Motor Mounts

On my last visit to the track I ran on slicks. I was able to navigate turn 7 at between ten and fifteen miles an hour faster than on the street tires. Unfortunately, late in the day I apexed a bit early and had the choice of going off the track or lifting off the throttle. I chose the latter and for the first time in thirty-five or so track days spun the car. It was a particularly violent spin that dislodged the battery (again!) and broke a motor mount. A couple of weeks ago, the new set of motor mounts arrived.

The new parts

I was surprised to see that the inserts are black. They’re supposed to be red. The reds measure a 60 A on the durometer scale. (Hopefully I’m using the term correctly.) The blacks are 75 A, which is harder. I called the vendor and asked about it and was told that Innovative is no longer selling the 60 A for use in the Elise. I’m not sure I’m buying that. It could be that they just shipped the wrong ones. But there’s quite a bit of discussion on the web about which ones to use, so I decided I’ll install these. In theory, I could buy red inserts and replace them.

Today it’s time to install them.

Saturday, November 3

There are four mounts in the car: fore, aft, driver side, and passenger side. In addition to the various discussions I found on the web concerning the hardness, there is also quite a few opinions as to whether to replace all the mounts or not. It is not uncommon for people to just replace the fore and aft mounts, leaving left and right as stock. The original plan was to do them all, but if we run out of time I’m happy just to do the fore and aft.

The idea was that Michael and I would do it. He has a sore back, though, so he invited one of his friends to help. But Michael quickly found out that he was able to do some of the work after all, so I ended up watching and fetching tools as required. There really isn’t room under there for three people.

The guys at work

I’m sure this operation is a lot easier if the car is on a lift, but we don’t have a lift so we just put the back of the car on the ramps. It’s a little cramped, but workable. We did the rear first. It came off pretty easily

The old aft mount

The stock mounts aren’t solid and the new ones are. When we first inspected the mounts, that wasn’t clear to me. The only one we got a good look at was the rear one. I was thinking it was broken worse than it actually is. But it’s pretty broken. It’s not exactly X-shaped, but close enough. The photo doesn’t show it very well but three of the four legs of the X are cracked all the way through.

Forward mounts, new and old

The front mount was a bit tougher to replace. The bushing is pretty stout and we had to persuade it a bit to get it into place. Then there was much finagling required to get the holes to line up for the bolts.

While they were working under the car, I decided to finally “upgrade” the camera mount on the nose of the car. I didn’t give much thought to where the camera should be mounted back when I originally installed it. There are two problems with it. First, I have to take the tow ring off the car to run the camera. That’s not ideal if I have a problem on track and need to get towed. Second, because it’s sideways I need to use two little arms, one of which is essentially a 90 degree elbow. It’s not an elbow, but serves the same purpose. And because of the two arms the camera is farther from the mount itself and more subject to vibration.

Old camera mount (above, horizontal), new camera mount (below, vertical)

With the camera mount in the new location, the camera won’t move around so much and it’ll be even closer to the ground, making it look like I’m going faster! Sadly, the picture shows how beat up the front of the car has gotten. Michael and I have talked about what it will take to effect some fiberglass repairs, so I’m thinking the current beat-up state of the nose is only temporary. (The picture also shows both mounts. The old one is no longer there.)

We finished the job in about three hours. That’s just the fore and aft mounts. We haven’t put the undertray back on the car but I did take her out for a spin around the block. It’s going to take a while to get used to it. There’s a lot more vibration in the cabin. Before the test drive I was joking that it’ll be like a bunch of buzzing hornets. It’s worse than that. She really vibrates quite harshly now. I don’t think it’s enough to loosen the fillings in my teeth, but it’s quite different. On the other hand, there’s a noticeable difference in the feel when shifting gears. I never got past third and literally only went around the block, but I think it’s much improved.

In addition to only doing half the mounts, we haven’t done the trans studs yet. We probably are going about this the hard way, but so it goes. Oh, and it sounds like there’s an issue with the clutch. Michael thinks it’s the throw out bearing. Neither of us heard this noise at the track after the spin, and I haven’t driven the car since getting it home. When it rains, it pours.

Hoosier Saga

No, this is not the story of how Indiana was settled.

Several months ago I found a set of “gently used” Hoosier A7 slicks for sale on Lotus Talk. The seller was in Fountain Hills, Arizona, which added a bit to the degree of difficulty in obtaining them, but only a bit. Michael was in school in Phoenix so he could fetch them for me if I managed to strike a deal. We knew we’d be bringing a load of his stuff back to Denver at the end of the summer anyway, so why not add a set of tires to the mix?

I contacted the seller, who wanted two hundred dollars. I told him they weren’t worth that much to me and asked if he’d take forty. After a long pause he countered with sixty and we had a deal. Michael went to his house to collect them, and when Michael graduated I went down to Phoenix and helped him move his stuff home, along with my set of slicks.

Here it is the end of September, and finally time to put the rubber to the road, so to speak. I’ve been thinking about the difference between the Hoosiers and the Dunlops for quite a while now. The anticipation was exquisite. How much faster can I go over the course of a lap? Specifically, I wondered if I could average two miles per hour over the whole lap. If I exited turn 3 two miles an hour faster, could I carry that two miles per hour down the length of the highway straight? How much faster could I go in the sweeping uphill right handers of turns 7 and 11? I was pretty sure I could take turn 3 flat. I was pretty sure I could take 7 in fourth gear instead of third. Certainly I could average two miles per hour better. Then I did the math. Two miles per hour works out to about four seconds per lap. Two miles per hour doesn’t sound like much, but four seconds per lap sounds huge.

Sunday, September 23

The thing about track wheels and tires for an Elise that is driven to the track rather than trailered is that a support vehicle is necessary. My last set of track tires were street legal – I could mount them on the car at home and drive to and from the track – but slicks definitely are not. I sure wouldn’t want to get stuck in even the lightest rain in slicks. Also, I’d basically use the tires up completely driving them the 140 miles or so for the round trip. So I can’t run the slicks unless somebody goes with me. Michael kindly volunteered, even with the proviso that there’d be at least one session where I wouldn’t want a passenger so I could try to set a fast lap. (I figure the weight of a passenger costs me something like two seconds per lap.)

This was an Emich sponsored event and they offer full day, morning only, and afternoon only sessions. I signed up for only the afternoon session, with (I thought) the drivers meeting starting at noon. They’d break us into two groups, fast and slow, and we’d get four half-hour runs. My experience with these things is that most of the full day runners give up by mid-afternoon and that I’d have the most traffic in the first run and least in the last one.

Michael and I met up with Scott at the park and ride and we caravanned to Byers where we filled up with fuel. Michael and I abandoned Scott at the gas station so we could get a head start on setting up our stuff. We brought not only my track wheels but some chairs and a “gazebo”. That’s what it says on the box, but I’d call it more like a canopy. It provides shade, anyway, if the wind doesn’t carry it off. This was a risk, as we didn’t have any bungees to allow us to use the street wheels as ballast. We weren’t expecting wind, but you never know.

Turns out I was wrong on the meeting time, which was actually 12:30. That’s not a bad thing, as we didn’t have to hurry with anything. We got the canopy deployed and I went to work swapping the wheels. Here I will interject that I was poking around the internet the night before trying to decide how often I need to replace the wheel studs. So I use the breaker bar to get the lug nuts started all the way around, then start at the left front wheel with the impact wrench. Wouldn’t you know, the very first lug comes off bringing the stud with it.

