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Last Post 31 Jul 2012 11:47 PM by  Fair
Vorshlag $2010 GRM Challenge car: BMW E30 V8
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marka
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12 Oct 2010 07:19 AM

Howdy,

Fair wrote:
That last one pictured there was pretty slick, but a bit of a stretch of the tube frame rules, with a custom frame & suspension, rotary power, and a little BMW Isetta body slapped on top. It tipped the scales at a sprightly 1400 pounds. Pretty ingenious build, but clearly outside of their intent of the tube frame limitations, no matter how you read the rules. I've asked the GRM folks pointedly about this one, as anyone could pull this trick if this type of build is allowed. Not trying to poo-poo this team's hard work, but If this is the way the Challenge is headed, we won't go back with our E30. Something that light, when fully tested and optimized, would be hard to lose with. Anyone could build essentially a tube framed formula car and slap some little micro-car body on it, too.

I think a lot of folks might say something similar about a pro shop putting in nine billion hours on a e30 bmw too.

I wonder when Chevy is going to enter a brand new ZR1 and on the budget sheet they'll just put in how much the raw materials cost?

The challenge is cool and I always like to see the cars in it, but the event has long since passed the point of "this is how the grassroots guy on a budget makes a car go fast". Whining that someone else might break the intent a little bit better seems like... Whining.

Mark

Fair
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12 Oct 2010 11:13 AM

Whining that someone else might break the intent a little bit better seems like... Whining.

Mark

Well if you saw that thing, it looked nothing like the rest of the field. Now I'm being told it wasn't even in the same class of contention we were, so its all good. I was told otherwise at the event, and it was a legitimate gripe. As for the "intent" of the rules... I wish they were written better so we wouldn't have to interpret anything. Just like the rules in SCCA, a mature series or event tends to have more and better rules. The GRM Challenge is still fairly new.

What can I say - the rules are the bible, to a racer. [8-|]

[U][B]Mini-update for Oct 12, 2010:[/B][/U] I'm getting some flak from my last forum post from a number of other GRM Challenge team members over on R3vLimited, so [URL="http://www.r3vlimited.com/board/showthread.php?p=2208363#post2208363 wrote:
I replied to that there[/URL]. They think we took the competition portions of the GRM event too seriously, so I explained that we're racers, and the sickness that entails. Trying to explain your insanity to the sane is difficult, as is the reverse. [:P]

Also got some grief about the part where I questioned the legality of the tube-framed Rotary Isetta - I was told that it was indeed classed in the tube framed/Locost class (where I felt it belonged), so I was wrong to call that build into question (I was told otherwise at the event, so it was my mistake and I apologized there). I wish they would put a [I]class sticker [/I]on the cars so we'd know.

SCCAForums Image

We're having a big team planning meeting this Saturday and discussing all sorts of potential minor (and major) changes to the build. We've already seen enough public reaction (on the 5 forums as well as dozens of PMs and emails and calls to me) that we [I]have [/I]to go back to the $2011 GRM Challenge next year and give it another shot.

And we're not taking an untested knife to the gunfight, next time. :)

More soon,

Mrsideways
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12 Oct 2010 11:40 AM
Fair wrote:

Whining that someone else might break the intent a little bit better seems like... Whining.

Mark

Well if you saw that thing, it looked nothing like the rest of the field. Now I'm being told it wasn't even in the same class of contention we were, so its all good. I was told otherwise at the event, and it was a legitimate gripe. As for the "intent" of the rules... I wish they were written better so we wouldn't have to interpret anything. Just like the rules in SCCA, a mature series or event tends to have more and better rules. The GRM Challenge is still fairly new.

What can I say - the rules are the bible, to a racer. [8-|]

[U][B]Mini-update for Oct 12, 2010:[/B][/U] I'm getting some flak from my last forum post from a number of other GRM Challenge team members over on R3vLimited, so [URL="http://www.r3vlimited.com/board/showthread.php?p=2208363#post2208363 wrote:
I replied to that there[/URL]. They think we took the competition portions of the GRM event too seriously, so I explained that we're racers, and the sickness that entails. Trying to explain your insanity to the sane is difficult, as is the reverse. [:P]

Also got some grief about the part where I questioned the legality of the tube-framed Rotary Isetta - I was told that it was indeed classed in the tube framed/Locost class (where I felt it belonged), so I was wrong to call that build into question (I was told otherwise at the event, so it was my mistake and I apologized there). I wish they would put a [I]class sticker [/I]on the cars so we'd know.

SCCAForums Image

We're having a big team planning meeting this Saturday and discussing all sorts of potential minor (and major) changes to the build. We've already seen enough public reaction (on the 5 forums as well as dozens of PMs and emails and calls to me) that we [I]have [/I]to go back to the $2011 GRM Challenge next year and give it another shot.

And we're not taking an untested knife to the gunfight, next time. :)

More soon,

Terry, Don't know how I got out of there without meeting you. Car looked awesome! And sounded Awesome. It was my early in the day pick to win the Autox.

Fair
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21 Oct 2010 04:13 PM
[U][B]Project Update for Oct 21, 2010:[/B][/U] Well we had our first $2011 Challenge Team meeting last night and we came up with a solid game plan. Keep it simple: lower the weight, tune the chassis, tackle the reliability issues, and test test test. Many radical changes were discussed and all were tossed out.... except for a few small improvements. We'll talk about those later as we get to them. :)

We're going to definitely shoot for going back to the $2011 GRM Challenge event in the same car. We've also touched base with GRM about a possible $2011 Challenge class at the next Ultimate Track Car Challenge in July 2011. We'll be running it in local auto-x events, and if its halfway competitive we'll run it in XPrepared at the 2011 SCCA Solo Nationals in September. [URL="http://www.nasatxracing.com/"]NASA Texas[/URL] has their 2011 racing schedule up so we're penciling in dates for track testing already, too. We'll run the car in TTU and ballast up to make minimum weight for that class. And the damn thing will make a pass down the dragstrip under power at least once before we head back to Gainesville.

OK, blah blah blah. That was a bunch of boring fluff. I finally got around to editing and uploading some videos today, between hacking away at a backlog of 200 emails and a dozen phone calls. Here's a few in-car videos from the GRM Challenge event in our little E30. The car made a total of 7 autocross runs at the event without (much) incident, including 4 by Costas in competition, and 3 fun more runs by GRM's Scott Lear, me and McCall.

[URL="http://vorshlag.smugmug.com/gallery/4882794_PPm2C#1057615525_J8nZH-A-LB"]SCCAForums Image
[I]Costas, run 2, fighting for rear grip - click for video[/I][/URL]

[URL="http://vorshlag.smugmug.com/gallery/4882794_PPm2C#1057765357_J3obo-A-LB"]SCCAForums Image
[I]Costas, run 3, his smoothest & fastest - click for video[/I][/URL]

[URL="http://vorshlag.smugmug.com/gallery/4882794_PPm2C#1057803741_zGY37-A-LB"]SCCAForums Image
[I]Fair, fun run, drifting and spinning - click for video[/I][/URL]

Those were originally 1080P videos, and even compressed they are still pretty large (60-70 Mb each) and might take a bit to cache before you can watch one. As you can see we've got a lot of suspension tuning to do. And brake work. And power steering work. And the gauges need to be hooked up. Oh well, at least we've got 11 months to get it sorted now, instead of a handful of minutes before loading it on the trailer.

Other than a little cone damage to one of the flares, and the [B]wiper motor catching on fire[/B], the car was rock solid reliable. In the autocross. When we got to the drag race portion... not so much. [:P]

SCCAForums Image SCCAForums Image

We're still not sure what was the cause of the 2 driveline failures in the drag portion - a halfshaft CV joint exploded first, then 3rd gear shed its teeth - but it was probably the 25 year old, untested halfshaft and junkyard T5's conditions. They both could have "just been about to let go". Totally untested junk. The dragstrip launch pad had LOTS of stick and the Hoosier A6 tires we're not the [I]worst [/I]tires we could have had for drag racing (but they were a far cry from real drag slicks). We'll do like Costas mentioned - crack open the next Camaro V6 T5 and [I]take a peek inside[/I] before we put the replacement in the car. Nobody knows what the T5 we used looked like before we stuck it in the first time. And we'll test the replacement halfshaft in anger at a drag strip around here. We've gotta make sure our home-brew nitrous system works, you know...

More soon!
Fair
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24 Nov 2010 10:43 AM
[U][B]Project Update for Nov 23, 2010:[/B][/U] Wow, this thread has been dead for a bit. Sorry for the lack of updates on the $2010 E30 - we haven't done much to the little Bimmer since October, but we've been busy on other projects. Let's see...

We've been working on my [URL="http://www.vorshlag.com/forums/showthread.php?t=7320"]E46 330Ci DSP car[/URL], and raced it exactly 2 times after the SCCA Solo Nationals (where it sucked). The 2nd event (SCCA @ Texas Motor Speedway) is the one where the M54 motor went [I]KA-BLAMMO! [/I]in October. We have ignored the blown engine and have been slowly turning it back into more of a street worthy car, with the OEM front seats back in, OEM steering wheel back on, airbags reconnected, OEM battery back in, and the factory HK sound system (amp, head unit and speakers) re-installed. We're getting this car ready for an all-new [B]LS1 T56 swap [/B]in December, after which it will become a fun track/street car. I need to [URL="http://www.vorshlag.com/forums/showthread.php?t=7320"]update the thread[/URL] for that car to show where we're at on that.

SCCAForums Image SCCAForums Image

The [URL="http://www.vorshlag.com/forums/showthread.php?t=7806"]2011 Mustang GT[/URL] project work has been chronicled on several forums, and as you've seen we've been doing some testing on it. Just ordered a pile of exhaust parts for it yesterday (mufflers and header wrap) and even more today (3" ID 100 cell cats). Trying to set-up a trip to the new 1/4 mile dragstrip here to do some baseline passes in the next 2 weeks, before we tear into the I/H/E updates and the first AST suspension & Vorshlag camber plate install.

SCCAForums Image SCCAForums Image

[URL="http://www.vorshlag.com/forums/showthread.php?t=7740"]Matt's '95 M3 LS1/T56 car[/URL] has been getting attention in our shop the past 2 weeks, with the front end removed for easier access to the engine bay and a bunch of suspension bits installed. We're waiting on some laser cut parts (just finished the updated drawings last night) to arrive so we can make another batch of our 3-channel ABS relocation brackets, which is holding up part of that project now. I'm making a big batch of E36 LS1 motor mount and trans crossmembers here in the shop in the next week, and those drawing updates have gobbled a bunch of my time as well.

SCCAForums Image SCCAForums Image

I've been working on [URL="http://www.vorshlag.com/forums/showthread.php?t=6964"]Paul M's '95 Impreza / '07 STi swap[/URL] a bit and have some time schedule for this weekend to work on the steel fender flares. This car is being built for SCCA Street Mod and NASA TTB, and as a FWD '95 it started life as one of the lightest Imprezas ever imported to our shores. With the modern AWD 2.5L turbo drivetrain and 18x10" wheels it should be fun. I've [B]thought about adding the build thread to this forum[/B], as its only located on our little Vorshlag forum for now ([URL="http://www.vorshlag.com/forums/showthread.php?t=6964"]here[/URL]). Thoughts?

SCCAForums Image SCCAForums Image

Our '97 E36 M3 (former STU car) has had some time under the wrench as well, with a new A/C system installed (preventative), new taillight assembly (don't even get me started on the ridiculous ticket/court date I had to deal with due to that brake light being out), and some other shiny, new OEM bits. We're prepping this car for sale, reluctantly. With 5 race ready cars in the shop and one sexy new 412 hp Mustang, this poor M3 is being totally ignored. Its not going to be re-classed in ST* until at least 2012, if then, so we're going to let this car that we've owned for 4 years go to another home soon. :(

SCCAForums Image SCCAForums Image

I pitched in on some small work on [URL="http://www.vorshlag.com/forums/showthread.php?t=7791"]Costas' LeMons Camaro[/URL] for a couple of weekend days in the past month. He did a bulk of the work this time around, of course, but we tackled the custom seat bracket, gauge install, steering quick release, and the motor install 2 weeks ago. They got it ready for the true 24 hour race in New Orleans last weekend, and finished 11th out of 60, even after tagging a wall and having an electrical fire! They had an epic event - Look for the write-up on [URL="http://www.vorshlag.com/forums/showthread.php?t=7791"]our forum thread[/URL] and on his [URL="http://www.witchdoctormotorsports.com/wdnews.htm"]WDS website[/URL].

The $2010 E30 V8 is going on the lift tomorrow evening, actually. I want to work on some things over the 4 day Thanksgiving weekend so we'll probably finish off the gauge install that got skipped, then get the old trans ready to come out and the new one ready to go in.

So we're staying busy at night and on weekends, and the business has really been slammed with orders (not complaining - thanks guys!). I'm trying to develop a bunch of new suspension products for various cars, like camber plates for models we haven't tackled yet, new wheel studs (M14 Porsche/Audi/VW/Mini), new motor & trans mounts, and a list of about 2 dozen other things on my design list. I'm also slowly switching all of our CAD drawings to 3D SolidWorks 2011 files. I should really hire a CAD jockey. :p
Fair
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25 Feb 2011 07:54 PM
Project Up-date for Feb 25, 2011: "I'm not quite dead yet..."

Our $2010 Challenge LSx powered BMW E30 has been ignored for many months while we worked on a number of other Vorshlag project cars. I've enjoyed not working 20-40 extra hours each week on this time-suck project, but its time to get back into the groove and fix some things and tune/improve others on this car.

