Talk about a tease.

Any update on Bill and the car?

Vettes finished 4 & 5, and damn that Porsche spun like a top. Driver did a helluva job trying to control it.

If the fluid is that bad, you need a tech 2 to cycle to the ABS pump to disperse any murky fluid in the pump.

But the bleed procedure:

RR
LF
LR
RF

On the dual sided caliper, do the inboard bleeder first, then the outboard.

Forgot about this thread.

Been poking around, and I knew about the compression issue. I was worried a bit about the clearance as well. One thing I was wondering about, the 86/87 128 casting heads maybe a better substitution.

Still up in the air on a cam though. Might think stock LT4 cam. I think I have one laying around on the shelf.

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The computer is locked up because S&P locked the tune in place so you can not read the ECM. Which is a big douche thing to do. Never trust a tuner who locks.

The shop in Spokane should have been able to hook up to the aldl with a tech 2 or similar scan tool to see the engine functions and codes.

And put a red indicator light in the dash for a trouble light.

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So they installed this package, and it sounds like they did not install a CEL to alert you if there are any problems with the motor? Did they even mount the ALDL port in an accessible location?

Go back to Spokane and pay somebody to retune the car.

Get some real shoes and learn to roll your foot from the brake to the gas. Best way to do it in a C4.

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Doesn't matter with cats or without. The car senses how rich or lean based on the pre cat O2. The post cat O2 is to measure how efficient the cat is and that it is still working properly.

I agree he is down on power. But the airbox could be choking it down, the exhaust is another point of contention, along with the elevation in MT.

How and where was the car tuned?

Dome used to house the Spruce Goose.

I enjoyed touring the QM back in 2007. Thought it was pretty neat. I would stay there if I had any desire to go back to Cali.

Make sure if you do drain the oil, to pull both pan plugs. And then also do not rapidly fill the sump.

Alright, I need to mod a 85 L98 to be as stock sounding as possible and retain most of the stock looks.

Thought process

1) Ditch Cast iron heads, go to stock 86-91 alum heads with some porting work
2) Upgrade cam to roller, need recs on something to increase power band but can not have any lump to it.
3) port stock TPI, which is a waste, or find a LT1 intake to convert or buy one that is already converted.


I can not do headers, and exhaust is extremely picky as well.

What are your suggestions?

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My opinion, it will be totaled. In my mind, I'm at about 30k, just with what I see damaged and knowing what will be damaged underneath it. Rear tub alone is 5k. The door area is not a hit friendly area for a cheap repair. Both front and rear impact braces will need to be redone. Carbon Fiber fenders, headlights are not cheap.

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Just because it is in the rules does not matter. You can not selectively enforce.

All the damage to the Vette was from the Miata. I never touched the wall.

Miata driver was taken to the hospital with a concussion and other minor injuries.

Well guys, I can say this was a blast. Preparing a 25 year old POS and trying to make it run for 24 hours is quite the endeavor. And then having a target on the side of the car does not help much at all. The reception of the car ranged from "Cool" to "Why the F is that here".

We did some final late night prep on the ChumpVette, did one last bleed of the clutch hydraulics, got drivers oriented with fuel ups, and entry and exiting the car with gear on. Got lots of looks from the paddock and wound up throwing a trap around the perimeter of the tent to shield everybody. Needless to say, we did not have a theme, so we were pretty bland. We left the track around midnight to go the the hotel and get some sleep.

Saturday morning, we arrive bright and early. We ease the car over to tech and small crowds gather to watch and heckle and try to figure out the penalty laps. Tech was done pretty thoroughly, although their knowledge of Corvettes were way off base. They were tossing around numbers 330 hp and the car costing 45k when new. Which would be on par for the 96 LT4 engine cars. Tech took roughly a half hour as they were trying to figure out how many laps to dock us. The result, 30 laps. So after the charity buy back, we were down to 25 laps, factor in the lead car we were officially 40 laps down to start the race.

Now we are good to go for the race after passing tech. None of us have ever driven the ChumpVette, nor the Spokane course which is rather interesting. it is extremely fast. The front straight is just shy of a mile and the Vette was pushing 125 at the end. One car was hitting 130 at the end. The back side is similar to a back country road with several turns and the track is not smooth at all. And to top it off, the track is very narrow in sections to the point that two cars is a crowd.