I showed it to Michael and said, “Well, I’m done for the day!” I was pretty crestfallen. I lost a stud several years ago at an Eiskhana event and tried to drive it home slowly. Before I got home another stud failed. I ended up getting towed that time.

Luckily, Mark happened to be there. I met Mark through Dennis. Dennis owned the car I drove in the ChumpCar race at Road America a few years back. Dennis ran his car in three different race series so he had to have a pretty long list of drivers available. Mark was one of those drivers. He was here today running his Miata.

Mark says, “I’ve got some blue Loctite.” So we put that sucker back in and had an hour or so to cure before I took it out. I was still pretty concerned during my first session, paying close attention for any unusual vibrations. But all is well, and at the end of the day when we swapped back to the street wheels the stud stayed in place. In any event, even though I don’t have an answer to “how often do I need to replace the studs” I do know that I’ll be replacing them in the next few weeks.

I went out for the first session without Michael in the passenger seat. I was a bit uncertain how the slicks would work. They’re autocross tires, designed to heat up very quickly. So they’re not necessarily suited to running a half-hour track session. I’ve been told they’ll get greasy pretty quickly. One experienced racer told me I might only get one good lap on them. And, as I said, I was concerned about the stud.

But the biggest problem in that first session was the traffic. It was a bit like rush hour. Scott wanted to follow me around for the first lap, so I took it pretty easy. By the end of our out lap we were catching up to people. Going in to turn 4 I was seventh in line. The fast group is open passing, meaning we didn’t need the slower car to point us by. And everybody in front of me had a horsepower advantage. Nobody was pointing anybody by, but nobody was able to execute a pass. I got by two BMW’s and next time into turn 4 I was still seventh in line. At the end of the lap two cars went into the pits and on the pit straight I passed two more and got another in turn 1. It was the fourth lap before I got a clean run. That lap ended up being the day’s best. It was the only lap of the session where I had no traffic.

That best lap beat by previous best by two seconds and my best on the Dunlops by nearly five seconds. So I managed to get my two miles per hour. It was a little like driving a different car. Because of the greater cornering speed, I didn’t have to resort to my unusual line through 2, 6, and 11. I took 3 flat once or twice and was easily on cam in fourth gear through turn 7. I was six miles per hour faster in the pit straight, ten miles per hour faster through turn 4 and six miles per hour faster through turn 7. And yet I was slower on the highway straight. It was exhilarating. And I felt I could beat that time by another two seconds if I had a few clean laps.

The next two sessions I took Michael as a passenger. I’m thinking a passenger costs me about two seconds per lap. The first session with him I managed a 2:10, which isn’t much slower than that two seconds. The second session with Michael I had two laps in the 2:07’s, just a fraction slower than my best lap of that first session. If my two second guesstimate for the passenger is correct, my goal of doing a 2:05 is within reach. My lap timer confirmed that: it says my optimal lap in my first session was a 2:05.53. (That optimal lap is comprised of my best times in each of the three sectors put together as a theoretical lap.)

My last session started at 4:30. By now most people had left. I should be able to run eight or nine laps without any traffic. The tires still felt great, never felt greasy once. I was feeling good. I was psyched.

In my first timed lap (according to the data) I entered turn 7 two miles an hour faster than I had all day. Going up the hill I was in fourth gear and on cam. At the time, I’d have said I was doing it just as I’d done two dozen times already. But the data shows that I got off the throttle a little earlier than I had before. With the extra entry speed, I must have felt I was running wide at the exit, so I got off the throttle a little early.

I lost the back of the car, went into a spin, dropped the rear off the track. After 180 degrees was momentarily rolling backwards up the track before the car spun another 180 degrees. The car stalled and the oil light was illuminated for a second or two. I was going again right away. I never went more than a few inches off the track. But it was a violent spin. I’ve been sideways many times and always caught it. The only two times I spun the car before this was when I had the hub carrier bolts shear.

At the end of the lap I reported to the black flag station. Glen was already there talking to another driver. When it was my turn he asked what happened. I told him I lost it, that I spun all the way around. But I said maybe it was 180 one direction then 180 back the other way. “You don’t know how many times you spun?” I was there, I did it, but my eyewitness testimony was unreliable.

Everything felt okay, and Glen looked the car over and let me rejoin the session. On the next lap, as I was nearing turn 4 a car lost it between 4 and 5, first going off the left side, then crossing the track and going off the right side. He kicked up an enormous dust cloud and the lights in the turn 5 bunker were flashing yellow. I went pretty slow through the cloud of dust, not really sure where that car ended up.

Next time around, when I entered turn 4 I tried to downshift from fifth to fourth. But I couldn’t find fourth. I eventually got it back into fifth, but something was wrong. I continued slowly, trying to find a gear other than fifth. I eventually got one, but things were not good. I exited the track and going slowly through the paddock I heard a new noise. The noise went away when I engaged the clutch, came back when I released it.

With the car stopped I was able to select any gear. Michael jumped in and we drove slowly through the paddock. Gear selection was working again, but the noise was still there. We looked things over to the best of our ability when we remounted the street wheels. Nothing looked amiss with the suspension. Michael suggested that I’d broken a transmission mount. That would fit the symptoms. After a short discussion we decided I could drive the car home, taking it easy. So we packed everything up and hit the road.

Monday, September 24

At lunch today we put the car up on the ramps, took off the access panel under the engine and had a good look around. The rear engine mount is clearly broken, but the other three look intact. None of the bolts or studs appear to be damaged and everything else looks good.

I spent a fair amount of time looking at the video of the incident. I’m going to have to go with driver error. I shouldn’t have lifted until I had the car straightened out. For years I’ve heard that LOTUS stands for “Lift Off Throttle U Spin”, but I’ve never experienced it. That was quite the introduction.

Next on the agenda is ordering a set of motor mounts. I’m going to go with an upgrade from OEM. I’ve done a fair amount of research and will go with the Innovative mounts. I expect to feel a fair amount of additional vibration in the cabin, but these mounts will be better suited to the track and will likely improve shifter feel.

I’ll also order a new set of wheel studs.

I’ve been happy running track days on my street tires. I don’t feel the need to run on slicks all the time, and I really don’t want to spend a bunch of money on tires. The last set of track tires cost me about $800 and lasted four days. I got these Hoosiers because they were a bargain. I will continue to use these tires until they’re used up, whenever I can get somebody to cart them out to the track for me. But I know running slicks greatly increases wear and tear on the car. I do want to run better tires at the track, but ideally I could drive them to and from; ideally they’d last ten or twelve track days. I’ll keep looking.

But there’s no denying the thrill I got from these tires. Until the end there.

Holy Horsepower

It has been a busy week and I’m a little behind on getting the blog updated. So I’ll post things a bit out of sequence. I’m still putting together two or three videos of my drive home from Snowmass over Independence and Loveland passes. That work was slowed down by an evening at the Great American Beer Festival and a trip today down to Ferrari of Denver for a little car show which they called “Holy Horsepower.”

Saturday, September 22

Hours on the flyer stated 10am to 2pm, but their parking lot is small so I figured it was better to be early than late. As it was, I didn’t arrive until a few minutes after ten and by then they were pretty well full. They directed me to a nice spot that could hold two small cars. “We can probably fit another Lotus in there.” I wandered off for a bit and when I got back it wasn’t a Lotus in the spot next to me but a Tesla Roadster. Close enough!