We were waiting over the winter to find a deal on another Camaro V6 T5, which we did, and its been in Costas' hands for a while. I picked it up last weekend on the way back from the dragstrip; brought the T5 back in the 2011 Mustang's trunk (after running that 12.9@108.6 mph in the 1/4 mile! ). Costas had pulled this one apart, eye-balled everything inside, and it looks... like a normal, used T5 in there. Nothing bent or broken, so that's good enough for this $2011 hoopty. Looking is free. Fingers still crossed that it doesn't explode the first time we track it, which is in 2 weeks at a NASA Time Trial event at MSR-Cresson. I'm already signed up in TTU for this car, so here's to wishful thinking! :)




So last Sunday I put the E30 on the lift and and Paul M and I started tearing into the trans swap. Famous last words: "We'll be done in 2 hours, tops!"




We went for the easy route, of course. We planned on just swapping the busted unit for the "new" one, all from underneath, with as little work as possible. We have air tools and a lift and 50+ years of combined wrenching experience between the two of us - how hard could it be?? To get the driveshaft out of this mess of an engine swap (due to the slip yoke into the T5 and the captured rear flange in the E30 rear subframe) you have to either pull the drivetrain forward (and nearly out) or pull the rear axle center section out, so we chose the latter. The hope was to just slide the diff back far enough to get the front yoke to slide out of the trans...




So we're about 2 hours in and we have the trans crossmember out, the engine sitting on the main motor mounts and leaning on a screw-type trans jack and the diff disconnected from the halfshafts and slid backwards several inches, sitting on a trans jack. It was pretty hilarious looking, but remember - we're old and lazy! We got the shifter out, exhaust off, and then removed the 4 bellhousing-to-trans bolts (which took some uber-long extensions and U-joint sockets). We're home free.




Hmm... why won't this damn thing come loose?!? Pulling & prying on the old T5, and then it hit me - we're both old and our memory sucks. So I jumped on the computer and looked at install pics from our own project thread, where I saw/rememberd that we have a trans that was never really meant to go onto this bellhousing! The scattershield (made for an LS1 motor and an old school Ford Toploader 4-spd but, that accidentally bolts to this weird V6 T5) had a port on the side for a clutch FORK but we had a hydraulic throw out bearing/slave cylinder that was BOLTED to the front of the trans, with hydraulic lines sticking through the fork hole. The fork hole which was captive at the rear, so the TOB has to be unbolted to let the trans slide back out of the bellhousing. See where I'm going here? Its not super obvious until you try to remove just the trans from the bellhousing... we had always put the trans onto the scattershield out of the car, then bolted that to the engine, then put the drivetrain in as a unit. With a crazy tilt angle on the cherry picker and lots of muscle to get it pointed WAY downwards, then fighting it unto the cramped engine bay and trans tunnel of the E30. Not. Much. Fun.

We can't access the two bolts on the TOB, of course, so we have to pull the bellhousing off. And to get to all the bolts... the drivetrain has to come out. *insert expletives here*




Off and on this week after work we've managed to disconnect the headers, suspension, wiring & plumbing and have dropped the K-member and drivetrain out of the car as a unit, lifting the car upwards with the lift. This is, unfortunately, the "easy way". Unlike on an E36, the E30's front radiator support bits don't just unbolt so you can slide the drivetrain out from the front on a cherry picker. Not a big deal - this is how you do a drivetrain extraction on many cars with cramped engine bays, like 4th gen Camaros.




Gah, it pains me to look at that home-built header out of the car - what a heap of crap. I really want to make a better looking set, but I don't want to spend the time or budget $ to re-do these anytime soon. So even without the busted transmissions we already had a LOT of sorting to do on the car, mostly with the low-buck suspension and the HORRIBLE brakes (non-working ABS, inconsistent stops, and locking the tires). The car was completely untested before we loaded onto the trailer to drive to Florida for the GRM Challenge event last October, and our 24th place showing (as printed in this month's GRM magazine) shows that. Gotta get the car down the dragstrip under its own power to improve that crap placing, so we've got some drag testing to tackle in the car, too. Our trip to the dragstrip last weekend was partly to scope out the track's "flexibility" with respect to drag racing in a crap can like our e30.

So, about the lingering problems - most of the braking problem was likely the master cylinder we used is hydraulically mismatched for the E36 rotors and calipers utilized, and the car still has too much caster, even with our hacked up strut towers and home-brew camber plates we added. Since we plan on running the car on the BIG COURSE (ie: fast speeds) at VIR on July 22nd at the GRM UTCC event, as well as at NASA Texas TT events up until then, we wanted to upgrade some things to deal with the added speed and dangers.

We're also planning to use these 18x11" CCW wheels for track events (not the GRM-cheap 15x10" steel wheels), so we can temporarily fit larger diameter brakes than the 15" wheels allowed for. So long story short - over the winter we landed a smoking deal on used E36 M3 spindles/hubs/calipers/master cylinder and we're swapping that all in now. These are 12.5" front diameter rotors, which should help shed some brake heat. Since we saved some money on this particular T5 we have a little money left to spare in our budget, and we could actually afford this upgrade for the GRM event budget, but not the 18" wheels, so we'll figure out what to do with these brakes when we get past VIR. Might be just going back to the 11.5" E36 non-M front brakes and spindles for the autocross events, which easily fit inside the steel 15" wheels.

The sad thing about this trans removal debacle is that I made the damn motor mounts and trans crossmember, installed the trans and TOB, and helped put this drivetrain in and out of the car several times, so I should have remembered the trans has to come out with the drivetrain. Its just been so many months... forgot about the TOB limitation. Getting old sucks. Anyway, the drivetrain is going back in tonight and hopefully I can tackle some minor fixes along the way as I work on it more this weekend.

Pulling the drivetrain uncovered a lot of little mistakes and issues. So many important bolts we removed this past week were "hand tight or looser" when the drivetrain came out. Scary stuff - but I suppose when you have 9 guys working on one car, starting and stopping a lot, and someone else picking up the work the next work night, and a time table that slipped, things do get missed. There was also a hole worn in the heat jacket around one fuel line in the engine bay (now fixed), a few small leaks (surprisingly few, actually) we found and repaired, things like that. And the gauges will finally be connected to the engine and not just window dressing. Many unpainted brackets that were removed will be cleaned-up and spray-bombed this weekend. We're also going to swap in a set of E36 AST 4200s again just for use at the track events - I don't trust the rusty and locked-up Koni fronts or Gas-A-Just rears. And a passenger seat and harness will be added, but removed again for the GRM event in October.

Next update will be after the E30 is running and (hopefully soon) driving again. Then we'll have a post track event report after the March 12th NASA weekend. Going to head out to MSR-Cresson to do some testing on that Friday before, along with AST-USA's WC Subaru and Costas' GT-1 race car. Then (hopefully) run TTU in the E30 on that Saturday (assuming it survives Friday), then autocross the Mustang GT (its 1st!) at an SCCA event in STX class that Sunday. Busy weekend, lots of "firsts" to tackle in both cars, and lots to do before then to prepare. There's a total of 5 track or autocross events we're doing in March, including a ProSolo and National Tour. The winter racing break is over and it doesn't let up again until November...

More soon,
Fair
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07 Mar 2011 04:56 PM
Autocross Report, March 6, 2011: I was very glad that the BMWCCA had an event this past weekend - couldn't have asked for a better group, site or timing to test our E30. I got up early Sunday morning to 28°F temps and was a bit worried, as the forecast was 45-65°F for the day. I defrosted the truck while I loaded the rest of the gear in the trailer then drove the ~50 miles to the TMS site on Sunday morning and unloaded. Even with the cold temps the car started up at the first crank when I backed it out. Drove the car around on the access roads circling the Speedway facility and did some 60 mph stops to bed the new pads in, and the pedal effort dropped from "OMFG I can't press any harder!" and improved to "Yikes this is a firm pedal!". The 285mm A6 Hoosiers had traction issues at even light throttle in the first 3 gears, due to the cold.




Costas arrived and we walked the course, which looked like another great layout designed by VTPP testers and racers JJ and Ken O. We worked the first heat and then brought the E30 into the grid area to run. Costas drew the short straw and drove first, on cold brakes and tires. His first run was pretty hairy and he said the handling was terrible, with a few choice words throw in. By his 2nd run he had some tire heat, as it was now in the 50°s out and the tires were gripping a little better.

http://vorshlag.smugmug.com/Racing-Events/BMW-TMS-030611/16091952_VdC9Y#1208176836_KnujE-A-LB = results (we were up in 4-5th spots earlier but fell back after Z class ran 4 more runs in the afternoon)




Looks like most folks went considerably faster in the afternoon runs, which we skipped. It warmed up considerably later that day so that is to be expected. Still, we were pretty far off the pace in the morning runs, and it turned like a greased pig. What did we miss? Turns out there was a problem with both the front toe and to a smaller degree the rear camber.




I went today and got the car spot check aligned and the numbers were embarrassing. That 1° of toe on the alignment sheet above is almost a full inch of front toe-out! We confirmed this here at our shop with a quick toe plate measurement showing 7/8" total front toe-out. OMFG, how'd we forget to check that??? Stupid, stupid mistake. Somehow in the rush to finish the front spindle/hub/rotor/caliper part swap and messing with ride height and springs we neglected to re-set the front toe. So that explains the mid-corner push. The rear camber is also a bit excessive (and uneven), and that's hurting rear grip and forward traction, as is the lack of toe-in on the rear wheels (we normally run 1/4" total toe in the rear of most BMWs), which is also uneven side to side. So we have to make the rear control arms adjustable for toe and camber (its some welding/drilling work, but doable), and fix the front toe (already done today), then go up on the spring rates dramatically and see about a front swaybar upgrade and rear swaybar solution. Matt has some stiffer rear springs (up from the 680s we had in there) ordered and inbound from Hyperco.

At least we got 8 solid runs in on Sunday without much incident - no leaks, engine ran great, trans was working in all gears, and the brakes are working better . So even through it handled so badly I'm still glad we did this event. It was a positive test - told us what to work on next. Well, we had one issue - we were seeing so much bodyroll that on one of my morning runs the front fender still cut into a front tire a bit, so we skipped our afternoon runs to be safe and save the front A6s from more damage.

So there were some big lessons relearned, some new work added for this week, then I'm heading to MSR-Cresson on Friday for testing and Saturday to run TTU with NASA on the 3.1 mile course in the E30. Just with the front toe reset it already has to be a lot better. And Sunday is our first autocross in the 2011 Mustang, running with the Texas Region SCCA. Busy busy!

Cheers,
Fair
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12 Aug 2011 06:11 PM
Project update for March 28, 2011: Prepare for a huge update! This should have been posted in at least 4 or 5 separate thread updates, as I've raced in 8 separate events over the last 4 weekends since my last thread update; 7 times in the Mustang and 3 times in the E30 V8. Each event had hundreds of pictures and videos that had to be cropped/uploaded - the pictures are up for now. March was an extremely busy month for the business as well as for the prep of our cars, too, so I'll try to cram the updates all into one mega post for both projects, so I can get back to work (might have to break it apart if I exceed forum limits for a single post). I'll try not to get so far behind next month, which thankfully doesn't have 8 racing events crammed into 4 weekends, like March did.

March 6 - BMWCCA Autocross (E30)

After re-writing this event coverage I realized I had already covered this event http://www.vorshlag.com/forums/show...#post56386 (of course they aren't up on the NASA website yet; check back in 2012)
* Pictures: http://vorshlag.smugmug.com/Racing-...-C-031211/


http://vorshlag.smugmug.com/Racing-...-C-031211/DSC8318/1223788983_ajxTa-S.jpg" /> http://vorshlag.smugmug.com/Racing-...-C-031211/DSC8264/1223736384_FpWXb-S.jpg" />


After returning to the pits I had to quickly jump into an HPDE1 student's car, so I didn't get a chance to look at the E30 for a while. Turns out it was only 3rd gear that let go, same as before, so it could have made it back to the pits in 4th. Oh well, it was done for the day. Meanwhile Amy was having fun in TTB in the Mustang, and ended up pulling down some times in the 2:40 range range. She ran 3 full TT sessions and tossed the keys to me at days' end, so I got to run in the 4th. Thanks, Amy!

http://vorshlag.smugmug.com/Racing-...-C-031211/DSC8290/1223779500_NvNun-S.jpg" /> http://vorshlag.smugmug.com/Racing-...-C-031211/DSC8429/1223815466_fWNq3-S.jpg" />


I had a blast in the Mustang, as did my DE student who rode along, and I managed a 2:39 lap. I quickly noticed that the brakes were less than stellar in the session, which she had stated several times that day. I guess the stock pads were finally done. My DE student's EVO X could out-brake the Mustang handily (with similar Brembo brakes and weight... but race pads), so I decided then and there to order up some race pads on Monday. Costas finished the day with 2 wins in SU after making some patient passes and careful laps in the borrowed GT-1 car. VTPP tester Paul Magyar ran his 2011 GT in TTB for the first time on some 275mm Dunlops and did well. Hanchey ran just two sessions in TTB (spending the afternoon tuning some autocross cars at LSP) and pulled down 2:32 times, very respectable for just a 225mm tire and Legacy GT power. Vorshlag/AST tester Ken O finished with a win and new lap record in TTB in his E46 M3, running a blistering 2:24.9, and on Sunday jumped up to TTA for another win and the TTA track record for the weekend. Nice work!

http://vorshlag.smugmug.com/Racing-...-C-031211/DSC8624/1223977282_KjUnf-S.jpg" /> http://vorshlag.smugmug.com/Racing-...-C-031211/DSC8282/1223777275_4xGhg-S.jpg" />


March 13 - Texas Region SCCA Autocross (Mustang)

The next day we had entered the Mustang in Texas Region SCCA's autocross #1 for the year, held out at Lone Star Park. Costas and I were to run it in STX and Amy in the PAX factored "W" class. The course was somewhat tight and the unsealed asphalt surface comes apart badly, making for low grip conditions, so we went out for our first autocross in the Mustang with little more than cautious optimism.

