that neither of us much care for, but options are limited in January. The course map looked like a lot of fun, despite a cringe inducing high-speed run into a 180 right turn pointed at water barrels… (more…)
Wow, it’s been a long year, but not too many posts from me. With lots of life changes, things tend to get in the way of blogging. Not posted about much, but still being worked on is my 1967 Mustang Fastback. This post will actually catch up to a year ago when this package arrived from Mike Maier Inc!
Mike, who you’ll be familiar with from lots of my CP posts, runs a company who makes suspension pieces for classic Mustangs. His car, Old Blue, is familiar to many and highlights the potential for the platform in the right hands!
This video is from Mike’s earlier version of the car, today’s version is even better, but more on that in a little while. Click through for more! (more…)
The road to 2016 Nationals was probably the toughest in memory for us. We got started late in the winter getting our exhaust reconfigured to a conventional crossover arrangement instead of the 180 degree configuration we had. Ultimately this change was a huge improvement in horsepower and torque, but it caused a lot of rework in terms of the exhaust itself, the dash, wiring, and the tinwork inside the car.
The changes took a lot longer than anticipated and I was able to run 1 event in the car before the birth of my daughter, Aly. Kids have a way of shifting your priorities and I missed the next event in the car. Todd took the car to a practice in early summer and our motor decided it was time to let go, spinning a rod bearing and wiping out the thrust bearing.
Todd’s engine builder, H&K Racing Engines was actually on-site when the motor let go and promised an August 1st return date for the engine… Without going into details, that didn’t happen and the motor was received at 3AM on the 28th of August. A massive thrash and many late nights followed. When I arrived on Saturday the 3rd to leave for Lincoln, this is what I found:
Todd and Sweaty Jeff had busted their butts all night, but we still weren’t ready to go. A few more hours of thrashing and we were finally loaded up and on the road at 8:30PM, only about 12 hours behind our target leave time.
The trip to Lincoln was fairly uneventful. Once we got there we scrambled to find a test and tune spot so that we could scrub in tires. We’d failed to register for one since everything was such a last minute thrash. Unfortunately we weren’t able to secure a spot and we were going to have to run the event on unscrubbed tires. This meant 1st and maybe 2nd runs weren’t going to be very good, but that was life.
Day 1 was on the West course. Typically this is the tight and precise course, but this year it was relatively fast and wide open!
The 1st 2 runs were a challenge as expected. My 3rd run I overcooked the entry to the tight slalom and DNF’d, making me stand on my 2nd run. Todd struggled a bit with the car and I ended up on top by about 2 tenths on Day 1 with us sitting in 6th and 7th respectively. Thomas Pulliam was flying in Robert Lewis’ Mustang and took the top spot on Day 1, followed by Mike Maier and Mark Madarash. Unfortunately I have no video due to 2 failings on my part – 1) I forgot to put my memory card into my Replay XD camera and 2) our Race Technology Video4 was acting up. Both planned to correct for Day 2, but with rain in the forecast it was looking to be a challenge to get dry runs.
Our long streak of dry runs at Nationals ended on Wednesday with the skies opening up during the 1st heat and dumping on us. Everyone who had them swapped over to rain tires, ourselves included. Our rain tires are unfortunately not true rains since Goodyear doesn’t offer them. We’re running hand-grooved dry tires. A true rain tire has an extremely soft compound and a complex tread pattern to really effectively remove water and stick to the ground. Our tires work, but they’re not ideal.
The course for Day 2 had lots of 180 degree turns with long stretches between them. The East course historically collects the most water with the upper right corner of the map always collecting a giant lake. When we ran, there were puddles everywhere at the beginning.
Having resolved my failure to include a memory card in the camera, I loaded one in, though it was so small that we weren’t able to get all of our runs captured. The Video4 we didn’t run, because a leak in the windshield ended up dropping water right on top of it – not the best thing for electronics.
Run 1 for me was a disaster. Between a spin and our windshield fogging up, I was lucky to even make it through. The video above tells the tale and you can even see the camera fogging over! Needless to say, this wasn’t going to be our day.
The culprit to the fogging windshield was air leaking from under the dash and rising up to the windshield. Since the exhaust runs through the passenger compartment, it builds up a lot of heat which caused the fogging issue. Our solution was to stuff rags down to try and seal off as much air as possible. This worked partially, but still was far from the ideal solution.
My 2nd run was faster, but I forgot to turn on the camera. Todd’s 2nd run was also an improvement. Since we didn’t really have a rain setup for our shocks, tires, and sway bars we started experimenting since it was clear we were way off pace. Adjustments to soften the car were made with some improvement. Unfortunately we never were able to get an understeer condition out of the car which made it a challenge to drive. The course dried with every run, making 3rd runs the most critical. I went out for my 3rd run, and though I dropped time I really struggled with the car. When I got back to the pits we found that the right rear tire had gone flat somewhere during the run or the drive back to the pits. Luckily we were able to plug it before Todd’s last run. He improved again, but we were way off pace.
Our Nationals ended with a disappointing 12th and 13th place finish for Todd and myself, both out of the trophies. We didn’t expect to win this year with our lack of seat time and the last minute thrash on the car, but we certainly didn’t expect to fall this far down in the pack.
Lots of changes and most importantly PREP are planned for next year. The fogging issue we’d forseen and discussed for years, but never did anything about and our handling challenges this year were the same as last year. For 2017 we’ll have a much more disciplined plan to get the car (and ourselves) in racing shape so we don’t repeat this year! Still a lot of fun was had and lessons learned. Onward to 2017!
After our issue with the Camaro, the Tour in College Station was looking a little grim, but thanks to good friends both Todd and I were able to pick up borrowed rides.
Tony Espinosa was kind enough to let me run his 1986 Ford Mustang with him in CP. Tony’s car is one we’ve done a bit of work on in the past, having installed an adjustable rear sway bar on it and recently a new rear axle, not to mention lots of other little jobs that Todd has done over the years. This event was a big test for the new axle upgrade as well as the new adjustable pedal cluster that Todd put in for Tony. Both worked really well!
I didn’t have super high expectations coming into the event having only run 2 previous events in the year. Such is life of a new father and a car that had some extended work being done to it! Day 1 was largely knocking the rust off and getting used to a car that’s setup a bit different that ours.
Tony’s car drives a bit different than our Camaro so it took a bit of getting used to. I managed to pick up a fair bit of speed on Day 2. Day 1 wasn’t pretty due to my driving, but also discovering that our tire pressure gauge was off by almost 5 psi!
A little side by side comparison of Tony and I.
Day 2 we got the pressures set with a working gauge and tried to focus on our driving. Unfortunately the laws of tire wear caught up to us and Day 2 was at the tail-end of the tire life so we weren’t able to catch up to the leaders.
My runs were a lot more controlled and I had a better handle on the car than Day 1.
A little side by side action for Day 2. Tony and I both drove a lot better and it was a lot closer than Day 1.
At the of the field, Mark Madarash, Chris Cargill, Wayne Atkins, and Kurt Janish all had an extremely competitive battle for the win. Mark ended up on top, but he really had to work for it after Chris & Wayne were in a near dead tie after Day 1!
The Camaro motor is already at the machine shop getting fixed up for the rest of the season. We’ll be back!