I quickly spotted Kent’s 2017 Ford GT. It took me a while to track him down. When I did, I asked if he remembered me telling him that, even though I like all his cars, the only one I would ask to drive was his 2005 GT. I said I’d renege on that now that he has the new one. That got a smile out of him. I told him to expect an email from me.

As is usual in these things, if they were to give out an award for the dirtiest car I’d win. I haven’t had a chance to wash it since the Snowmass trip, so it’s all covered with bugs, dust, and track grime.

As expected, there was no shortage of fancy machinery. I neglected to get photos of the Morris Mini and the yellow Pantera. Actually, there were quite a few cars I didn’t get pictures of. But my photographic skills aren’t that great, so I figure I’ll go easy on everybody.

This was my best look at the Tesla and Elise side-by-side. I’d heard that they share only something like 7% of parts, and it looks like most of those are on the interior. The Tesla is several hundred pounds heavier but uses the same brakes. I was surprised by that, but it makes use of regenerative braking, so the brakes don’t need to work so hard.

I took a few shots of a pretty orange Aventador. It was one of the few cars with the engine compartment open. I was somewhat amused that they have a plaque with the engine firing order on it. I don’t recall seeing that before.

Quite a few people left by noon, but a few cars kept arriving throughout the time I was there. The one that drew the biggest crowd was a pearl white Ferrari LaFerrari Aptera 70th Anniversary car. I heard somebody say it was worth $6 million. I don’t know my Ferraris. I didn’t know it was a LaFerrari until I looked it up at home. Sure enough, it looks like that $6 million figure could be correct. Wow. Pictures don’t do the paint job justice.

When I found Ryan I told him I was interested in getting an ECU dump for my car. He said it was pretty easy and offered to do it. He brought out his scan tool and laptop and in a couple minutes I had the data. He did this last year when he rebuilt the top half of my motor, but I didn’t get a copy. I was most interested in time spent at various engine speeds. In adding these up and counting the amount of track time I have, I’m a bit surprised I’m not above 5700rpm even more than is shown. The time by car speed maps out to my expectations pretty well, so I don’t doubt the data.

RMVR Snowmass

Sunday and Monday, September 16 & 17, 2018

I had about thirteen hundred words written up about Sunday and Monday going through things in detail. Nobody really cares, though, so I’ll just cut to the chase.

I stood around on the inside of turn 13 with David and Victoria, my co-crowd-controllers. We were keeping people out of the way and our corner workers, Tom and Brian, were on the outside of turn 13 keeping the drivers out of trouble. The biggest moment of excitement for them was when one of the Formula cars spun 180 degrees very close to Brian.

I had quite a bit more interaction with spectators than I did last year. Almost without exception (almost!), they were enthusiastic about the race. Not many were race fans, but they did get a kick out of the cars. It’s quite the sensory experience. The cars are brightly colored and moving fast, they’re loud, you can smell the exhaust. When the big bore cars get on the throttle exiting the turn, particularly when they are bunched closely together, you can feel it in your chest. It is nothing at all like watching them on TV, and words completely fail to convey the experience.

Our corner workers, Tom and Brian

RMVR fed us dinner Sunday evening. We had beer and wine and the food was prepared by King Kong Emergency Response Catering Wild Fire Team. As you may divine from their name, their specialty is feeding the firefighters who fight wildfires. It’s not your basic food truck, but is prepared to traverse somewhat more difficult terrain than your typical urban landscape.

They had a variety of food available. I selected fish, corn, mashed potatoes and gravy, and a dinner roll. I was seated with my corner colleagues David and Victoria. When I got into the line for food I ran into Doug, so he joined us. He’s helping out a guy named Joe. Joe brought two cars: the number 17 Lotus 7 and the 007 Lotus Elan. He’s pretty fast. He asked where I was standing. I told him I was the guy giving all the Lotus cars the double thumbs up in turn 13 on the cool down lap. “Ah, I know where you were!”

David and Victoria ate quickly and retired to the hotel. Their spots at the table were taken by who I later learned were Steve and his wife. When I introduced myself to Joe I gave him my name and said, “I’m the green and yellow Elise.” That’s when Steve piped up and said he knew who I was. He’s in charge of arranging the volunteers for the lunch laps for the Race Against Kids Cancer. We had met briefly at last year’s event.

I didn’t take any of the cameras with me on Sunday. Corner captain Tom said, “If you’re watching the race you’re not doing your job.” But I wasn’t much busier here than on my station last year, so I was comfortable bringing all the cameras on Monday. I spent the first two laps or so of the first session for each group shooting with the SLR. I also found a variety of places to position the GoPros so that I’d get multiple angles.

Sunday’s activities were a bit shorter than Saturday’s. We had to give the streets back to the public no later than 4:00pm so the school buses could run. That was plenty of action for us. In total, we spent about sixteen hours standing on the street corner watching the cars and making sure nobody got in the way. The weather couldn’t have been much better; fine late summer days, a light breeze and no rain.

Sunday morning walking down to the meeting I spotted a place that said they served authentic Philly cheesesteaks. That sounded like a great idea for dinner, so after getting a shower I went to check it out. My first question was “What kind of bread do you use?” The answer wasn’t “Amoroso,” which, to me, means they’re not authentic. So I went searching for Plan B. There was an interesting looking Mexican place, but I didn’t want to spend that much so I found myself back to the New Belgium place where Jason and I ate Saturday night.

I did verify that David and Victoria were correct in that the Hanging Lake trail is closed. So I’m back to Plan A for the return to Denver: over Independence and Loveland passes.

I was back to the hotel and sacked out earlier than my usual bedtime.

Here’s a short video of the cars passing through turn 13.

Return to Woody Creek

Saturday, September 15

It’s time again for the RMVR race through the streets of Snowmass. It’s a big event and they need a lot of volunteers. Just like last year, they’re bribing me with free laps at Aspen Motorsports Park. (It used to be called Woody Creek and although I was never there when it operated under that name, I will continue to call it Woody Creek.) The place is privately owned and there are limited opportunities to run there, so I’ll take advantage of the opportunity. Last year’s visit was less than ideal, so I’m confident I’ll have a much better experience this time.

I was out the door by a quarter after seven, fueled up and on my way by 7:30.

The aspen are quite nice right now. Many trees still have some green leaves so unless there’s a big wind storm I should have some nice views on the way home. Why “the way home” and not “this morning?” I left the house early enough to make a stab at hiking to Hanging Lake. I’ve never been there, and next year they’re going to a permit system which will likely mean a lottery. I figure there’s a slight chance that I can get into the parking lot today, so that’s what I’m shooting for. But I will admit that the chances are not great.

I made it to the parking lot there a bit after 10:30 but the parking lot was full. Dang. Oh well. The ranger suggested I try later this afternoon, but I’ll be busy. The original plan was to go home via Independence Pass and Loveland Pass and get some GoPro footage of both of them. Instead, I think I’ll take another stab at Hanging Lake on Tuesday. If I get there early enough I should be in business. Early enough might be 8am. Which would mean being on the road by 7. Sounds doable.

Without the detour to Hanging Lake, I arrived at the track at a quarter to 11, which was way too early. But that’s okay. They were letting people in, so I had a leisurely time unpacking the car and getting everything ready.

Last year, the track day was after the RMVR race and a bunch of race cars showed up. This time it’s before the race and it’s only volunteers. At the start we had 10 cars, which we broke into two groups of five. The track is 1.1 miles long and they set up some tire barriers on the back straight to make a chicane. The track is narrow and bumpy and with the chicane isn’t well suited to passing, so we won’t be doing any. If we catch a slower car we are to go into the pit and wait for a release onto clear track.