* Results: http://autocross.com/tr/2011_1_final.html
* Pictures: http://vorshlag.smugmug.com/Racing-Events/SCCA-LSP-031311/




Costas and I noticed that the Mustang wouldn't stop from higher speeds in 2nd gear well at all, and we couldn't get it to rotate without coming in hard on the brakes. So we fought the car all day, cursing the worn-out stock brake pads and pushy front end. We finished 2nd and 3rd in STX, probably better than we deserved for such a completely unsorted car. In 5 runs Costas ran a best of 52.395 and I ran a 52.357, less than .040 sec apart, .5 sec behind Ledbetter in his well prepped STX 328is - Hanchey had spent the previous afternoon tweaking this car at this same site as well as Mark Berry's FP Evo. We PAXed 22nd and 23rd out of 109, which was not good . Brad Maxcy drove Ladbetter's car in STU class, running a 51.224 run earlier in the day on a slightly-less-gravel-covered course, showing us how far back we really were. Amy was almost a second back from us in W, placing 2nd as well.

We knew the car needed some serious test time, more grip, some major braking improvements, and a race seat + harness installed, as the stock seat was not keeping us in place. But we had no time for autocross testing, as the next 2 weekends had a National Tour and a ProSolo in store. Not typically the events what you enter a completely untested car in, but they were in our back yard so we had to go to help get the entry numbers up.

Since the E30 was down for a while (we're now looking for yet another T5) we spent the next week in a mad scramble of parts buying and prep on the Mustang. We ordered Hawk DTC-60 race pads for front and rear, 2nd day aired via FedEx to get them in time for my Wednesday night departure for Houston. We also ordered some Toyo R1R tires to arrive at a friend's shop in Houston on Friday, after seeing some back-to-back testing between Hankooks and Toyos at Sunday's autocross on Su and Stan's STR Miata.




I also borrowed a race seat from Paul M to take a look at the bracket he bought for his Mustang and EVO3 seat + Sparco slider, and I made one similar for our car + slider + Kevlar Suzuka seat. The seat bracket took me about 6 hours to make, using 3/16" thick x 1.5" wide steel plate. AJ and I put the lap belt part of a 6-point harness in, a stock seat belt buckle, the seat bracket + Sparco slider + Cobra Suzuka seat installed by 4 pm Wednesday. The slider allowed for 18+ inches of fore-aft travel, but without my co-drivers present that day (Costas and Amy) I had to guess where to put it (ended up being too far rearward). And yes, I know - going on track with a fixed back seat and no 28 point roll cage is a bad idea... instant death... spontaneous combustion... yes, I know. Save your typing. ;)

The front DTC-60s arrived but the rears missed their delivery (you suck, FedEx!) and we went to the track with the new track pads on the front only. Oh well, hoped it would be better. Cleaned it up and loaded into the trailer.

That's all of the E30 racing coverage for March. You can read more of our March racing antics here .
Fair
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12 Aug 2011 06:13 PM
Project Update for August 12, 2011: So the E30 has been ignored for the past 4 months while we figure out what we are going to do with it. If you happen to be keeping count, like we are, we have broken two T5 transmissions in 5 days of racing, which is a pretty crappy statistic. Do we put another T5 in it, or try to find a way to do a better transmission in this $2011 budget? I mean, sure, we have another whole dollar added to the budget this year. :D



The latest victim (left), and the asshat (right) that broke it (me)

I know why both T5s broke, and we can avoid the "techniques" of failure pretty easily. The 2nd T5 broke with me driving it, poorly, doing things any sane racer would avoid. I was doing the same things that break T5 manuals in A/Sedan and CMC cars that still use them, namely: axle hop under power and other violent loading/unloading of the rear tires over bumps at full power. The 285 A6 Hoosiers on the 18x11's at the NASA TT event were getting hot and sticky, and I was driving over an "unavoidable" bump (in a rarely used section of track that joins the 1.3 with the 1.7 mile courses at MSR-C) at WOT in 3rd gear, with the rear tires skating over the bump in the meat of the torque curve. This shock loaded the rear tires and the drivetrain violently in 3rd gear, which is known to be the weak link in these transmissions. After about a good number of laps like this, with the tires gripping harder each lap, it finally went BOOM! , ripping the teeth from 3rd gear. That doesn't happen in an autocross scenario, and shouldn't happen in a dragstrip run if you shift smoothly. We had zero issues with 2 drivers beating on the car back in March at an autocross, and I drove the piss out of the car at MSR the day before it broke on the 1.7 mile course, where I didn't have any big bumps jumping in front of me. "That f*cker came out of nowhere!"

What To Do with this E30?

So what do we do with this big mess of a car? We could stick a T56 in it and make it a fun little track rat, but there were so many budget-forced parts compromises made along the way we'd want to change the brakes, put in a lighter LS1 motor, etc. Or stick yet another T5 in it and take it to the $2011 Challenge?? Mostly we've been doing like the politicians lately - kicking the can down the road, delaying the decision.



A little aero, some Tilton master cylinders, and a stout trans = fast and reliable track rat?

And we've been plenty busy with other projects and work in those 4 months. The blue TTD 330 got a fresher motor (which itself was quite a project to buy/extract), the 2011 Mustang was getting all sorts of stuff/racing during that time frame, the white 330 was getting the LS1/T56 swap started, and the new shop construction/move has kept me buried for weeks. But in the past 2 weeks we put the Mustang on hold (not taking it to SCCA Nationals for various reasons - mostly "it isn't ready"), the 330 is back together and awaiting a new prototype engine balancer, and the white 330 is not getting touched again until we're moved into the new shop. We have about one more week in the old little shop before we move, and the new lift might be 1-2 weeks until its installed at the new location. So anything needed to be done on the lift needs to be done now .




But do we want to touch this mess of an E30, or just pour some gasoline on it and make a big bonfire? Swapping the T5 is a bunch of work - we have to pull the entire drivetrain to get to the bellhousing bolts, and its never a fun job. Its "easiest" to pull the exhaust, then extract the rear axle assembly, then remove the driveshaft, then disconnect all of the lines and hoses, then drop the K-member/drivetrain out as a unit. And none of this is actually easy.



Click either "page" above for expanded view. Buy the Oct 2011 GRM issue for the entire article!

But the "October 2011" issue of Grassroots Motorsports magazine just arrived in our mailbox yesterday. Starting on page 66 there's a nice 8 page color article detailing the Vorshlag E30 V8 and the white turbo E30 of Condor Speed Shop, with pictures taken at the $2010 Challenge. Dang, that's pretty cool - our humble little $2010 crapcan made it into their magazine?! Well we've got to go back now ...

$2011 Challenge Event - ITS ON!




So I've been trying to find another Camaro V6 T5 (its all we can afford in this meager budget), and should be picking one up from a CraigsList guy this weekend. We've already reinstalled the smaller 11.5" E36 brakes, spindles, and crappy struts back on the front of the car, since the 15" steel wheels won't clear the 12.5" M3 rotors (we tried). Plus the AST 4100s we had on there for the MSR track event won't fit this $2011 budget, of course.




Right now the rear axle and driveshaft are out and the motor & trans (plus K-member and front suspension) have been dropped out of the engine bay. While its empty the engine compartment will be spruced up with a rattle can paint job, probably in gloss grey. We've got some ideas on a new external "paint scheme" that will require no actual painting, since we suck at that. A new vinyl plotter and a bunch of scrap vinyl can produce plenty of things to distract the eye with.



The "fake ASTs" are back on the car (blown Konis), which we used at the $2010 event



The engine + trans + K-member + suspension + headers dropped right out the bottom!

Next weekend there is a practice autocross event we can make, so we're trying to get the car ready. We can do SO much tuning and development at a dedicated practice event, compared to a competition autocross where we get 3 or 4 timed runs. Costas and I will tune the handling as best we can on the crap shocks we have for the $2011 Challenge, playing with tire pressures, ride heights, and a box of used springs. There aren't exactly any shock adjustments or swaybars to tune, so there's only so much we can do. We've already made HUGE strides in cornering after our last autocross event, just by doubling the rear spring rate. The car actually cornered pretty flat and didn't do anything terribly badly at the MSR track event, but we were on new AST shocks then, too. Assuming we get the T5 in on time, and it works, we'll post up after next weekend's practice autocross. I promise to do some in-car HD video, and some on-car video if Costas brings his ChaseCam set-up. Its going to take more than that, so we'll enter as many autocross events in the E30 as we can before Oct 6th.

More soon,
Fair
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29 Sep 2011 12:54 PM
Project Update for Sept 29, 2011: Long time no post. The past six weeks were a blur, after we finished building out our new commercial space and moved Vorshlag operations into the new location in Plano, Texas. Somewhere in there we worked nights and weekends on the E30 V8, yanking the drivetrain to replace the last Camaro V6 T5 that I broke at a NASA TT event at MSR-Cresson back in March. Twice. This round of repair work was attacked starting in mid-August, and I'll pick up from the previous thread update above.

(To save yourself the long update read, just watch this video below, showing the work we knocked out in August-September)


click for high-rez video


The plan to make that August 13th autocross fell through, sadly, but we made the best of the added delays by spending that weekend we were supposed to race cleaning, scuffing, detailing, prepping then painting underhood with some glossy grey paint. What's the rush? There's an autocross every weekend from now until Oct 6th! We'll get in plenty of events...




Before we did that painting, I stitch welded a seam on one strut tower that had separated (in a previous owner's accident, eons ago). Welding through two panels that have seam sealer between them SUCKS, by the way.




Big Paul and I applied the underhood paint the old fashioned way - with a brush. This job was a complete pain in the backside, as this type of engine bay paint abhors any sort of oil residue. After hitting everything with scotch-brite to give the OEM paint some scuff, then blowing it out with air, we tried all sorts of solvents to degrease the base metal... mineral spirits, acetone, MEK - it all sucked. We let each solvent coat dry for an hour before we tried to paint, of course. We would apply a test area with paint then quickly wipe it off because each solvent left so many fish-eyes. Nothing would totally cut the grease and not evaporate so fast that we couldn't give each area a couple of wipes with dry, clean shop cloths. Real paint prep degreaser was the best solvent, in the end. As with any painting exercise - Preparation is everything!




This cleaned up underhood area + our new super-secret exterior theme should garner us some additional points in the concours portion of the $2011 GRM Challenge, or so we hope. The drivetrain with the replacement CraigsList Camaro V6 T5 was now carefully placed back under the car, was fired up briefly, then everything else (exhaust, cooling system, etc) was buttoned up. I was about to make the test drive and... no clutch. What the....?!

The volunteer crew worked on this off and on for 2 days, pumping a gallon of cheap brake fluid through the clutch hydraulic system. I noticed that the lines to the clutch slave were left loose (that was a huge cock-up) but with some crows foot wrenches both the feed line and remote bleeder were sort of tightened through the tiny side window in the scattershield. Still, no pedal, difficult bleeding. Then the bleeding crew complained of the goofy reservoir angle, so we looked for answers. Within 3 pumps the reservoir was sucking air, due to the unusual angle of the transplanted E36 brake master cylinder and attached reservoir (with no booster behind it, to line it up level). Since this car, like any normal BMW, has the brake and clutch systems sharing the same fluid reservoir (cross-contaminating each system with heat and trash from both), we added a dedicated, remote clutch hydraulics reservoir at the same time. That made it easier to bleed and isolated the clutch fluid from the brake system, but still didn't fix the lack of a clutch pedal.




So I jumped in when the bleeding wouldn't stop, and immediately noticed an issue - a pool of brake fluid under the car, which was coming from the floorpan, which was coming from the now-soaked carpet, which was coming from the BMW clutch master cylinder. (facepalm) It actually looked like the reservoir to master hose was leaking, so we replaced the entire hose. Didn't help. It was pushing more air than fluid out on each pump when we bled it. By now the shop floor and I am covered in DOT4 fluid and getting pissed. So I spent all of last weekend futzing with the clutch hydraulics, eventually pulling the clutch master (while standing on my head) and replacing it with another E30 clutch MC unit we had. That helped bleeding tremendously - now the clutch system could be bled completely free of air in 3 pumps; so the clutch master was indeed bad. Still.... no clutch pedal. WTF?! By now we've lost like 5 weeks of testing time, and I'm ready to set this car ablaze.




I took part of that Saturday off to calm down, then woke up fresh on Sunday, no longer harboring thoughts of making an E30 "car-b-que". Amy and I tried once again to bleed the clutch system, tapping everything with wrenches to try to dislodge some elusive bubble of air. No luck. I then video chatted with Costas, showing him the clutch slave movement (none), and he said what I dreaded - "Its time to replace the slave cylinder, bub." No... no,no,no,NO! That means we have to pull the drivetrain again! Oh good grief.

The thing is our goofy SFI scattershield was built for a Ford Toploader 4-spd or Mustang T5, and wasn't meant to have a combination clutch slave/throw out bearing bolted to the transmission, all hidden inside it. The side opening window in the scattershield, which would normally allow the cable driven clutch fork to stick through, is tiny. This makes the hydraulic lines for our TOB/slave combo a very tight fit through that window, and makes removing them through there impossible. This in turn makes pulling the T5 a nightmare procedure of "drop the entire front subframe and drivetrain". Once this is all out of the car you can access the dozen or so bolts and disengage the entire scattershield from the motor, then gain access the hydraulic lines to remove them from the slave, then unbolt the slave from the trans, then you can pull the trans off the scattershield. That's the process we've gone through after each transmission replacement, and it sucks. It makes me HATE this car. This compromise is the result of our "genius" use of the scattershield rule, to allow us to use a "cheap T5" and save money on our GRM Challenge budget. That's me - Wile E. Coyote, SUPER genius. :( Any clutch or transmission work takes 2 days of pulling the drivetrain...