Naturally when a car goes on course for the first time, there will be bugs to work out. We had our first pop up in our second driver stint. The SES light came on and the car pitted. Tech 1 was brought out to diagnos, no codes showed the light was off, so he was sent back out. This happened a couple of times, and was later figured out to be a faulty EVAP purge solenoid that started purging raw fuel onto the ground. After 20 minutes of trying to find a solution, we wound up capping off the system. Which worked, but now we had excess pressure in the tank. So after drilling a couple of hole in the tank and bleeding fumes into the air (Hey it's a race car, it's not environmentally friendly in the first place) we were back up and running. Total lost time 45 minutes.

After that car was running great! We were turning lap times that were in the 1:58 to 2:00 minute range. Best lap time was a 1:57 and change. I made sure to get everybody a stint in the car before I ran, since everybody traveled quite the distance to do this race. I get in and it takes about 4 laps to get oriented and to start pounding out some times. Hit a zone in the low 2 minute range and then started dipping into the sub 2 minute range. Wheel to Wheel is like nothing else. Open passing when you can make the pass, and going later into the corners than somebody else to get that extra margin for the pass is exhilarating. Track days may not cut the mustard any more. This is pure adrenaline and crack addiction.

So we continue on into the night time, sunset is around 9 with complete darkness coming around 10. At night, the track goes to the short course, to keep the rescue workers from having to go way out into the desert in case somebody runs off course at the end of the full straight. So lap times are now really decreasing, and the fact it is pitch black with only the illumination of your headlights adds to the excitement. We have installed two Cessna landing lights in the center of the nose. The lights project further out and to the sides than the stock headlights do, and in seeing the footage, the light spread into the other cars has to be extremely annoying.

I enter the car just after midnight. We are adding fuel, so I miss my warm up session to get a feel for the track. So I haul ass down pit out and all the sudden am in mid pack. Scary feeling to come onto a dark course, you see lights all over yourself, the vision is limited. Corners that were easy to see are now obscured, and now there are two fresh turns with the short course. Both are hard left hand turns. With the limited visibility, people are now running off track bringing debris on course, and one of the hairpins was nothing but a sheet of gravel across the course. After a few laps, my pace picks up, I am now passing hard through the night. small battles crop up in the corners and the Vette then pulled hard on the straights to lose them. This is getting good!!!

The final turn.

I enter the front straight trailing three Miatas. The first one stays in the middle of the track, the next two start peeling off the right to make their pass. Knowing it would take them a while to make it, I go into 4th, it kicks out of overdrive and starts pulling hard. I pull out to pass on the left, I make the pass on all three cars, and start to slow down for the left hand turn. I get a brief lock up from debris, and start to make the transition into the corner, and get stuffed hard by the #29 Miata. I get spun around and luckily avoid the point in the wall with the concrete barriers and coast down the front straight with the left front wheel making a grinding sound. The car is slunked down to the left front as well.

I finally come to a stop and kill the battery and make a body assessment. No cuts bruises. All the safety gear has done it's job. Hans device, 5 point harness and the seat. I wait until the course/safety worker arrives, I give him the thumbs up to say I am ok, he goes off to check the next guy. I start to crawl out of the car as the course is now red flagged. I walk over to the Miata, and he has impacted one of the concrete barriers head on. Ambulance is on scene. I walk back to the ChumpVette to get the radio out and communicate to the pits. I tell them the car is dead and not repairable.

Here she sits after having the front left left wheel repaired to roll it around. Damage sustained smashed hood, bumper pushed forward, upper Arm now in the shape of an "S" and the engine cradle for the upper A-arm severely bent in. Luckily easy and cheaply replaced. She will be built faster and stronger to compete in Portland on Halloween.

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Are you tapping it?

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Part is maybe 60 bucks from GM.

It is a pig of a job to do correctly. And at 100 bucks an hour, yea, it's about 9 hours it seems.

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They are Canadian!

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That's what I was thinking when I first saw it. C4 frame flexes or twists in the middle and it's mainly a lateral issue. A solid rod connected at the ends with heim joints is still going to allow the frame to twist.

Iteresting design though.

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Good enough for sprint races, but not more than that. Longer races required brake component changes. The track cars also took advantage of brake cooling and other methods to get more reliability out of them.

If the 84-87 Girling set up was so great, how come it was dropped?

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He could only wish they were 12's. 84 -87's were stuck with a 11.5" rotor that is paper thin as well. Not to mention the single piston caliper.