Even with the extra time before my first session I managed to dilly dally too long. RaceChrono doesn’t have Aspen Motorsports Park in the library so I had to add it. It has been a while since I did this, and I’d forgotten exactly how to do it. So I ran the first session I ran without the lap timer.

Between sessions one and two I got the track added. It took me a while to figure it out, but that’s not because it’s hard to do but because I can sometimes be clueless. It’s actually pretty easy. At minimum, just plop a marker down at the start/finish line, rotate the arrow to match the running direction, and optionally set the width of the track.

In the second session I gave a ride to one of the paramedics. He used to work at the Lotus dealer in Denver many years ago. He has ridden in an Elise, but has never been in one on the track. He was quite impressed by the car’s ability to change direction. After a few laps I dropped him off so he could get back to his job. It wouldn’t be ideal for us if something happened where we needed the ambulance but both the paramedics were getting rides.

When I got out of the car after the second session to shut off the cameras, the new one’s battery had died. I usually get three sessions on a full charge. I thought I had full charges in all the cameras but am clearly mistaken. We were running twenty minute sessions and there was still plenty of time before I needed to be at the meeting. My goal for the day was to get three sessions, and I’d have no trouble doing that even taking a break. So I sat out a session while I charged the battery.

Third session I gave a ride to one of the other volunteers. He kept up a running commentary the whole time he was in the car but I couldn’t hear a word he said. Afterwards we chatted; he said he was saying mostly favorable things. Both passengers were impressed with the car.

Leader Board

Batteries survived the third session, where I set my best time. Under the  little canopy in the pits where they have some tables and coolers and helmets to borrow, they have a leader board posted. The important things to note about these times is that they’re run by the members of the track who have run many, many laps, and that the laps they’re running don’t include the chicane. I think my times were favorable (my best was 1:09.19), given that this was essentially my first day there and the chicane certainly slowed me down.

Racing heritage?

After everybody was off the track Jason brought out his Europa. It sat in a barn for years before he bought it and has only about thirty thousand miles on the clock. It also seems to have some racing heritage based on some stickers in the engine compartment. The way he talked about it I was expecting it to be in rougher shape. He wanted to do a size comparison against the Elise. They’re very similar sizes: measurement by eyeball says the Europa is an inch or two longer and maybe an inch lower.

Side by side

I left the track in time to get checked into the hotel before our required 5pm meeting. On the way to highway 82 I saw a bunch of McLarens heading to the track. They had a short session starting at 4. I gave a peace sign to the first group of 5 or 6 cars but only the last guy in line acknowledged me. I waved at the next group of 4 or 5 and they all waved back. Maybe McLaren owners don’t like peace signs.

I got checked in and headed to my room to drop off most of my stuff. On the stairs I met my roommate for the stay: Brian. The door lock wasn’t working and he had called the maintenance guys. They showed up just after I did. He said he’d only be using the room for the shower because he’ll be sleeping in his van. That works for me. I dumped the first pile of my stuff on the bed then parked the car. Upon my return Brian had already left and my key didn’t work, so I had to get it re-keyed.

This meeting was for both corner workers and crowd control. Last year it was two separate meetings. It sounds like they learned some lessons from last year. From my limited perspective, last year’s event went off pretty well, but there’s always room for improvement. This year it’s a two day event rather than a single day. My assigned station this year is about a hundred yards up the hill from last year. I was on a straightaway last time and this time I’m in a corner, which should be more entertaining. Last year I didn’t have much to do, as I wasn’t in a very busy spot. I’m guessing this year will be very similar.

I went back to the room and I got the laptop fired up in order to copy the videos from the cameras. But the laptop didn’t recognize the newer camera. At the same time, Windows decided it needed to update itself. The laptop is so old it doesn’t perform very well, and doesn’t like to multi task. So I didn’t expect to make much progress.

Luckily, Jason was done at the track and was free for dinner. Even though he’s not a beer drinker, he kindly agreed to meet me at the brew pub closest to my hotel. We had a nice chat and I ate too much.

Here’s a video with a few laps. They’re short laps. I don’t think the bumpiness of the track comes through on the video, but it’s pretty obvious how narrow it is. Also note that all the turns are second gear and I’m only into third gear twice each lap. Still, that fast lap works out to about 57mph average speed. Above, I mentioned that when we caught a slower car we were to pull into the pits and wait for a gap. It didn’t always work out that way – sometimes the slower car pulled over for me.


Saturday, August 18

I didn’t enter today’s event but went out anyway just to hang out. We wanted a big turnout from Lotus Colorado and I’d have to say we did it. By my count we had nine cars entered, but I’ll admit that I’m not certain every Lotus there was brought by a club member. Still, I’m not sure we’ve had that many Lotus at a track day other than for LOG at PPIR.

It started to rain just before the lunch break, and by noon it was coming down quite hard. As I was improperly dressed for the weather – shorts and t-shirt and no rain gear – I figured it was a good time to make my escape. I hope the squall was short-lived and the folks who stayed managed to get additional track time.

I had a good time visiting with everybody and taking pictures. Somehow I talked Junmo into showing up with his drone. I hope he found the morning worth his time. I shot quite a few pictures, thinking I got at least one of each Lotus in attendance. I managed to miss getting one of Gordon, though. Don’t know how that happened. Sorry, Gordon.

HPR in the Dark

Thursday, June 26

I did a Thursday evening session last year. We got sprinkled on but it never got wet, and I had to end early due to my battery coming dislodged. So I’ve been looking forward to another Thursday evening session for about a year. I figured I’d be able to stay long enough for it to get dark, but was sort of hoping we’d have a thunderstorm roll through so I could see what it’s like in the wet.

It didn’t rain until the drive home, but more about that later.

I finally met Martha, who was the high bidder at a fund raiser several months ago for a ride in the car. We’d been trading messages for quite a while. At one point, she was going to give her ride to Lucia. As it turns out they both were there. Martha rode for only a few laps so I gave Lucia a few laps too. They both seemed to enjoy it.

The first session after they left, I noticed that RaceChrono was showing me a message: “Connecting to ODB…” It never could connect, so the first several sessions are without OBD data. That’s disappointing. I’d been bragging how well everything was working, and was looking forward to using the speed data from the ODB rather than the phone, which should be more accurate. I eventually got it working after unplugging the dongle then plugging it back in (that didn’t work), turning the phone off and back on (that didn’t work), then removing the ODB device from RaceChrono and adding it back in.

I ended up running six sessions. Four of those totaled only sixteen laps though, so that works out to be more like two sessions. The other two sessions were ten and eleven laps, so it comes out to about four full sessions. But I only got OBD data for the last two, which were four laps each. That should have been a single session, but when I got out on track I noticed I was low on gas. It hadn’t gotten fully dark yet, and I wanted to keep going, so I pumped a couple gallons of rocket fuel (98 octane unleaded racing gas) into the tank and went back out.

I really had a good time. There weren’t many cars running so we didn’t bother with the usual fast and slow groups. I ran about as many laps as I would during a CECA event for a bit over half the cost. I had a couple of nice laps in there as well. I ran two laps in the 2:12’s, which is as fast as I’ve ever done on the Direzza tires. My quickest ever is in the 2:09’s running on the stock Yoko’s. At the time, by best on the Direzzas was in the 2:14’s. I picked up a gently used set of A7’s and I can’t help but wonder how much faster those tires are. I would expect them to be quicker than the Yoko’s, so until I find out I’m operating under the delusion a 2:07 may be attainable. That must be delusional thinking, right?