So once gain, we started another drivetrain pull one afternoon, this week. With some help we removed and reinstalled the drivetrain in a single day - and broke a record for this process. It all came out in 2 hours and went back in within 2 more, with another couple of hours spent adding fluids and bleeding everything. There was other repair work performed in all of these engine pulls, but I won't bore you with the details. Things like our non-functional $10 oil pressure gauge finally works, which is nice.

I drove it on a short test drive last night, then put it back on the lift to "nut & bolt" everything after it had all come up to temp. After that I drove it a couple of miles on the street, sans hood, trunk, registration, inspection, and sanity. Gotta get some miles on this thing before we tow to Florida, even if I'm breakin the law! :)


A short drive-by video (part of the longer video, above). You can here me singing "America, F*CK YEA!"


Sorry to bore you all with the details of the last month in this long post, but they were even more tedious to do than to read about. No matter - it runs, it drives, and our third craptastic T5 seems to shift in all forward and reverse gears, which was itself a small miracle. The car is now re-aligned and awaiting a complete "de-stickering", in preparation for our new "exterior theme application" on Sunday. We also have a top secret test day planned before then, to hopefully get the set-up tweaked for autocrossing, which we definitely did not have last year. If we have time I'll post up video from this test day before we load up the car next Wednesday and tow 17 hours to Gainesville, Florida for the $2011 GRM Challenge .




Big thanks to all of the volunteers who have wrenched and bled for this beast in the past 2 years. We're giving it another shot in Florida in a week!

Until next time,
Fair
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02 Oct 2011 01:21 PM
Project Update for Oct 1, 2011: Our showing at the $2010 Challenge event was not what we had hoped for. The concours showing for our little crapcan was actually our best score, which was weird, but our autocross times were off the mark - we finished 7th overall. This wasn't too surprising, since we finished putting the car together and took it on its first test drive about 15 minutes before loading it onto the trailer and taking it to Florida. With a whole 2 miles of street testing, the fact that it made it through 4 autocross runs at all was a miracle, but it handled like an ox cart with a wheel missing. Being 2 seconds back from the leader was NOT what we had desired. Then the drag race potion, with drivetrain breakages; First a half-shaft, then 3rd gear in the trans, with only a coasting 18 second 1/4 mile time that went in the books. That was embarrassing.


Left: Costas saw me rolling up in the truck/trailer. Right: I got the car unloaded while he went and grabbed lunch

We left there vowing to return in the same E30, but to TEST LIKE MAD for the next 12 months before the 2011 event. For us, dedicated autocross testing has always made for good showings at the SCCA Solo Nationals, and years where we didn't test our cars made for poor showings. So while we meant well, life got in the way. After thrashing for the previous year to get the car built, we took a few months off of the GRM project in late 2010. As 2011 rolled around we found another $100 CraigsList T5 and put it in the car, and then we did a local autocross with 2 drivers, where we cut one of the 18" Hoosiers due to excessive body roll. Some spring changes later the car worked better at two track days, where it really shined, except for the fact that I blew up another T5 at a NASA Time Trial. Now I really started to hate the car, more than a little. It sat for months, completely ignored.


Cones? Check! Timing system? Check! Radios? Check! Data + video? Check! Let's test...

We then procrastinated a good bit longer, and the past 6 weeks were burned trying to get another working T5 and working clutch hydraulics in the car. Where does the time go??? So we missed the last six weeks of scheduled local autocross events, where we had planned on testing various front toe settings, tire pressures, and rear spring changes. There's really not many adjustments we can play with on this low-buck car, since we didn't have money for things like adjustable front camber or caster, or adjustable shocks, or fancy things called swaybars. We had still hoped that this limited array of variables could help get the car tamed a bit through the cones. There was a local autocross scheduled for this weekend (a scant week before the $2011 event) we could have entered. Can we learn that much in just 4 runs at an autocross?


The normal array of test equipment and vidcams we use for autocross testing was slapped on the E30

Since this isn't the FIA, and we do not have an "in season testing ban", it was time to make up for our lack of autocross events in the car with a dedicated test session. I made a phone call, loaded the trailer, and then bombed out to a "secure test location" on Friday afternoon that has 62 acres of asphalt. Costas met me there and we had a short little Vorshlag Test-N-Tune event, which we've done many times in the past. We stocked the Vorshlag trailer with our 50 traffic cones, my new FarmTek/Polaris wireless timing equipment (thanks Dave @ SPS!), Costas' DL-1 data logger & ChaseCam 520 line lipstick camera, and my Sony 1080P hi-def vidcam, sound meter, tire pyrometer, camber gauge, and some tools. All of which combined are worth far more than the crapcan we're testing, but its the same testing stuff what we always use. :D


I tweaked/marked the course after driving it in the '92 B4C Camaro - wow, it loses a LOT of front camber under load!

We brought an extra set of "test tires" that we would do most of the testing on - the pretty 18x11" CCW wheels and 285/30/18 Hoosier A6 tires, robbed from my 2001 BMW E46 "DSP car". We used these same wheels & tires at an autocross in the E30 last March, as well as the two days of track days at MSR-Cresson the same month. Using those for the bulk of the day's testing would allow us to make our worn 275/35/15 Hoosier throw-aways make it though a few laps at the end of the day (to scrape off the old rubber) and hopefully just 4 more runs at the $2011 GRM Challenge event.


Left: It was a bit dirty when we started. Right: Ran with the hood off, to keep an eye on "things"

We spent the first hour wiring up the cigarette lighter receptacle (oops! forgot to do that, my bad), then Costas mounted and hooked up the DL-1, the ChaseCam, and the Sony 1080P vidcam. Costas, who pretty much always drives around on R compounds, showed up in his '92 1LE/B4C Camaro. We didn't add in the extra camber he normally does for autocrossing, but it was still a great way to check the course for gate size and flow...and also for a time comparison. We set up a "30 second course" that I then tweaked, driving thru it in the B4C on Kumho VictoRacers. Then I marked it, set-up the timers, and got our radios fired up. That was a huge improvement on previous tests - radios inside and outside of the car, with the outside guy calling out times to the driver while making hot laps. This made for instant feedback and quick driving adjustments.


High resolution, close-up views of the tire loaded in a corner tell you a lot about camber & tire pressure

Over the course of about 2 hours of actual testing we found a little over 3 seconds on this 30 second course, from changing things like driving style, tire pressures and rear springs. A sizeable chunk of time came from the "Hanchey trick" - running the car in a higher gear, to limit wheel spin (which was ridiculously excessive in 2nd gear). I guess our $100 used LSD has seen better days. ;) As time crept past 6:30 pm we lost direct sun, the track temperature dropped significantly in the span of 15 minutes, and lap times started to bump up. Interesting data, since we haven't tested this late before, and hadn't tracked the drop off in times directly like this.


Left: I spent much of the afternoon swapping springs. Right: A screw left us with a flat in our allotment of "test tires"

We crammed about ten autocrosses in 2 hours - Costas put in 43 laps in the E30 - and had zero reliability issues with the car. It was nice to be able to quickly change rear springs, simply leaving Costas in the car for 4 minutes while I swapped them, and then away he went. We did the same for tire temps and most other quick checks, to maximize seat time.


Costas finally donned his helmet and we installed the hood at the end of the day

At the $2010 GRM event we had nothing but trouble, including a wiper motor that caught fire , brake lockup, a massive push, crazy body roll, too much wheel spin, and all of the drivetrain breakages, so having no trouble over 43 runs was a good omen. I probably swapped the rear springs back and forth about 8 times, using 2 different rates, and did about a dozen tire pressure checks/changes. The 18" tires picked up a huge screw and then a flat at lap 31, so the handful last laps were made on the 15s. All in all it was a good afternoon of testing, and hopefully our showing at next weekend's $2011 Grassroots Motorsports Challenge event will be better than last year's, at least in the autocross portion. Fingers crossed.

Was this amount of testing excessive? Well, when you are a shop that specializes in suspension set-up & sales, this is pretty much what you do regularly. We damn sure didn't want to go to the event a second time with a completely untested car. The drag race? If I can make the halfshafts and the transmission stay together for 1320 feet, who knows? We have an all new exterior theme we're applying tomorrow so hopefully that will make the car show portion better, too.


Left: Video compilation of in-car and exterior views. Right: External car ChaseCam video

To sum up, regardless of what you are doing, you are likely going to learn a LOT more during testing than while competing. We sometimes get caught up setting deadlines around and going to races, and thrashing and learning next to nothing at the actual events. But when we go through a dedicated test, we always learn a TON and more than we'd learn in a half-dozen events or more. Testing...it is not pretty, not glamorous, and usually not as cheap, but the knowledge gained is always worth it.

$2011 GRM Challenge Oct 7-8

Look for live updates on the Vorshlag Facebook page (sign up here !) during the GRM event, next Friday (car show + autocross) and Saturday (drag race).

Thanks,
Fair
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11 Oct 2011 09:41 PM
Project Update for Oct 11,2011: First off, lets get the good news out of the way before I start with this post...

(oh good lord what has SCCAforums done with the formatting now... I've got to use HTML coding to clean up this mess. Oiy!)



Vorshlag E30 V8 Won the $2011 GRM Challenge!!!

If you didn't hear yet (Costas and I were uploading videos, pics and details on Facebook during the GRM event), our little E30 V8 took the autocross win (with Costas at the helm), we placed 7th in the concours showing, and the drag portion was rained out (lucked out on that front). The points added up in our favor and we took the overall win - we're still in shock, and extremely grateful. Nice job for the Vorshlag GRM volunteer build team, and nice driving Costas! More details about the event will follow in another post later this week - we gathered 978 pictures and videos (!?) that I'm still cropping, editing and uploading. This little update today is just covering the bit we held back from you, our awesomely patient fans.... :)



BMW Art Car Exterior Theme

Below are some pictures of the car we took our exterior inspiration from. This is a V8 powered BMW 3 series with giant flares and a colorful look. What more could we ask for? This is a perfect fit!



We try to hold back something for every build project like this, that we can unveil at some major event. This time the "hold back" was the much-hinted-at, all new exterior theme, shown at the top of this post. Earlier in 2011 I started thinking about a re-theme on our Challenge car. Since we didn't plan to do a lot of updates this year - we didn't add any different hard parts in 2011 - we had to do something new. Most of this year has been spent refining the suspension set-up, but that doesn't "show well", so I picked the Jeff Coon's Art Car, the 17th Art Car BMW has commissioned an artist to make an exterior theme. This one was from an E92 M3 V8 run in last year's 24 Hours of LeMans, shown in 2 pics above. You can learn more in this article.

It was a very striking, colorful look that I felt would work well to spruce up our boring flat black paint scheme, and I figured it would photograph nicely - and boy, it does. There must have been 1000 pictures taken of this car last weekend. Every time you looked up, there was a camera. Everyone LOVED it. Anyway, back in the planning stages, we had no idea how it would look on our crapcan E30. Amy liked the idea, as did Costas and some of the rest of the team. The ones with good taste. ;) We started gathering scrap from a local sign shop a while back (when vinyl gets too thin to run through a plotter they just throw it out - lots of usable thin strips) and ended up with most of the colors in the Coons art car, so the Sunday before the GRM event we started getting the E30 ready for a new look.



Before we began on the colorful theme there was a little house cleaning on the E30 to do. Starting last Sunday, Oct 2nd, at about 9 am the E30 was taken to the new Vorshlag shop, vacuumed out, the underhood area was washed and detailed, the LR fender damage was hammered out, and the front fender arches were re-trimmed - all before the new graphics started. Long time GRM team volunteer and SCCA racer "Big Paul" came by with his hammers and dolleys and worked on the rear fender ripple, which was caused by an errant cone that stuck between the rear tire and the fender lip at the $2010 Challenge. Paul spent about an hour on that fender and got the rippled area flat.





Next up, the front fender arches never lined up with the E36 front bumper. The flares we made were a bit rushed and the arches were off by a good 1.5" at the leading edge. We meant to make a filler panel but never got around to it. This bugged me every time I saw the car, so I spent 30 minutes with the left-hand and right-hand tin snips and re-trimmed the front edges of of both front wheel arches. It was so simple - don't ask me why I didn't do this A FREAGIN YEAR AGO, but whatever - its done, and they finally look right. A little semi-flat rattle can paint and it was good to go.



Now it was about 11 am and time to remove the old vinyl from the car. The E30 sat outside for much of the last year, so that stuff was ON there. We let it sit in the hot sun for an hour and started peeling, then rotated the car and did the other side. That left a LOT of heavy adhesive residue behind which we spent 3 hours removing with Goof Off and shop towels. Yuck! We left the "Vorshlag.com" windshield banner, rear license plate decal, and Texas flag roof decal on from the old theme, but everything else came off.



The worst of the adhesive was from the old $2010 GRM number boards - if you store your Challenge car outside get these off quickly or you will regret it later (or store the car inside and show your GRM pride!). I rattle canned a few areas black where the old black primer was worked a little too hard with Goof Off and came off. Then we washed the car thoroughly and brought it inside the new Vorshlag shop to dry (this was the first time the E30 was at the new shop). By now its 2 pm and time to order some pizza.