World class my ass.

Been trying to hunt down a set of used 5 spokes for an 84-87 car to no avail, been only able to find new.

I have never mounted a set fo later style 56mm offset to an early car. An rubbing issues or other problems? And I guess the same would be asked for C5 wheels.

I do not want to run spacers period.

I LOL'd.

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Which is it?

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Ugh, I would hate to see the flower delivery person from Wal-Mart.

This is why women suck.

You send them a gift. And they question it.


It could have been somebody who thought you were having a bad week and wanted to brighten your day and wanted to do it annonymously.

Or it could be somebody that has a "crush" on you and wants to keep you guessing with out the fear of getting the rejection phone call of I love you, but just a friend.



Just take the flowers and smile.

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Maybe 5 minutes of actual racing.

Favorite section of Easy Rider.

http://www.youtube.com/watch?v=qLkmbLoaORU

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Come on, Obama is the master of "Change". He will change direction of the oil flow and what has been spilled will be sucked back to the ocean floor!


When I get home, I will post up my shots from the Valdez.

Preparing a car for a 24 hour race. Cage goes in next along with the rest of the safety gear.

My guess is Douchebag Pewter.

Does anybody have detailed pics or exploded diagrams on one of these boxes? Needing to do some planning on prepping a race car.

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Is the old man blind?

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Hood and decklid are different.

It says "World Challenge" at the top and "Team Champion" on the bottom.

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You buy an early build ZR-1. The first 600 had steel halfshafts.

I've already got them, and they came with the car from the factory. :D

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Replied

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Mat, it is mainly the electronics I have been dealing with on them. The engines are fine. I also own a 85 with the TPI and a 95 Z28 with the LT1, both are solid. Although we will see how the L98 does after a 24 hour race.

I am no longer going to be servicing LT1 and L98 Vettes, and figured this kit should go to a good home from a fellow GURU.

Kit contains:
J39087 Driven Gear Shaft Front Cover Seal Protector
J39088 Driven Gear Shaft Front Cover Seal Installer
J39089 Driven gear/Water Pump Seal Installer
J39090 Distributor Drive Shaft Seal Installer
J39092 Driven Gear Bearing Assembly Installer
J39243 Driven Gear bearing Assembly Remover

Kit is in the Kent Moore container. Everything is in good shape. Some have no wear marks at all.


These sell on the bay for 130-150 range.

Guru price 100 plus shipping.


Sale pending to BillH

It always fascinates me this fascination with a big block. They are heavy, they suck gas, did I mention they are heavy!

Andy has the right idea (minus the greenwood kit), depending upon what you are looking for. Mme, a LS based motor with a 6 speed would be in there. I've been shopping 80-82's and 70-72's, Everything else is meh to me from the 70's.

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The one who was smart enough not to get married. Followed by the one who was smart enough to get the divorce.

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They pop up every now and then. 84-86 are fairly scarce used. Just make sure they have the electrical schematic inside.

I got a stack of service manuals. Need to find the box that has some of the others I don't really use.

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You have to remove the tension created by the springs and shocks. and fold the A-arm down if your spring is still mounted.

I just got done rebuilding my whole front end. Poly bushings, upper/lower ball joints and new tie rods. Didn't bother taking any pictures either. One of the few times I did not snap a few.

You just need to pull the k brackets out. It's two 15mm bolts and two 13mm bolts that hold them in, as well as the motor mount nut.

These two brackets do not support the motor, but offer extra frame support.

Depending upon where you are stuck, the situation sucks.

You could be traveling on a visa, and the visa has expired, you could have been traveling through a country on a layover with no visa and can not leave the airport period.

The other issue is with the amount of delays, the hotels are overbooked within a huge radius. Going to another city is really not an option either, as you can't get out of those airports either.

I know two people who are stuck. They checked into a rental car to get them to another place to "POSSIBLY" fly out. Cost of a one way rental 1,800 Euros.

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Because LB is a piece of shit course, as most street courses are. What do you expect when one of your corners contains a fricking fountain!

It is a tight narrow course with limited passing spots, unless you are a P1/P2 car passing anything else.

About time.

And the SCV?

Strange, my manual says it goes from the VSS to the ECM then to the CCM then to the cluster.

It feeds the Selective Ride Control and SCV on the stereo and the cruise function off of the VSS.

The big questions, does the SCV and cruise work?