I will admit here that I went four wheels off the track twice. First, I was on a flyer and through the first three turns was improving on my fastest lap of the evening. Then I caught up to Chad at the end of the highway straight. I figured I’d be past him before the braking zone but misjudged it a bit. He broke later than I anticipated. So I found myself braking too late and well inside my usual line. I had no hope of making it so I straight-lined it.

The second time was my very last lap. I had just done my best lap of the day. That lap was in near dark and every minute was getting darker. I could easily run pretty decent laps in the dark, but it’s more of a challenge to push it. I pushed it into turn three and badly missed the apex. That was confirmation that I wouldn’t be improving my time, and gave me a bit of insight into what the endurance racers face. They have better lights, but still, it’s a challenge.

The drive home was the most exciting part of the evening. It was only sprinkling on the drive from the track to Byers, but lightning was strobing the clouds clear across the horizon. It started raining when I got to the gas station, but it wasn’t terribly heavy yet. A few miles up I-70 it really started coming down. I had a hard time with visibility and had to slow to about 55. Then it stopped raining and a the road was dry in the right lane.

A few minutes later, the rain came down in Biblical proportions. I wasn’t having any problems with hydroplaning but I was really having a hard time seeing the lane markings. I had both windows cracked but the windshield started fogging up badly. Trying to get the windshield de-fogged I opened both windows a bit farther. Pretty much everything got soaked. I slowed down to about 20. A bunch of cars and trucks had pulled over to the side of the road and stopped. I considered it, but was afraid I wouldn’t get fully off the road and would get rear-ended. So I kept crawling along. Thankfully, a flatbed semi passed me and I had an easier time following him. I managed to get the defroster going and cleared a bit of windshield. It continued like this for quite a while. Luckily, there was no hail.

So here’s the best lap of the evening. I ran the new GoPro’s battery down on the previous session. I have a spare for the old camera (which usually gets mounted on the back, for rear view and sound). With just the one camera, the sound isn’t as good. And I didn’t aim it very well so I have too much cockpit for my taste. Finally, being that it’s an automatic exposure, it comes out lighter than it really was and introduces all that noise.

Road America Blitz – North Woods Shelby Club

Thursday, July 5 – Evening

I arrived at Road America at about 5:00pm and checked in. My packet included a schedule, my driver’s wristband, a ticket for the dinner Friday night. I’d forgotten which group I signed up for; the label on the packet indicated I’m in Group 2. I asked about tent camping and was directed to a window at the other end of the building. There I paid my $50 flat rate (good for the entire weekend). I was to set up anywhere in the paddock where there’s grass.

I picked a spot at the bottom of the hill in the North Paddock and unpacked. I probably should have looked around first; there are some spots that get afternoon shade that might have been better. But by then I’d unloaded the car and met all my neighbors. None of them was camping, so I had the area to myself. I met Jeff, Jeff, Jeff, Dan, Dan, Otto, and Tracy. My little one-man tent was a source of amusement. One of the Jeff’s said he felt bad that his tires had a bigger tent than I did. I joked that it was the biggest tent I could fit in the Lotus.

My next task was to get my tech inspection. About all they did was verify that I had brake lights. They gave a cursory glance at the motor, presumably to spot any obvious leaks. They also checked my helmet, attaching a sticker good for NWSC events through 2026. On the car I got a tech sticker on the left side of the windshield and group sticker for top center of windshield. Mine is “F2”, which translates to Friday Group 2. Other examples I saw were “F2S2” (Friday and Saturday, Group 2) and “Z3” (all weekend, Group 3)

The folks around me, the 3 Jeffs, 2 Dans, and so on, were a nice friendly crowd. We had a 3 series BMW and an M3, a fairly new Boss 302 Mustang, a 1968 Cougar (with an engine so clean you could eat off it), and a late 80’s Thunderbird (that began life as a turbo 4 but is now a V8). Not far away was the only other Lotus entered in the event: a white Exige. Like everybody else in the area, he dropped the car off and went elsewhere for the evening. I didn’t meet Mark until the next day.

I headed to Plymouth for dinner and found a place called Antoinette’s Casual Dining. Sign said Please Wait to Be Seated. I waited quite a while. I made eye contact with every server in the place but was thoroughly ignored. After they took care of some takeout meals and customers paying they finally offered to seat me. Not a great start to the meal, but the service got better. I had a nice bowl of Wisconsin Cheesey Bacon soup and the cranberry chicken salad. The soup came with a warm soft pretzel, which was good for dipping in the thick soup.

By the time I got back to the track the sun was nearly set and my campsite was in shade. I sat in my camp chair and fired up the computer to make notes of the two days drive. In preparation, I sprayed on some mosquito repellent. The computer took more than its usual time to boot up and by the time it was running I was getting buzzed by quite a few mosquitoes. I applied another coat of repellent. This had no effect, and neither did the third coat. So I retreated to the tent. Only one or two of the monsters got in with me so I didn’t get eaten up too badly.

Friday, July 6

With the early bedtime, I was awake by 3:30. I tried to go back to sleep but gave up by 4:30. Got dressed, had some breakfast, then started to wander the paddock. Not much was happening at that early hour. I had a nice chat with a fellow who was running his Factory Five Cobra replica with his son. I talked to them because I the car next to their trailer up on jack stands had Utah plates. These guys weren’t the owners but had loaned their stands out. The problem with the car was that a caliper bolt was missing. I don’t know if they ever got the car on the track while I was there. I’m not sure how that defect was caught in tech; they certainly didn’t look that closely at my car.

Farther up the paddock I saw a truck with Montana plates. The owner saw me and immediately said “No way!” I had a momentary thought that I’d met him on my Pacific northwest trip. I was wrong, but I wasn’t terribly wrong. I quickly realized we were both wearing Oregon Raceway Park t-shirts. ORP is his “local” track. Local being the closest one, at only five hundred miles away. He was running a Panoz Esperante.

I seemed to have driven my car the farthest to attend, but there were quite a few folks who trailered their cars from farther. The guys with the Factory Five Cobra had friends from both coasts who met here: one from California, the other from Massachusetts. I have already mentioned the Montana and Utah plates; I also saw Georgia. But most were Wisconsin, Illinois, Missouri, and Iowa.

As to the cars, I was told there were 178 entrants for Friday. There were the usual proliferation of Mustangs, Corvettes, Porsches, and BMWs. Myself and the aforementioned Exige were the Lotus contingent. There were a handful of Cobra replicas, a couple of 2005 Ford GTs, a GT-40 replica, a Superlite, two old Fiat X1/9’s, a very fast Pantera, a few Focus RS’s, only one or to Miatas, and at least one modern Mini. There must have been a Subaru, but I don’t specifically recall one. Certainly fewer Miatas and Subarus than I usually see. In any event, the focus was on horsepower.

The drivers meeting was at 8:00 at the winners circle area. For the most part, it was the usual drivers meeting: these are the flags, grid up here, exit the track there. Two things were a bit unusual in my experience. First, the organizers asked if anybody was running with airbags in their car. A number of us raised our hands. I’ve never been asked that before. “Some of our rumble strips are extreme. If you hit the wrong one, your airbags will deploy!” My general habit is to avoid the curbs. Having put the Chump Car on the rumble strip in T5 a few years ago I have an idea how harsh they are. The other unusual item was that some of the cars would be doing their point-bys using turn signals. Some of the cars have fixed windows and one gentleman would be driving with hand controls.