Before the car was even inside Costas had started cutting the scraps of colored vinyl into various thickness strips. He just laid them on the hood to get an idea and we thought aloud - "Hey, this might actually work?" It was pretty easy to lay out the pattern of colors with this many eyes, and the stripes started going on quickly. Costas, Big Paul, McCall, Amy and I started laying them down, with Costas' expert vinyl guidance overseeing every step. I was put on "radius" duty where I freehand-cut the leading curves and trailing points, plus trimmed back each panel gap crossover. We worked like a machine for about 7 straight hours on the vinyl stripes...



Eventually McCall had to head home in his other black E30, as did Big Paul (who came and went twice that day, between his own project work), so Amy, Costas and I stayed until 11 pm and got the sides and hood done.



The three of us then came back Tuesday night after work and finished the trunk in about an hour and a half. The "not in budget" 18x11 CCW wheels were swapped on for the tow out to Gainesville, and also to snap some uber-cool pics! (look for this pic with the CCWs in our next GRM ad, as well as on our NASA log book cover in my next post)



Rolling the car outside while our new 2-spot lift was installed Wednesday morning at the shop I snapped these iPhone pics below - wow, the colors really popped! OK, I'm feeling better about this rainbow look more and more...



Wednesday morning we plotter cut the number boards to match the actual BMW LeMans entry's side number boards, with a similar font for the numbers, similar sizes on the white and orange side boards, and similar theme on the wording. The BMW had "24 Houres de Le Mans" at the top of the number boards so we used the same font and got GRM to send us their art file for the "GRM flag logo" and made ours say "$2011 GRM Challenge" (nice idea, Matt!), but written in French like the actual LeMans car.



When we slapped on the first orange "side board" decal on, Jason and I knew immediately that the vinyl was too thin - we could see the colored stripes through the orange. So we had to double up on the white and orange side boards decals, which was quite fun seeing that I was laying these down over several abrupt body line bends and side rub strip channels. With the red and black lettering on the upper white boxes, this made for 4 layers of vinyl to lay down - and we were rushing it, as we were quickly running out of time to load the car and leave.

It was a small miracle that I didn't tear or wrinkle anything badly, but we laid it down wet and got it all to line up extremely well. We figured it could all dry on the tow to Florida. :)Then we laid down the "TTU" classing boxes (which is the class we ran the car for the March NASA event), which was also a difficult, 3 layer lay down over body lines. We spent a good 2 hours installing the side number boards, but man, they looked GOOD and totally completed our exterior art car homage. Last came Costas' idea of some "ghost Vorshlag graphics" inside one stripe on each corner. This subtle color difference was one of those things that sneaks up on you - one of the concours judges mentioned he really liked it.



Scrap Art Car -> Scrap-E30

So that's the story of our "Scrap Art Car" theme - since we made almost all of the graphics from hand-cut scraps of vinyl we got for free. :) With the scrapyard motor, scrapyard trans, scrap metal yard trunk floor, and scrap yard diff/brakes/more, the obvious new name for the car was "Scrap-E30", and little Scrappy was looking good when we put it on the trailer. We didn't know how people would take it - would they think it was the lead float in the pride parade, or would they "get" the art car theme were were going for? We texted pics to a few close friends and they all LOVED it, so we crossed our fingers and stopped the graphics (we wanted to make another number board for the hood but ran out of time - and patience).

The car was loaded in the trailer with the decals still wet, along with lots of tools, some spares and various "trip junk". Costas and Amy both brought enough food to feed an army, so we had to massive coolers in there as well. Costas, Amy and I left from our shop in Plano, TX, at 7:30 pm Wednesday night, en route to Gainesville, FL - just 1060 miles away. 17 non-stop hours of uneventful towing later we pulled up at our hotel, about 6 hours early for the Thursday night welcome party. To kill time, Costas drove to some manufacturer's shop about 30 miles away and freagin flew a kit plane with an LS1! He's crazy like that - always finds some cool detour to go do involving cars, planes or guns. ;) Amy and I crashed out at the hotel and slept, waiting for GRM Challenge registration to open.



OK, I'll stop there and cover the $2011 GRM event details in another post (or posts) later this week. Write-up, video, and about a thousand pics to follow.

Much more coming up...
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25 Oct 2011 10:51 AM
Disclaimer: I had a lot of trouble the last time I tried to post a thread update to SCCAForums, using the "text" edit window and UBB code, which used to work here (well, with about 10 minutes of clean-up work). You see, I post on multiple PHPforum sites and cross-post the same thread updates here. I spent half an hour or more editing raw HTML code last time to make it work, so I am going to plop the UBB code in this time and leave it - to show the moderators what's going on. Please come back in a few days to see the non-mangled post updates in this thread.

Thanks!

Terry @ Vorshlag

(I even had to edit this simple post and add HTML tags, just to get some line breaks to work. "Problems")
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25 Oct 2011 10:54 AM
GRM $2011 Challenge Update - Part 1: Sorry for the delay, the past two weeks have been very busy here at Vorshlag, and I am finally getting caught up after being at the Challenge for several days. All of the new build tables are fabricated and moved into our shipping and assembly room, which de-cluttered that area considerably. We moved 7 cars into the shop area in the past week, and I finally wired up the new lift yesterday, so we're cranking out some prep work on our own cars + customer cars.

Warning: this thread update is LONG. We have 950+ pictures uploaded and a lot to talk about (especially with our entry unexpectedly winning the whole GRM Challenge?!), so go grab a frosty beverage, sit back, and get ready to read about our GRM Challenge experience. I know some of you reading this are thinking of building a GRM Challenge $20XX entry, and that's great - it is a fun event. I hope after reading this thread you know more about what you really need to do if you want to win , and can learn from some of our mistakes (we made some big ones!). I try to be as open and honest as possible, don't pull any punches, and this version of the event coverage is from my point of view. It is based only on what we know from going to the GRM Challenge for the past two years, building our one Challenge entry, and is by no means all inclusive. Just our opinions, comprende?Pictures & Results Of course we snapped some pics, and maybe even went overboard. We took pictures with three iPhone4s, an iPad2, a Nikon D90 SLR, and even got pictures from another team's point-and-shoot camera (thanks to Team CM Racing/Tim Spellmen!), and also some video from the iPad, iPhones and my Sony 1080P vidcam. Lots and lots. Some of these upcoming vids are very enlightening to people planning to build a car for this event, so keep reading if you want to know more.

As for the results, we took pictures of each results sheet as it was printed, and that's what I've got. If you go to full screen you can read it all clearly, so it works. One quick explanation on the points scoring system: 125 points is the perfect score. Up to 25 points from from concours, and up to 100 from the "dynamic score" of your ranking in combined autocross + drag time. The team with the lowest combined drag + autox time = 100 points for their dynamic score, and every other team's dynamic score is a percentage of that (team with lowest combined time / your team's combined time * 100). We had a perfect 100 for winning the autocross + 21.9375 in concours for a winning score of 121.9375. 2nd place was 120.3548. See? Look at the Overall Results to see the breakdown.[LIST][*]Vorshlag's $2011 GRM Challenge Picture & Video Gallery [*]Concours results - our hoopty got 7th?![*]Autocross Results - Costas has tiger blood![*]Overall Results - vorshlag scrap-e30 is teh winnars![/LIST]My previous post covered the last minute thrash Art Car theme application and our 17 hour tow to Gainesville. Here's where I start our event report of the $2011 GRM Challenge. After we got unhooked we went over to the race hotel (we didn't stay there because parking our big enclosed trailer was impossible) for the registration party on Thursday night. Last year we were rushing in and out of this party, since the car wasn't ready, but this year we were as prepared as we could be, so we stuck around and had a lot better time. Ate some pizza, had some beers, talked to the GRM staff inside, then we walked the parking lot - and even with some light sprinkles of rain it turned into a car show. Lots of people were working on their cars, having some drinks, and it was good to catch up with some Challenge competitors we raced with last year. So many teams come back, year after year, that you will always run into a core group of racers you have seen before.

We noticed some very cool cars in the parking lot, and it was obvious the level of competition had gone up for 2011. The Condor Speed Shop crew had their vintage, patina'd, wide-bodied & turbocharged BMW 2002, the rear engined, turbocharged "Honda 600" feat of engineering was beautiful (see how small it is, above), and the Texas A&M engineering students were thrashing on their 300ZX turbo powered Miata (above, right), which had decided to push the starter bolts out of the block the day before. There was work and bench racing going on everywhere, and it was well worth it to hang out and talk to everyone and see their cars.

Friday morning we were 3rd in line at the gate, hoping to get a good spot for our trailer. We met some guys from Kentucky that had an 18 wheeler full of cars, including 2 green C4 Corvettes. While waiting, we saw two 2012 Boss302 Mustangs (including a Leguna Seca!) drive up and sneak in the gates, driven by the GRM staffers as part of their press fleet. The Leguna car was later used to let the Pro drivers get a feel for the course, and they set the baseline autocross time to beat of 46 seconds.

Costas and Amy were still adding "art car" stripes to Costas' new white helmet while I drove the trailer into the pit area. We unloaded the E30, which was still on the pretty 18x11" CCWs, and took a few pictures with the sun coming up. Then we swapped on the 15x10" steel wheels and got the car ready for concours. After waiting in line 2+ hours last year, we wanted to be the first in line for concours this year, and we were. Since we had everything ready before we left, Costas and Amy only had to install a few event sponsor decals + the Kumho "windshield" banner, which they put on the rear "windshield".

The Kumho Tires truck (a one man show; he solo drove the rig from California to Florida and set-up their area by himself - great guy!) was setting up a big covered display while Georgia Tech's Wreck Racing massive student team unloaded their hugely-winged, now roots supercharged Lexus V8 powered Miata. They have a phalanx of team members' bodies surrounding their car all day - it was hard to even get a close look at this beast.

As expected, all eyes were on the popular returning teams with crazy cars, like Nelson's V8 "wonderbug" and Wreck's supercharged and winged Miata. Apparently Nelson put back together a previous year's Challenge entry (with the same nitrous-fed, monster SBC V8 motor and chassis that seems to end up under all of his Challenge cars) in a short period of time, but now apparently had the car handling well, and of course its a low 10 to high 9 second drag car (if it ever needs to run that fast), so it was expected to do well overall. Wreck Racing brought their Challenge winning Lexus V8 Miata back, but had added a huge rear wing and a big supercharger was now sticking through the hood, so they were also expected to do well overall. Observation: It seems that the wilder, more over-the-top, super-gutted race cars are more hyped and loved, photographed and published at these Challenge events. Builds that still have the interior, working sub-systems, things like windshields and working lights, more believable street car cars - not so much. Hey, I get it - wild and crazy sells magazines. Just realize that if you bring something that still looks like a regular car , its probably not going to get the same coverage as the wild-and-crazy, open wheeled, well painted (add flames!), super-detailed, tube chassis mega winged car. That's just how it goes. Not a gripe, and I'm not complaining - we bucked that trend and got a published article with Condor's E30 + our little flat-black E30 from last year's event, and as a build it was not as wild-and-wooly as many. With so many rear-engine conversions, crazy motors, ground scraping chassis, crazy paint jobs, and giant wings its easy to miss the sedate looking sedans in this field. So if you are building for the GRM Challenge with the intent of doing well and getting in the magazine , you better go over the top (chop the top off!) and don't hold back.

---see part 2 below---
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25 Oct 2011 11:00 AM
GRM $2011 Challenge Update - Part 2: Continued from above. Our Goals for the 2011 Challenge We came to this year's Challenge with our little E30 with two goals: to do better in the concours, and to win the autocross event. Our auto-x testing showed we had made significant gains over our last year's set-up, and the Art Car theme looked pretty good to us. While our entry still didn't have any 1/4 mile development, we figured with what it weighs and the power it makes, that it should run a low 12 second time (if it could hook up and hold together!). If everything lined up we might snag a top 5 finish, and with some luck we could still theoretically pull out a win. With as much abuse as I threw at a previous T5 on a road course on 3rd and 4th gear straights, I knew the trans could stay together down a 1/4 mile drag strip, if we could avoid wheel spin and axle hopping. Who knows, right? Bench racing is always fun.

Concours Judging So we get the car stickered up and roll into line at the concours area early, before all the judges had even arrived. Waited about 45 minutes while everyone showed up, they set-up the PA system and camera rigging, and got ready to start. We had the car cleaned up and ready to show.

While Costas was walking the autocross course (5+ times) I pushed the car to the judging area, then laid out the build book, the NASA Log Book, the special 2011 E30 V8 Calendars we made for the team's volunteers, and got ready for be judged. A crowd quickly formed as soon as they started judging and we had some great comments about the car. They handed me the microphone and I rattled on about the build and our 2011 progress for probably 10 minutes, and then thanked the judges and took the car for its weigh-in.

That part was a bit disappointing - as you can see, our car was far from a lightweight at this event again, tipping the scales at 2507 lbs. There were lots of top finishing cars in the 2000-2200 pound range, and the lowest weight I saw was 1300 from them rear engined Honda 600. Yikes. The front:rear bias on the V8 E30 was terrible at 61%F/39%R, and the cross weights were even way off (54%/46%). Clearly we had not placed the motor in the chassis far enough back to get the weight off the nose. This was from a combination of time saving and a conscious choice to not alter the firewall. Cutting out the firewall/dash and moving the engine way back would make the car not legal for almost any autocross class outside of EMod, and would remove a lot of the "street" features (wipers, dash, etc) that the Challenge rules say we were supposed to keep. We also chose to keep the full interior, all of the wiring, the complete/functional dash, steel body panels, and all of the OEM glass. This was half the reason we chose this particular car to build - it had a perfect dash, door panels, glass and carpet. Yes, we knew that to win overall we needed to build a completely gutted, if not fully tube-framed car, like some of the other consistently top finishing competitors. We had plans for a killer $2012 car that would be just that, but I was not sure I could get as many volunteers to ever donate this much time to a Challenge project again - and wasn't sure I could afford to spend as much of my time on a build like this.

Autocross Event No matter, that was out of our control at this moment. We were through the concours judging and ready for the autocross. The skies were overcast and the weather report threatened of rain, so we waited for other teams' to run, hopefully cleaning the course off, and watched their times. It was a big game of chicken, waiting to see which top teams would go up first to take their runs. I suck at waiting, and with the rain potential I talked Amy and Paul into getting up there by 10:30 am, hours earlier than we originally planned. Costas wired up the radios, we stuck the video camera in the car, checked tire pressures, and Amy got set-up to take pictures. I forgot to turn the vidcam on , but we got videos from later runs.

We could take 5 timed runs that counted (only 4 with a Pro driver), and Costas drove over to the autocross course area planning to just make 2 quick runs, bang-bang! This was to beat the rain, and get some clean, quick times in early. Sure, it might clean up more, and track temps could rise and add grip, but it could also rain, somebody could dump oil or have a wheel come off and make for a big delay (that actually happened, twice ), so these were to be just some "Safety Runs".

His first run looked great, but the dang finish timers didn't trip! We were frantically talking on the radio while I dumped tire pressure and checked the tires for heat after the run. They were warm, the car felt OK, so he pulled up for a 2nd run quickly, with no one waiting in line. His 2nd run looked great, but it was obvious the limited slip differential was toast, laying down a long black stripe from the right rear on corner exit. After his 2nd run, I gave Paul some bad advice on the radio: "push the braking points deeper!" On his 3rd run he was cautiously pushing the brakes harder into the big braking zones. The brakes still suck on this car, they got really squirrelly braking into the fastest section, and he had to drive around a corner and DNF to avoid a wall of cones.

Left: In-car video from one of Costas' late afternoon runs. Right: Video of a built $2011 C4 Corvette, with motor running. So after 3 early attempts he had one good, timed run - but it was 2 seconds quicker than anyone else had run up to that point. Costas hopped out of the car and had 2 teams ask him to drive their teams' cars, but he politely declined - that's what the Pro drivers were for. And the Pro drivers looked good, with a line forming behind one in particular Pro driver (Alan - great driver & super nice guy), who put down most of the other fastest teams' times.

The announcer talked about Paul's quick autocross time on the PA system and soon after some of the faster cars stopped waiting, coming to the grid to take some runs. There were several teams that got close, including the wonderbug, but nobody's car could match Paul's early run time. We waited and waited until late in the afternoon, when the sun was out and the track surface was up, to finally take his last 3 runs. At around 3 pm conditions looked perfect, but 3 more attempts at the course didn't result in a quicker time. His first afternoon run was only 3 tenths off his best morning time, but the brakes started getting worse and we ended up sitting on his first timed run. It was a nervous wait until the course was to close down at 4 pm, but our little E30 was still on top by day's end!

There was some late day drama, with the Texas A&M team getting their car finally running minutes before the course was supposed to close. It was pushed started by the team and their own team driver made 3 quick runs, dropping 10 seconds between their 1st and 3rd runs, with laptop engine tuning in the pits between. For one attempt at a hero run they stuck Pro driver Alan in their car, but it crapped out at the starting line and he didn't get a good start. They then shut down the course and the A&M team members, Costas and I picked up the cones and helped load the trailer.

We then got the car ready to drag race for Saturday - bolted on the skinny front drag tires, unhooked the front swaybar, and put the E30 back in the trailer. We headed back to town, got cleaned up, and went to the Friday night banquet (all 3 banquets are included with your entry fee). The food and beer were good - even better than Thursday's party - and we met some cool folks that sat at our table for dinner (Team CM Racing), and chatted up some other teams. We got to see the concours judging scores, and we were happy to be in 7th place out of 48 entries for that category. There were some AMAZINGLY clean cars there, with insane levels of detailing, so to be 7th was an improvement for us over last year. That score coupled with the autocross win put is in the overall lead by a small margin. With some seriously fast in the drag cars right behind us in overall placings, however, we knew our moment in front was probably short lived. Asking around for estimated drag times we felt that at least 3 cars would pass us after the drags were done. The ones we worried about were Matt & Matt's 4th gen LT1 Camaro, Nelson's wonderbug, and the Special K dodge.---see part 3 below---
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25 Oct 2011 11:01 AM
GRM $2011 Challenge Update - Part 3: Continued from above. As great as this event was from the beginning, this is where it took a turn for the worst, in my eyes. Much of this was Mother Nature's doing, but I feel some of the issues could have been handled differently and wouldn't have altered the final result. Just my opinion, but I think they rushed the track prep and allowed some drag racing in wet conditions that were unnecessarily dangerous. In the end I'm just glad nobody crashed or got hurt.Drag Race Saturday morning we were again at the track by 7:30 am, waiting for the gates to open. The weather wasn't good - skies were dark, looked ready to dump at any moment, and the radar showed a big red blob wider than the state of Florida "coming right for us! ". We went ahead and got the car ready for drag racing by 8:15 am, and were more than ready for the drag strip to be opened at the announced 10 am. By 8:45 am it was raining, and we were discretely and quietly doing the happy dance. We knew that once the skies opened up it probably wouldn't stop raining all day, so the drags had to be cancelled, and therefore we should take the overall win.

Au contraire mon frere! Right after the rain started we pulled our car under the covered covered arena / concours area and dried it off - the GRM folks had asked us to stick around Saturday afternoon after the drag racing for some photo shoots, which we were more than happy to do. We also wanted to take some more pictures ourselves, before we loaded the car into the trailer for the long tow back to Texas. It rained pretty solid for a good bit, then slowed up. We were about to go grab the front 15x10" wheels and mount those on the car, so we could get pictures on these wheels, but we were told to "stay ready for drag racing".

Left: Weather RADAR at 7 am, at the hotel. Right: At 7:50 am, out at the drag strip site "What the...?!?" The pavement everywhere had standing water, the track surface was under water, the skies were still very dark and overcast, and the main weather system hadn't even hit the area yet. The PA announcers were adamant - they were going to dry the track off and get everyone at least one drag pass.

We were doubtful that the track could ever be dried enough to be safe in the short amount of time before the next wave of the storm front rolled in, but we watched as the track crew worked valiantly to push/blow/sweep/burn the massive amount of water off the track. A local drag racer said "It takes about 2.5 hours for the track to dry out here, if the sun is out , which it ain't." Still, the workers kept at it and concentrated on drying only on one lane of the drag strip, and didn't dry anything past the finish line. We were warned to "not get on the brakes hard" after the finish, and to "only try to make the 2nd turn-off", not the first. If anyone crossed the center line, or had tire spin after the finish, or got on the brakes too hard, well... they were probably out of luck.

"Is this really happening?!?" we said. There were a lot of confused looks, and we said we didn't want to drag race in the rain , no matter how much the drags added to the event. But then you have to realize - every team except ours + the organizers wanted the drag strip runs to happen; the teams all wanted the chance to move up in the overall standings, and the organizers wanted to keep the show on a roll. Many folks knew that a few teams would likely displace our top spot, and they said as much over the PA several times, so our safety concerns seemingly fell on deaf ears.

Oh well, we're good sports and I drove into the staging lane, getting in line about 11th out of 48. Note: we didn't hang back, trying to get in line late and wait for the rain everyone knew was coming , because we were told "the drag race is going to count". So we had to get a time in, or risk falling way back, even possibly to dead last. Everyone lined up and waited for a couple of hours in the staging lane while they worked on drying the track. I felt rain sprinkles more than once, and the staging lanes were still plenty wet, but they kept at it.

The Nelson wonderbug was first in line, and he made the first pass down the track about mid-day. The run was pretty scary (see the video here ), and you can just barely see where he let off at about 1000 feet, because the car got sideways from the still-wet track. That could have been ugly. He still managed a 10.58 @ 114, letting off and without nitrous, and he mentioned his mph was way off (esp. for the E.T.), expecting to run 127 mph on motor. This is a 10 flat car, easily. Nobody else had built anything that fast for the drag strip. I don't know how you do that on $2000, but its not my event to police (as far as I know nobody has ever been protested or kicked out for any rules infraction). Cars kept lining up and making passes after Nelson's car, as it got slightly wetter and wetter.Videos - all 13 drag race passes start here , and if you hit "next" you can watch them in order. The E30 was the 11th car to go down the strip. It started raining at about car 9, and really started to dump by car 11. I don't know how car 12 and 13 made their runs, other than they were both fairly low-powered (16.0 and 16.2 ET's). Somebody had a moment of sanity and stopped the drag racing after car 13. Anyway, so I'm the 11th car in line. I kept edging forward as cars were going down the strip, with Costas talking to me on the radio. "Hey, its raining... they have to stop this." But I refused to give up. "Let's stay in line until they call it." He was worried - "Fair, this is insane... you have to pull out of line." me - "No, they will call it any minute now". "Terry, pull out of line now! You're going to get hurt!" "No, let's just baby it down the track and get some sort of time on the board - they told us the drags were going to count, no matter what." They didn't stop me as I got to the burn out box, where the windshield is covered in raindrops, because it was raining. I turn on the video. "This is insane!"

Left: The in-car video from my one drag race run, fully captioned. Some audio is NSFW. Right: External video of run So I drive around the water box (no need for that, and I'm only on the Hoosier autocross tires anyway - we couldn't afford special drag slicks and additional rear wheels in our $2011 budget), did a quick burn-out in 1st, to try to dry the tires off. No stick at all in the heavily glued launching area, massive easy wheel spin, axles and tires hopping like mad. This isn't good, as we know that wheel hop and subsequent abrupt loading/unloading is what keeps breaking the transmissions. I line up, stage, and plan on a super easy launch. Still, I have to get a decent time in to try to salvage a top 5 finish, so I cannot take an "easy run" in the 14s, then work my way down to the 12 second ET in another 3-4 runs, like we had planned on if it was dry. I have to drive FLAT OUT. :DThe lights come down the tree, and since reaction times don't matter I take it easy and launch at 1000 rpm, just off idle. The rear tires instantly go supersonic - its like driving on ICE! What the Hell am I doing, drag racing in the rain? I try a few light squeezes on the pedal, hoping for traction. The tires are just free-wheeling so I to back completely out of the throttle, tires hopping like mad, and reach for 2nd gear. CRUNCH! The wheels are going 5 times faster than the car so the synchros cannot cope. Finally in 2nd, I roll into the throttle ever so gently and WEEE! Tires spinning madly, hopping badly, there is zero traction. You have got to be kidding me! Shift into 3rd gear, roll into the throttle... spinning, back out of it, roll back in again... finally grip there, then... BANG! Something broke. Oh no, not again. 3rd gear let go again, but not from abusive speed shifting, it was the tires hopping from all of the damn wheel spin... because we're freagin drag racing in the rain! I was so pissed. This should never have happened. Coasted through the lights, transmission sending gear teeth through and eating itself. BANG! CLANG! CRUNCH! Coasting down the drag strip, across the line, rain is really coming down now, and I am having trouble seeing the opening in the wall for the 2nd turn off. Finally find it, still coasting, make all the way down the return road under momentum, find the timing shack, and somebody runs over hearing the loud crunching noises of the transmission to take a look. They look for fluid under the car, see that its a self-contained explosion, and give me the thumbs up. Its raining pretty steadily now but I see another car coming down the drag strip!!??!!I ask the timing shack worker "When are they going to STOP this!? It is pouring rain!! Someone is going to get killed." I grab my 14.6 @ 86 time slip, which you can see in the pictures, covered in water drops. A total of two cars were allowed to take passes right after me, in the beginnings of a downpour, but luckily they were slower cars. Then they finally stopped the madness after the 13th car. It was over, as the skies opened up once and for all. Costas is trying to hail me on the radio, asking what broke, and seeing if I need a tow back. Since we're familiar with this exact transmission failure mode, I tell him I can make it back under power, in another gear. I limp the car back over to the trailer and hop out, furiously mad. This didn't need to happen! Because we were drag racing in the rain, and had such ridiculous amounts of wheel spin, the tire hopping shock loaded third gear so badly that it broke the trans. What a waste. This transmission wouldn't have broken if we were running on a dry track, as I've safely run the same unit on road courses in the same 3rd and 4th gears, on the same sized/grippy R compound tires, lap after lap, without wheel spin or tire hopping issues. It only breaks when the gears see shock loading, from axle hopping or curb jumping, while under power. That's how I broke the trans at MSR in March - going over a big bumpy track section under power, with the tires on/off the ground. Post Race Pictures I took a moment to calm down, then brought the 15x10" front wheels out of e the trailer and mounted them in the rain, in record time. I'm soaked at this point but we half drove/half pushed the car into the covered concours arena for pictures. By now I realize, once again, that they have to throw out the drag racing so I'm in less of a bad mood. We broke the trans but at least we'll get the win.

Video of post-drag racing meeting - announcement of drags not counting. A total of 35 entrants never got a shot at the drag strip, but it took several meetings and 2 hours before they decided to not count the drag racing runs in the overall score. They talked about counting the drags even though only 13 cars made passes, then discussed using "theoretical drag times", given to the officials by the teams, to judge overall placings. I can't make this stuff up. I don't understand the confusion - its not like this is the first time they had rain at a GRM Challenge event, where they had to throw out the drag racing. Its happened before and it will happen again - its in Florida , where it rains often. Per gave everyone the news that the drags were not going to count a couple of hours later, and we were relieved. We weren't really sure what they were going to do up until then.