One other topic of discussion with my neighbors was fuel. Everybody said I wouldn’t be doing more than two sessions without needing a refill. I told them I can generally run four sessions on a tank. Nobody laughed at me, but in retrospect I’m surprised they didn’t. Fuel consumption here is very high. So I asked where the nearest gas stations were. The track has regular pump fuel on site, but it’s about eight bucks a gallon. So when the time came, I headed to Elkhart Lake to refill.

I don’t recall how I decided I should be in group 2 way back in March when I registered. My general desire is to be in an intermediate group that has point-by passing. But NWSC organizes groups here at RA by lap times, not by experience. Group 1 is fastest and 4 is slowest. So I find myself in the second fastest group in not quite the lowest horsepower car in the event.

When the first session started, I got gridded up near the end of the line. The first lap was under yellow, with no passing. For the rest of the session, I lived in my mirrors. The organizers set up cones to show the passing zones. One cone at the start, two cones at the end. You can’t pass before the first cone and you have to be done by the two cones. At most of the tracks I visit there are only two or three passing zones. For this event, almost everything that wasn’t a turn was a passing zone. Technically, that’s not even true as Road America has some numbered turns that would qualify as straights anywhere else. We had eight passing zones: between 1 and 3, 3 and 5, 5 and 6, 6 and 7, 7 and 8, 10 and 11, 11 and 12, and 12 and 13. I think I pointed people by in six of those places. I was clearly in the wrong group.

After the session I tracked down the organizers and told them I wanted to switch groups. “I’m in Group 2. I ran a 2:55. I want to switch to Group 3.” “We’ll put you in Group 4. 2:55 is a Group 4 time.” After a little back and forth, I made my case for Group 3. They booted up their computer, updated their records, and verified that nobody else in Group 3 was running number 23. Then we peeled the F2 sticker off my windshield and replaced it with an F3.

My next session was much happier than the first. Instead of pointing car after car by me I had my best session of the day, as far as traffic goes. After the out lap, I had four consecutive laps without any traffic. Well, the third lap I did pass a car but he waved me by between T3 and T5 after I lifted off the throttle for only a split second. Only one lap of the session was slower than my fastest lap of the first session, and in that lap I passed three cars and was passed by one.

Between sessions I went over to where Mark parked his Exige. He and his friends rented a carport so they’d have some shade. This is at the corner of the North Paddock, near the exit of T14 where the cars start the steep climb up to the start/finish line. He and I were chatting as I was attempting to get some action shots of the cars. While we were talking, one of the cars caught fire as it started up the hill. I wasn’t quick enough with the camera and missed the shot. But the car was in flames the entire width of the car, dropping oil and trailing a big cloud of white smoke. She missed the entrance to the pits and so left the oil slick on driver’s right all the way up the front straight. The driver was okay, but it took another twenty minutes to clean up the oil. This ended Group 2’s session after one lap.

My third session was a bit frustrating. I quickly got behind a Mustang that was stuck behind a replica Cobra. Neither one seemed to be watching their mirrors. The Mustang had a large rectangular green sticker on the back bumper, which I think is how NWSC indicates a novice driver. When other cars caught us, I’d point them by: the Mustang and Cobra would let them by, but they never let me through. I was doing my best to make myself seen, getting in one mirror then the other but to no avail. I had decided that next time around the start/finish I’d pull off to get a gap. But when the next faster car arrived and I pointed him by, I tailgated him past the obstructing Mustang. A turn or two later the Cobra let me by. I never really got a clean lap the whole session, but on my final lap did manage to match my best time from session 2 to the hundredth of a second. When I saw the checkered flag, I started slowing down. Had I maintained throttle until under the starter’s stand, I’d have bettered my time.

When I walked through the main paddock on top of the hill earlier in the morning I didn’t take the camera. I wanted to make another circuit of the paddock to get some pictures so now was the time. I snapped a few pictures and chatted briefly with a few folks then remembered that we were allowed to go over to race control to take a look. So that’s what I did. After a few minutes in race control the guys there sent me out to the starter’s station: “Go out and talk to Ken. He won’t bite.” From in the car on the way up the hill it looks like the starter stands over the highest point. But from his location you can clearly see that the track continues to climb.

I chatted with Ken briefly. He had work to do and I really didn’t want to bother him. Then I tried taking pictures of the cars from there. It’s a tough angle, and the cars are really hauling here. None of my pictures came out. But while I was shooting, he grabbed the black flag and waved it. Then he put that away and got out the red flag. Two cars came to a stop right below us. I was curious what was going on, but I didn’t want to bother Ken.

Obviously, something serious had happened. I went back to my car and visited with my paddock neighbors while we waited for things to get sorted out. It turns out that one of the Camaros in Group 1 had a big accident just after the Kink. The car was totaled but the driver walked away. They did put him in an ambulance – no doubt even after walking away from a heavy shunt like that you’re going to the hospital to get checked out.

They threw the red flag at about 2:30. An hour later they announced that we’d resume running at 4:10. That turned into 4:40. The track goes cold at 6:00, so a 4:40 start would mean each group’s session would be a bit less than twenty minutes. It was finally announced that we’d resume at 5:00 and we’d run combined groups. Groups 1 and 2 would run together and 3 and 4 would be together. At least that way we’d get a full session. As is typical for the final session of the day a number of people had dropped out for one reason or another, and with this being such a long track I wasn’t too concerned about traffic.

Two of the cars of my neighbors were victims of attrition. Tracy’s BMW had a front brake disk that was developing a crack. She’s not a big fan of exploding brake disks so she parked it while her husband scoured the region for a replacement. They found one two and a half hours away. At least she’d be able to get back on the track for Saturday.

The Thunderbird was also out with a broken heim joint. He had replacement parts just after 5:00 but not in time to get back on the track that day. He talked a bit about how the car was handling. He evidently has some odd combination of suspension parts. He says it’s okay for the most part. But when he’s side-by-side with another car in the Kettle Bottoms (the fast bit after the Kink) the car acts a bit squirrely. That seems to me to be not the best place to have a squirrely handling car.

So my last session had more traffic than the other two that I ran in Group 3. For this session I decided to forego the rear-facing view and put the camera on the nose of the car. I left the other camera on top of the car, so I’d have both facing forward. As it turns out, the battery in the top camera died during the session so the only footage I have is from the nose mount.

I didn’t get to improve my best time due to all the traffic but I had fun nonetheless. I’m not saying I was the fastest car on the track in the group (because I wasn’t), but I didn’t see any faster cars the whole time. I passed every other car I saw. And I saw a bunch of cars I hadn’t seen on track all day, including the replica GT-40 and a Ford GT. I have no idea how fast that replica is, but the driver was pretty slow. I know the Ford GT is a really fast car, but he was slow too.

NWSC puts on a big dinner on the Friday night of this event. I had a meal ticket in my registration packet. But when I went to look for it, I couldn’t find it. I knew it was around somewhere but I had no luck tracking it down. Most of my neighbors were going off-track for dinner, so one of them donated their spare ticket to me. It was a nice meal: fried chicken, BBQ chicken, fish, and prime rib along with scalloped potatoes, mixed vegetables, salad, rolls, and a variety of desserts.

I sat with one of the Jeffs and some other random track rats. The gentleman who sat on my left drives a Corvette ZR-1 with a Calloway supercharger. He says it’s the seventeenth Corvette he’s owned. I wanted to ask him why he couldn’t find one he liked, but I was a good boy. He was wearing a great t-shirt: it said “Point Me By”, printed in reverse.

By the time I was back to my tent, the sun had gone down. I didn’t bother with the mosquito repellent. On the way to my site I chatted with some other campers. They had a fire going. I asked if that was how they avoided the mosquitoes. “Yeah, the mosquitoes around here just laugh at Off.” So it was another early night for me. I was asleep before ten.

I slept well, not waking up until about five. My tarp and tent were wet with dew, so I took my time packing up. Of course, I found my meal ticket. I was on the road not long after six.


Road America is by far the fastest track I’ve ever driven on. I doubt I’ll ever drive on a faster track. On its three long straights, I’m in fifth gear on cam at wide-open throttle for nearly thirty seconds each lap. On two of those straights I was able to top 120mph regularly, with a recorded top speed of 124. There isn’t a second gear turn anywhere. By the end of the day I was taking turn 1 in fourth and was able to navigate the Kink without braking. I’m in fourth gear through the Carousel even though I’m not on the second cam.

When I was here with Chump Car we ran the chicane after the Carousel, so we didn’t have to deal with the Kink. The Kink has been called the most dangerous turn on any track in America. I certainly had a healthy fear of it. There is no run off and a concrete wall is just a few feet away. If you make a mistake you’ll pay heavily for it. If that wall weren’t there I think I might be able to take it nearly flat, which would make it a faster turn than turns 1/2 at La Junta. But with that wall so close I don’t know how much faster I’d be willing to go than I went today.

I was probably most surprised at how my car performed in the Carousel. I don’t know for sure, but I was probably on the hardest tires of any car in the event. The vast majority were running on R-compounds and quite a few were on slicks. On my 460 treadwear tires I was able to gain on almost everybody in the Carousel. Sometimes my little car amazes me.

I think NWSC put on a good event. I’d gladly run with them again, although it’s unlikely I’ll make the long trek again any time soon. It was a long drive for one day of lapping, and I’m obviously a mental defective for doing it. But I sure did have fun!

Bugatti Type 35A

Looks like I’ve made a significant error here. This is a Type 37A, not a 35A.

Sunday, June 24

We’re trying to mix things up a bit for our monthly LoCo meetings. Normally we meet on a Tuesday evening, alternating between north and south locations in metro Denver. Not everybody can make it on a Tuesday, though, so we’re mixing in the occasional weekend date. For our June meeting, Victor kindly hosted us at High Mountain Classics where we had pizza and a tour of his shop.

My last visit here was a year ago when I picked up my car (after the ordeal of the camshafts). I’m still missing the box of stuff I (used to) carry in the boot: my front license plate, some tools, a towel, the bag for my soft top, and so on. So when Victor kicked off the tour I offered to buy a beer for anybody who spotted my box. Sadly, I had no need to make good on that offer. The box is still missing and I need to start replacing those items.

In the shop today were an interesting variety of cars. There were two nice Cadillacs, an old Chevy, a Porsche, Jim’s X180R, and a few others. High Mountain Classic’s raison d’être, of course, is restoring pre-war Bugattis. There was only one resident in the shop so it garnered a lot of attention.

This example is a 1927 Type 35A. The Type 35A, nicknamed ‘Tecla’ was an ‘inexpensive’ version of the Type 35 and made its first appearance in May of 1925. Its nickname was given by the public after a maker of imitation jewelry. There’s a tenuous Lotus connection here. Tecla is an anagram of the French word for brilliant: eclat. And, of course, there’s a model of Lotus called the Eclat.

While we’re on the subject of names, the modern Bugatti Chiron is named for the oldest man to ever race in Formula 1. Louis Chiron was 55 when he took sixth place in the 1955 Monaco Grand Prix. But he made his name behind the wheel of various Type 35’s in the 1920’s and 1930’s.

The engine of the Type 35A was a reliable unit borrowed from the Type 30. It used three bearings, had smaller valves, coil ignition, and produced less horsepower than the 90 or so of its Type 35 sibling. Only 139 examples of the Type 35A were created.

It looks like quite the beast to drive. It’s not a big car, and the driver doesn’t so much sit in it as on it. The tires are skinny and look quite hard; and of course tire compounds have come a long way in the last 90 years. There are a number of brake levers and cables run along the outside of the bodywork. Even with the old brake technology, I’m sure it produces sufficient stopping power. Any more and it would be too easy to lock up the wheels.

I found a video of this particular car being driven at Laguna Seca for a reunion race back in 2010. He turns a lap of 2:09.6. For comparison, in my modern car on modern street tires, I managed a 1:55. In the video, when he is following another Bugatti, you can see the other driver leaning out of the car in the right-hand turns. I’m sure it was quite the thrilling car to drive fast, particularly with no racing harness or even three-point seat belts.

I love that the owners of these seven figure works of art aren’t shy about mounting their cameras to the cars. This is not the first time I’ve seen a GoPro adhesive mount on one of these cars. I particularly like the attention to detail of the period-correct wire reinforcement of the fastener, even for the anachronistic camera mount. It was seeing a GoPro mount on a car in this shop a few years ago that convinced me it was okay to put one on my car. If it’s okay to glue one to a multi-million dollar antique I shouldn’t feel bad about putting one on my car.


I do all this research on this particular car, even finding a video of it in action. But I somehow miss on that page that the car is a Type 37A, not a Type 35A. If I’d have known much about Bugattis, my error would have been obvious: the 37A is a four cylinder and the 35A is an eight. You can’t take me anywhere. 

The 37A is almost identical to the 35A: same body, same chassis, same wire wheels, same wheelbase. Bugatti produced 286 of the Type 37’s, 76 of them the supercharged Type 37A. In the supercharged version, performance was greatly improved over the naturally aspirated model, giving the car a top speed of 122 mph. The 37A models were raced in some of the world’s greatest endurance races at the time, including the Mille Miglia, the 24 Hours of Le Mans, and the Targa Florio.

LeMons B.F.E. GP 2018 – Part 2

Sunday June 10

I arrive at the track a few minutes before 8. The weather forecast for today calls for high temperatures a few degrees warmer than yesterday. One of Brett’s great decisions was to rent one of the carports to keep us all out of the sun. Instead of brilliant clear blue skies, we have some smoke that has blown in from the wildfires near Durango. I don’t think it will help with the heat, though.

Tiny discs

When I left the track last night I was under the impression that the brakes had been completed but Brett told me he’d worked on the car until nearly 3am again. When they installed new pads there was an issue. They kept an old pad on one side of the rotor and put a new pad on the other and things were still a bit tight. I’m not sure what the implications of that might be, but I don’t think pad wear was the critical issue. When they bled the brakes, the fluid that came out was quite dark. I think the controlling factor is that the discs are so small. They’re not vented and can’t shed the heat, so the fluid cooks.

I don’t know that “all is forgiven”, but when I got to our carport, Jan was applying my name to the car. The guys continued to make tweaks to the car, and continued to struggle with fuel filter issues. By now we had a number of little water bottles filled with the backwash from the filter, each with a thick layer of sediment on the bottom.

Jan is out first in the car. She’s out about an hour. James is next, also about an hour. I’m up third, Brett wants me to go an hour and a half. While Jan is out, James and I spend some time shooting the breeze. We talk about lap timers and he downloads RaceChrono. He had been playing around with a different one, one that also does video. They made an attempt to mount his phone onto the dashboard of the car with zip ties, but that really had no chance. I told him it would work with the phone in his pocket, so that’s the route he went. I saw a tablet in one of the cars nearby; that looks like a good way to go. You can mount it securely and the display is plenty big.