It made for a nerve racking day, both before the drags and up until they made the announcement. We stuck around and helped some other racers dry off their cars and take pictures, they did a video interview with me and Costas, and took a ton of pictures. Then we loaded up and headed to the race hotel for the banquet.Awards Banquet We got to the banquet about 3 hours early, since the rain cut everything about half a day short and we had checked out of our hotel that morning. I stuck around the lobby and listened to the same loud guy tell the same car story to about a dozen different groups of people, while Costas wisely slept in the truck. By 6:45 pm we went into the banquet room and grabbed a table. The food was excellent and we got stuffed. Since we planned on driving back to Texas immediately after the awards, we didn't celebrate with any alcohol, although that would have been a nice distraction from the stress of the past 2 days. They had an odd video presentation made by one of the competitor's (a joke on his car's name, Uranus), plus had a video slide show of pictures from the event showing while we ate.

They gave out dozens of awards, but saved the autocross and overall awards for last. We were pleasantly surprised that Kumho offered up a set of free tires to the overall winner, and we thanked them profusely. When Per handed us the overall trophy he built, he said "Be careful - its heavy." Boy, he wasn't kidding! This thing must be 50 pounds, and its filthy dirty, but I've got it proudly displayed in our new shop's showroom anyway! We thanked everyone, loaded the trophy up into the trailer, then drove though the night, straight back to Dallas in a hair under 17 hours. Worth Every Minute of It!


As much criticism and bitching as I've offered up here, we did have a really good time and I'm glad we came back this second year for vindication. The $2010 Challenge was such a disaster for us, and winning in 2011 made it all worthwhile. This was just a very stressful event for us, both in waiting for the autocross times on Friday and waiting for the rain/trans explosion/drags cancellation discussion on Saturday. By Saturday night it was a huge relief for it all just to be over.Yes, we got lucky and won the whole thing based on autocross + concours alone - but I've been on both sides of this "rain thing" before. I'm overjoyed with the overall win, and would have been more than happy with just the autocross win. Big thanks to all of the volunteers who helped build this car in 2009-2011! Cannot thank you guys and gals enough. We put so many hours into this thing - never could have pulled it off without all of this help. Thanks to Grassroots Motorsports, Kumho Tires, CRC, Racing Junk and all of the sponsors for making this event happen. Lots of fun, and I encourage others to build for and enter this event.What's Next? First off: We are not bringing our E30 V8 back for another GRM Challenge - we accomplished more than we set out to do with it, and the car is so imperfect for the GRM Challenge in so many ways. If we were to ever come back it would be armed with everything we know - from building the wrong chassis, making budgetary mistakes, and seeing what other teams have done (and gotten away with). :) We could make another $20XX autocross car that was easily 3 seconds quicker, for instance. I will talk more about what we think it takes to win in an upcoming post. I will also talk about the future of this car very soon - we're already working on several repairs, out-of-budget upgrades, and finishing touches on the little car. Thanks for reading!
Fair
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27 Oct 2011 06:49 PM
Project Update for Oct 27, 2011: Just had a few updates to the car to share, Costas' blog write-ups from the Auto-x Test and GRM Events, and a request for help located upgrade parts. :)Costas' Blog Updates
Costas found this pic on the GRM Forums - The turbo rear engined Honda600 2-wheelin it! Let's start with the two GRM write-ups Costas wrote to his own website (http://www.witchdoctormotorsports.com - Vorshlag Motorsports GRM Challenge E30LSx Test[*]http://www.witchdoctormotorsports.com/ch188.htm - GRM 2011$ Challenge with the Vorshlag Motorsports E30LSx[/LIST]Vorshlag Scrap-E30 Updates
Our Scrap-E30 sitting on fancier wheels, parked at its new home Like I said in my previous post, we are not taking this E30 to another $20XX GRM Challenge again . The plan is to fix the issues we ran into due to budget compromises, and then see what we want to do with the car. Sell it to a new owner that will appreciate the big thumping V8, the engineering, the look, the racing pedigree (ha!), and the 1500+ hours of work we put into this car? Or keep it and continue to develop it for track use? Whatever we do, the transmission needs repair once again and a few braking system issues need to be addressed. We also need to install a passenger seat, two I/O port seat-back braces (from seat backs to roll bar), a 2nd 6-point harness, and some other little improvements and upgrades.

Now that we are out of the GRM Challenge restrictions, and can actually spend some money and work on this car in the shop. With real Vorshlag employees wrenching on the clock we can finally get some work done quickly. AJ has already swapped out the non-M E36 front spindles/brakes/control arms for the larger M3 rotors, calipers, spindles, and arms and he and Ryan have re-bled the system. The 18x11's are back on for good, then the dead 15" HoHos will be removed and the shiny 15 x 10" wheels will be sold off. Aluminum Block LSx? One of the fundamental problems with the car was the heavy front weight bias... 61% on the front nose hurts everything. An easy way to remove 80 pounds off the nose is to switch to an aluminum block, so we're looking for a running, aluminum block, sub 100K mile longblock. Something like the all-aluminum L33 5.3L? Anyone have a lead? There's nothing wrong with the iron block 5.3L in the car, other than its iron block weighs so much more. We'll use this in another project or move it along. Any leads are greatly appreciated! We are always looking for aluminum 5.3L L33, 5.7L LS1, 6.0L LS2, and 6.2L L92 and LS3 engines , as well as '98-02 Camaro/Firebird T56 transmissions. Now that we are doing turn-key builds these are always on our shopping list. Transmission Repair or Upgrade? As for the trans, we have some easy options and some not so easy upgrades. We've thought about countless other transmissions we could use, like going to a T56 6-spd, but each has its drawbacks. The T56 is 125 lbs, and will likely require changes to the headers, which I am loathe to do. All of the external rail shifted 4-spds "seem" cheap but when you shop around for a nice M21, T10 or Toploader, they get up into the $1000-1500 range for rebuilt, close ratio units. And 4-spds are a step backwards from a 5-spd. We did make a trans crossmember for the 3rd gen Camaro V8 T5, and the 90-92 versions had great gearing and were "World Class" rated. They've gotten pretty scarce (and thus costly), and these would not work with our existing scattershield or shifter, and the LSx starter didn't line up, but at least the GM clutch and GM driveshaft would not need to be altered. Meh, its more unknowns and work for nothing stronger...

The 3rd gen V8 Camaro T5 has not only been in the car, but we made a crossmember for it (dead end) One major point of contention against all of these other transmissions above: I have nearly $600 invested in this SFI scattershield, and I don't want to "toss that out the window". After seeing a T56 lose its input shaft and scatter parts through the aluminum bellhousing, I don't want to lose that added safety, either. Keeping the scattershield is going to alter the transmission choices, but I'm OK with most of the options. We can stick with the Camaro V6 T5 (easiest, cheapest option) and just finally break down and get one rebuilt and maybe even slightly upgraded (help on this is requested!). Couldn't afford more than a junkyard dog for the $2010-11 budgets, but a rebuilt and upgraded T5 might be all it needs to stay reliable. Avoiding shock-loading with any T5 is key, like not letting the rear tires hop-hop-hop under load or wheel spin wildly down a wet drag strip.

Left: The two T5's we've played with. Right: 4th gen Camaro V6 T5 crossmember in the E30 now We could also use a Ford Mustang T5, but its not any stronger than the World Class 4th gen V6 box we have (300 ft-lbs), yet the gearing is slightly better. Then there are the "big brother" Tremec 3550/TKO500/600 options. All of these work with this scattershield but need new driveshaft and clutch disc. There's also the provisions on thie scattershield for a Jerico 4 or 5 Speed, but those are $2500+ used, and don't have synchros. That makes them harder to drive, which might limit the pool of folks that might want to drive it (or buy it).The Scattershield Quicktime SFi-rated spun steel bellhousing ($540 on Summit)Chevy 1999-2009, 4.8/5.3/5.7/6.0/6.2/7.0L, to Ford T5/Tremec Manual Trans., Kit Part Number: QTI-RM-6037
Notes from QT's application chart for this part number:[LIST][*]Engines: Chevy LS1/LS2/LS3/LS6/LS7/LS9 SB/BB CHEVY[*]Trans: Ford TKO 500/600, TR3550, T-5 Mustang[*]Clutch Operation: Std LH Clutch Fork & Hydraulic Release Bearing[*]More notes from the QT product page: (looks like QuickTime has now been bought by http://www.quicktimeinc.com/RM-6037.swf - 3D motion rendering of this part[/LIST]Specificaitons for RM-6037 - LS Bellhousing to Ford TKO 500-600/TR3550/T5 Mustang Transmission[LIST][*]Height = 6.925[*]Trans. Bore Ø = Universal 4.850/4.910 (looks like it has an adapter ring included)[*]Engine = Chevy LS-1, LS-2, LS-3, LS-6, LS-7, LS-9[*]Trans. = Ford TKO 500-600, TR3550, T5 Mustang/Jerico 4-5 Speed[*]Clutch Ø = 11"[*]Flywheel = 168 tooth or 153 tooth (LSx flywheels are usually 168)[*]Weight = 22#[*]Full engine plate, trans ball and grade 8 bolts included[*]SFI Certified @ 6.1[/LIST]So this scattershield is staying, is made for an LSx block, and mates up to a number of Ford style transmissions. We got lucky and it also worked with the GM V6 T5 (which has a Ford front pattern for some reason), after we made a long pilot bushing for the block. This allowed us to use GM LS1/T56 clutch assembly and the Camaro V6 hydraulic slave/TOB. Cheap, plentiful, and it works. After looking around I can find a Mustang T5 for ~$500, and I've run across some Tremec 3550s for at or even slightly under $1000. The 3550 has larger shaft spacing & gear widths, so it is fundamentally stronger. Both of these choices will take a new clutch disc, new driveshaft input yoke, and some work cobbling together a working clutch slave (or worse - conversion to a fork and cable?!). So we're still contemplating the options. If we find a Camaro V6 T5 and a good T5 guru that can rebuild & upgrade it for us for a reasonable price, we'll probably go that route. We have 3 of these broken "cores" to rob for parts, but all have broken 3rd gears, so we need another "good one" to start with before any upgrading. And no, not going to do the $2500 Astro or G-Force upgraded T5s with custom gears and no synchros! I'm anxious to get it back out on track this year and another 4th gen Camaro V6 T5 this is our easiest path back to "running and driving." Whatever we put in there won't be some junkyard dog this time, that's all I know. I am looking for these used parts: [LIST][*]5.3L aluminum L33 longblock[*]Ford style Tremec 3550/TKO500/600 transmission[*]4th gen Camaro V5 T5 transmission[*]A T5 specialist that can do rebuilds/upgrades - affordably![/LIST]Thanks with any help on finding these parts.Cheers,
Fair
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16 May 2012 08:05 PM

Project Update for May 16, 2012: Long time no update, right?! Well a lot has happened with our $2011 GRM Challenge winner over the past few months and now I am going to try to catch up the build thread with reality. There will be a few update installments as we are still wrapping up some final things this week. Something YOU can potentially be involved with is happening NEXT week! First thing this morning I got my June issue of GRM Magazine and what do I see on page 150? This ad (below left) for the $2012 GRM Challenge...


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Left: Page 150 of June 2012 GRM issue. Right: Cover of April 2012 GRM

Not to mention the cover of the April issue, shown above right. That art car look is very photogenic! You can click on either picture above to see a full sized version. Now this April cover was the early artwork that they had before they photoshopped out the Vorshlag banner. Long story - stuff happens and it's mostly our own fault. Kumho deserves the space, as they ponied up the $$ for the event... and for the set of 315/35/18 Kumho V710s we won for taking the $2011 GRM Challenge. Amy and I have had a blast racing these Kuhmo's on our 2011 Mustang in both autocross and road course events! :D

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The fat loot from winning the GRM Challenge! Kumho V710s in 315/35/18 size being used on the front and rear of the Vorshlag Mustang

After we got back from the GRM Challenge event last October, we had planned on several "upgrades" to the Scrap-E30. Since then we kind of got carried away and replaced a LOT of the junkyard parts we had used for the magazine shootout. Now that we are not restricted to a $2012 budget, there were so many things we wanted to fix, replace, or upgrade. We have replaced major components like the engine, transmission, wheels, shocks, springs, brakes, interior, camber plates, and more. It still looks similar on the outside, but so much of it is new and improved.

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Above left is the T5 that gave its life on the wet dragstrip at the GRM Challenge. The unit above right is a fresh T5 from a 2000 V6 Camaro in conjunction with a new T56 hydraulic throw-out bearing assembly (the old V6 unit still worked, but since we had it out we replaced it). Then we replaced the junkyard LS1 Camaro clutch and flywheel with fresh LS7 Corvette parts.

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The iron block 5.3L "LM7" we had used for 2 years of GRM competition was a bit of a heavy lump, and it had a nasty camshaft that made it a bit of an on-off switch. I had wanted to replace this with an aluminum LSx motor, so we swapped them once we had a replacement motor lined up. After a couple of months of looking we found a low mileage "L33" engine locally, which is an all-aluminum 5.3L used in a small number of GM trucks to save weight. We wanted it for the same reason - to lose 80 pounds off the nose of the car. It looked like this L33 engine spent most of its life in Oklahoma due to the red dirt "staining" on the bare aluminum, which is common in that region.

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After sealing up all of the ports, the block was pressure washed and scrubbed clean, and the red staining was mostly removed. Short of a full-on high temp acid bath, it's as clean as it's going to get. The insides of ports and heads looked clean with the intake and valve covers off, too.