Jan in the car

I help refuel the car twice. For LeMons, it only takes two people. Each must be in full gear – driving suit, helmet (with visor closed), gloves, fire proof shoes. One pours the fuel and the other stands ready with a fire extinguisher. The driver can’t be in the car. Yesterday, I poured gas during the one refueling exercise I participated in. Today I did both roles once each. During the second refueling of the day, I had to help Hank get back into the car. When I was buckling him up, I made the mistake of taking off my gloves. This is a big no-no and could have gotten us penalized.

In my stint in the car, I again try to count laps. Yesterday my 22 laps took an hour and nineteen minutes. That’s from the time I started the lap timer to when I stopped it. To get an hour and a half, I should count laps again and go an extra lap or two. So I get to 22 and go one more before exiting the track. When I get to our garage, nobody is expecting me. Hank isn’t suited up and nobody else is there. Brett arrives and asks how I’m doing. I say I’m doing fine and that I figured my time was up. He tells me I should do 3 more laps to give Hank time to get suited up. When I’m out of the car I find the lap timer has logged 23 laps. So clearly I’m unable to count.

I really thought I was doing a better job counting. How hard can it be to count to 22, you may wonder. Each time I crossed the start/finish line I’d announce to myself the count. I’d repeat it in turn four. I’m sure if I was the only one on the track it would be dead simple. But whenever I’d get stuck in a clump of traffic, with cars passing me and me passing other cars, it can get quite busy. It takes all my concentration.

Attrition has been working on the car count the whole race. There are a number of cars in the paddock when I start my session and traffic is noticeably lighter than yesterday. I am able to run several laps without having to pass or be passed. But I occasionally hit clumps of traffic. At one point, we’re going three wide up the hill on turn 11. Still, there are some really aggressive drivers who I must take action to avoid hitting when they’re passing me. One BMW steals my apex in turn 2, then gives me a wave. I take it as a “thanks for letting me by”, but when I relate the story to James he suggests that perhaps it was a “sorry” wave. Funny how there’s no doubt in my mind in the heat of the action but afterwards I can accept the possibility that it wasn’t exactly how I saw it at the time.

I shouldn’t be surprised that I’m seeing lots of “unique” racing lines. I’ve done in the neighborhood of a thousand laps at HPR and certainly a bunch of the drivers on track this weekend are here for their first visits. Many, undoubtedly, have never lapped anywhere before.

I don’t know if it’s because there’s less traffic or I’m just getting used to the car, but today I ran nine laps that were faster than my best lap yesterday. James says his best lap was a 2:41, which is a pretty good lap considering his lack of experience. He said he thought Jan was running more like 3:00 (but I’m not sure how he knows). When I later reviewed the video of the wheel coming off yesterday, I see that Hank’s times were in the mid to high 2:40’s. I would assume everybody’s times were better today than yesterday.

Hank came back in after only a few laps – fuel filter problems again. It worked fine for me, but seemed to crop up after we put more gas in the car. Not every time, but often enough. They back flushed the filter and sent him back out. Again, he was in after a lap. Turns out the filter wasn’t installed quite right. There was a tense moment between the mechanics but Brett reestablished the chain of command, the car was fixed, and Hank was back on track.

By the time Hank was in the car, the tenor of the race changed for us. I hadn’t been at all concerned with the results. I figured we had no chance at a win of any sort, so I wasn’t particularly interested in how we compared to anybody else. Brett now told us that we were in a race. One of the awards is the IOE. He explained it as the Index of Effort, or doing the most with the least. Turns out it’s the Index of Effluency. Our competition for this award was a Pinto station wagon. At that moment, we each had run the same number of laps. We needed to finish with more laps than them to win the IOE.

There’s an app available to keep on top of the results, but I didn’t bother installing it. Also, the post a hard copy of the standings in the classroom. The standings show our place, how many laps we’d run, and our fastest lap. That fast lap was a close match to my fastest lap according to RaceChrono. So I was fastest in the car. I expected this, as I have much more track experience than the other drivers.

Brett kept Hank in the car the rest of the day. We fueled him up one more time. James and I went looking for current standings with something like half an hour to go. By then we were up by 5 laps. As long as we didn’t have a wheel come off again things were looking pretty good. Nobody had run double the laps we’d completed, but half a dozen had run a hundred laps more. We had a couple of hours in the pits, so that would account for maybe 40 laps.

A big crowd gets all lined up where the cars come off the track when the checker flew to cheer all the cars. Standing at the fence, we met the crew of another car. They were in our class (C), and a lap ahead of us until their car broke down just before the checker. So we not only beat the Pinto but moved up from 6th to 5th in our class. There are three classes: A, B, and C. Aaron described them as “might win”, “might finish”, and “good luck”.

When Hank got out of the car, I asked him how the brakes were. “They’re gone. Double pump and get just a little braking in the rear.”

Turns out the IOE award is one of the top trophies, if not the top. I believe it has the largest cash prize. It also means Brett gets a free entry to the next LeMons race. The trophy is an overturned car with the driver running away. All the drivers get patches, too. We got the award because of the issues we had in getting the car running Friday, the fuel problems Saturday morning, and the wheel coming off Saturday afternoon. We had no gauges: no fuel gauge, no speedometer, no tach, no temperature gauges. By the end of each day we had no brakes.


We had 5 drivers in the car and turned 157 laps. (At least, that’s what I recall. I can’t find the official results.) If they were equally divided, that’s 31 or 32 laps each. I ran 45 laps according to RaceChrono. Hank undoubtedly ran more. Brett didn’t drive at all the second day, so he shortchanged himself. I certainly got more than my share of seat time, in spite of my lack of participation in getting the car built and keeping it running.

My instructions were to be kind to the car; not to rev too high, not to abuse the brakes. I think I did this, not only taking good care of the car but turning consistently fast laps. I’m sure there’s a fair amount of luck involved, but I was the only driver who didn’t have any problems with the car.

As to the car, nostalgia ain’t what it used to be. This LeMons car is not at all like my Arrow. About all that’s the same is the body and the steering wheel. It’s a different engine and transmission. Mine was a 1.6l 4-speed, this has the 2.6l and 5-speed from a Fire Arrow. The wheels and tires on the Lemons car are bigger than on mine, and the car rides maybe three or four inches higher. My young self thought the car handled well, but of course my young self had no real clue. This LeMons car has considerable body roll due to the high ride height. When I was in the car, everything worked, but all felt … imprecise. I occasionally had trouble finding 3rd gear (never missed a shift, but struggled a few times). In the uphill right hand turn 11, I often experienced a nasty hop in the rear end under acceleration. I was able to alter my line in that turn and by not getting on the throttle as early or as hard more or less eliminate it.

Brett’s take on LeMons racing is that it’s more for and about the mechanics than the drivers. I have no aptitude for working on cars and it’s not particularly interesting to me. That is, it’s not something I want to learn, at least not in the context of running a LeMons race. For me, it’s all about driving the car. I’m more an “arrive and drive” guy. I’ll be surprised if Brett asks me back.

I have to thank Brett for letting me drive his car, and big thanks go to everyone on the team. They really put forth a great effort and they’re fully deserving of the IOE trophy. Aside from some tension early Saturday, I enjoyed the weekend.