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We swapped over the modified GTO oil pan, a Camaro LS1 intake manifold, and the truck coil packs from the iron LM7 onto the aluminum L33. We replaced all of the gaskets with new FelPro parts, installed a new PowerBond balancer + OEM crank bolt (which took a positively massive torque wrench - that was fun!), new NGK spark plugs, new serpentine belt, and some Castrol GTX oil for the first oil change flush (I always go with a quick 50 mile oil change after opening up any motor). It fired up on the first crank and runs like a champ - I have driven it around several times and now that it has street tires, it will be getting some street use (more on that in a bit). The stock L33 heads and cam are darned good, and I suspect it makes pretty close to the horsepower numbers it made before (which was 355 whp). The car has lost weight too (I'll take a corner weight picture of it tomorrow), so it should be as quick, if not quicker than before.

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This extremely budget restricted car has had numerous leaks, and each time it was moved we had to clean up coolant, diff fluid, power steering fluid, and sometimes fuel. When there's no money left to replace seals and gaskets, you do what you gotta do. Now that we are done with the $20XX budget event I wanted the guys here at Vorshlag (and yes, my own shop techs can finally work on this car on the clock, which is a huge relief! No more need for all-volunteer work effort) to get this thing "leak free".

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First up was the diff side and pinion seals, which were all replaced with new seals from BMW. Since the halfshafts had to be popped out to remove the diff, the sketchy looking CV joints and boots were replaced with a pair of new halfshafts - just because we can. The very used E36 steering rack in this car leaked ever so slightly for the past 2 years, but then a month ago it started puking fluid each time it was started (internal seal blew). We found a rebuilt E36 rack for under $300 and it went in this week (that was fun). We still need to chase down the slight fuel leak, which just started on Monday - the car is going on the rack tonight for a look. So now the little E30 is almost 100% house-trained. One more leak fix and no more "potty pads" or unwanted puddles. ;)

I will cover another gaggle of updates (brakes, seats, belts, coilovers, camber plates, CCW wheels/tires, lights, gauges, and state inspection?!) in my next project update, later this week. Why am I covering all of this now? Well... we need room in the shop for some upcoming V8 swap projects so we're going to sell this "$2011" beast. Just like the Vorshlag E36 LS1 "Alpha" car, this one is going to have an eBay auction, and all proceeds will go to the charitable foundation titled "Vorshlag LS1 Swap Addiction" (money from the sale of this car will fund our next LS1 swaps!). :D I will talk more about the upcoming auction in my next update.

More soon,

Fair
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05 Jul 2012 07:53 PM

Project Update for July 5, 2012: While other work was being performed on the E30 in the past two months, I kept seeing little things that bugged me - various fluid leaks that were easy to ignore on a $2000 race car, corners that were cut during construction to meet the budget, etc. Since this car has long surpassed any hopes of returning to $20XX GRM Challenge, I have held up the sale of the car so we could fix all of these issues.

In late May, after a small fuel leak was temporarily fixed, I test drove the E30 around town (with a fire extinguisher inside) and it was... interesting. The car gets a LOT of looks on the street, as you could imagine. Whoever buys this car shouldn't be a shy introvert. After some miles around town I decided to soften the spring rates (900# is a bit much on the street) and found a few little things I wanted to tweak before we try to get the state safety inspection. We did some of these things and then the car passed with flying colors - its street legal now and never has to have another emissions check (at least in Texas) since its 25 years old.

After the inspection was passed we knew there was still more to update. We've addressed all of the big stuff (new T5, fresh aluminum L33 5.3L V8, AST suspension, CCW wheels, second seat added, etc) and have been focusing on the little things. And of course, the "little list of little things" has snowballed into two months of work, to the point that we've gone overboard. But as I keep saying, for as much as this car is going to likely sell for (I've turned down three different offers for $15,000 so far) it's going to be worth it to the new buyer, in the end. Gone are the $10 shocks and $2000 worth of new ASTs are in their place. The 15x10" steel wheels have been replaced with 18x11" CCW 3-piece wheels. And on and on until we've got a substantial chunk of money invested into this car well beyond the "$2011" moniker. And I don't even want to contemplate how much work we did to the car before (with the volunteer crew of 15 workers) or after the Challenge event (at Vorshlag, by our technicians)... it's too painful to try to put a value on 1000+ man hours.

Driveability and Reliability Updates

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As I mentioned in my last post, the steering rack was replaced with a remanufactured E36 unit, along with the tie rods and is now 100% leak free. While the steering rack work was going on, we put in some more reasonable spring rates. The 800 #/in front and 900 #/in rears were pulled in favor of some 450 #/in fronts and 550 #/in rears, almost cutting the spring rate in half. We don't know who the next owner will be, or what he will use this car for, but I didn't want this the E30 leaving our shop sprung so stiffly; it was "unpleasant" on the 18x10s with 285/30/18 street tires and the old spring rates. In case you are wondering, 900#/in rates are outside of what off-the-shelf-valving AST 4100s can deal with effectively (duh!). With the new springs (Hyperco front, Swift rear) the street ride has improved immensely.

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There was also a small fuel leak that had started earlier this year, which come to find out stemmed from re-using some 25 year old fuel hose, to meet that insane $2011 budget. This is one of the areas that I think could be improved in the GRM Challenge rules - a little flexibility when it comes to safety items. The various CrapCan road racing series don't ding their $500 cars for fuel or brake parts, and now I see why. So many compromises have to be made on such a strict "dollar budget" build, but we can go back and fix all of that now - and we have. :)

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My buddy Ed owns a hose and fitting shop and he came by, worked with Ryan on the list of parts needed, and ordered a gaggle of AN fittings and a couple dozen of feet of -6 and -8 braided line. So after a day of measuring, cutting, fitting the hoses into the fittings, installing new fire sleeve to both engine bay lines, and then attaching the completed assemblies to the car with P-clamps, the E30 now has a fuel system "done right". Safe, leak free, good looking, and rugged as hell.

Another thing I learned from my street driving in May, when I drove the E30 across town in stop-and-go traffic to get the safety inspection, was a tendency to run warm. It was almost 100°F out and the little OEM a/c auxiliary fan just wasn't moving enough air to cool the E36 radiator in the car.

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We ordered a single 2800 CFM electric fan, Ryan made custom aluminum mounting brackets to get it spaced close to the radiator, then wired it into the car with GM style weatherpack connectors, new wiring, a proper relay and a dash-mounted switch. It is wired to run when the ignition is on, but you can switch it off manually if needed. That puppy moves some air! The old evap fan went into the dumpster, where it belonged. There are tons of GM weatherpack connectors on this car now - everything Ryan has re-wired has been done so with these modern, water-tight connectors (these are the standard for use on race car wiring).

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Above you can see the new fan wiring work being completed as well as a shot of the interior (from a few weeks ago). Every auxiliary gauge is plumbed and working, and an oil leak was found and fixed on the engine during the process (the car is now 100% leak free - a first!). The bundles of OEM wiring visible under the driver's side of the dash will soon be covered by a replacement OEM lower "knee pad" dash piece and brace, which were missing on our car for the past two years that we've had it. This and some other interior clean-up work will be shown in our next update. The original dash is in PERFECT condition, as are the door panels - this was why I bought this particular car way back when, and we've managed to keep them in this condition through two years of thrashing.

A Cosmetic Tweak + a Little Bit of Aero

While the interior work will be shown in the next update, some exterior updates have also happened lately. Of course the "Art Car" theme improved the looks from 2010 to 2011, but we've been doing some other little bits as well. One thing that always seemed "unfinished" to me was the underside...

Here you can see the massive expanse of "exposed underbelly". This makes for extremely poor under-car aerodynamics and an overall incomplete look. Since this E30 has an E36 front (and rear) bumper cover, and it has an LSx V8 underhood, there wasn't an easy off-the-shelf aluminum undertray or splitter we could just buy and slap onto this car. So I decided that we should make an undertray, and while we were at it, let's go ahead and make it extend past the bottom of the bumper cover to create a splitter.

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The 2011-2012 Leguna Seca splitter is $700 and made from ABS plastic

What material to use? We looked at aluminum, Alumilite, composite, and even ABS plastic. The splitter on my 2011 Mustang is a 3/8" thick sheet of ABS (from the factory Leguna Seca), and it has held up remarkably well after many many months of street driving, autocrossing, and road course lapping. It only scrapes on an extreme driveway entrance angle, but so far this material has been completely unharmed by the occasional road scrapes, or crashing into cones at an autocross.

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So we priced a 4'x8' sheet of 3/8" thick ABS from multiple local sources... but when I saw the $450 price tag I nearly choked. When it comes to splitters, don't discount the low cost, rigidity, ruggedness, wear resistance, and ease of manufacture of PLYWOOD. I picked up a 4'x8' sheet of 5/16" thick plywood, and might even suffer the extra weight of 3/8" if we were to do this again. Splurge the extra couple of bucks and get one that's finished smooth on both sides. I have seen plywood splitters in club racing and pro racing paddocks for years... there is some stigma attached to it, so just call it "carbon-based, multilayer composite!" :D

Step-by-Step Splitter Construction:


Using plumb bob, mark the outline of the bumper on some corrugated cardboard.


Mark the mounting holes by piercing the corrugated cardboard at any factory holes you can find, while mocked up on the car.


We welded some nuts to open holes in the subframe.


Transfer the corrugated template to the plywood, then cut it to shape using a jig saw. There is a small rectangular hole cut-out to clear the E36 steering rack, which has a slight protrusion.


Paint or stain the wood in the color of your choice... :D


Here the four mounting struts are shown, bolted in place. Two mount to the front core support and two were hung on some aluminum angle brackets Ryan made.


The bumper cover was notched around the struts and re-installed.


The lower mounting brackets that came with the struts were bolted to the splitter and the lengths adjusted.

The final look worked out great! There is still a gap at the front from the bottom of the bumper cover to the splitter that needs to be covered up. We will use sheet metal to cover the gap from the splitter to the bumper, and I'll show this step in a later post. In the end this will clean up the underside airflow greatly, improve radiator airflow, and should even provide some front downforce at speed.

Getting close!

Fair
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--
17 Jul 2012 05:16 PM

Project Update for July 17, 2012: We are nearing the end of this project thread, as we've done the last tweaks to the E30 before it goes for sale. Here is what has gone down in the past two weeks on this little beast.

Front Splitter Work Finalized

The front splitter I showed in the last installment was not quite finished. There was a nearly 2" gap between the top of new splitter and the bottom of bumper cover. To effectively keep the air from going under the car or from pouring into the engine bay like a parachute above it, an "air dam" needed to be built to seal the splitter surface from the front bumper cover.

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We had looked at three different methods to fill this air gap: 1) With an air dam of sheet steel that attached to both the bumper and splitter, 2) A piece of metal that attached to just the bumper cover and laid on the splitter, or 3) Just a cosmetic plastic piece that sort of sealed the gap. After messing around with some materials and failed attempts at making a "quick and dirty" air dam, we went with a better, more time consuming option: a strong, free-standing structure of aluminum that bolts to the splitter and pushes snugly against the lower/front face of the bumper cover - for a rigid, nearly air tight seal. This air dam would not attach to the bumper cover, which should make splitter removal quicker.

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Vorshlag's fab man Ryan B. made a template of the bottom mounting face of the bumper cover in corrugated cardboard. Then the air dam itself was shaped around this template from a piece of 2" x 2" x 1/16" thick aluminum angle that was cut/bent/formed/welded into the matching shape. This took a couple of hours of shaping, fitting, and TIG-welding back together. The final result shown below is a strong, structural piece that weighed less than a pound.

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Once the shape was finalized and test fit several times, it was painted black and bolted to the splitter. It is shown below with clamps and Clecos holding it in place while the holes in the plywood were drilled. Pan-head 10-32 bolts were installed from the bottom with nuts and washers on the top of the aluminum, which are hidden out of sight.

The aluminum was painted black and bolted to the splitter, then the final splitter/air dam assembly was bolted to the car and the four front support struts were attached (these bolt to the chassis behind the bumper cover). The entire splitter can be unbolted in a matter of minutes, with two bolts at the rear/subframe and the four splitter support struts up front.

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I test drove the car aroung the shop a few days later and the splitter worked fine on the street, as long as speed bumps and steep driveway inclines were "managed". It's a track and street-worthy splitter that is a bit more durable than most, and covers much more of the underside of the car than many splitters (it extends back to the bellhousing flange). Very happy with the final result, and we will likely build another like it for a dedicated track car soon.

State Registration, Various License Plates, and More

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I had some novelty "euro" plates made up for this car and another project car we're building in house (we had a similar "VoRSHLAG" euro plate on the E36 Alpha car years ago) and I might add the "GRM 2011" plate to the front of this car, but not with any drilled fasteners. Like a lot of Euro plates, we'll just use some double-sided tape to secure it to the front bumper. Then again, I might leave it off and let the next buyer handle that, in case they don't like the idea. This car will also be sold with a mounted and framed copy of the 4-page October 2011 GRM article, a NASA log book, and a bunch of spares.

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The last formality for this car's "paperwork" was getting current registration completed and the car finally re-titled. I went to the local tax office to get new tags and the state sticker, and by my 2nd trip I had all of the right forms and signatures. Now this car is nominally "street legal". It has zero emissions equipment, so street legality will depend greatly on your local laws. Since the car has turned 25 years old, it's exempt from all emissions checks in the State of Texas, and just has to pass an annual safety inspection - your own laws may vary. We did add LED turn signals, fixed the horn, replaced + rewired the windshield wiper motor/arms/blades, and fixed several other exterior lights to make it pass the safety check. The electric windows still work, which is a plus - the car can be driven in the rain, but I wouldn't recommend doing so on the bald Hoosier A6s which are on the car (we swapped on some 285/30/18 Yokohama AD08s from another BMW we have to pass the safety check).

Test Drive, Interior Clean-up, and "For Sale" Pictures

Amy and I drove the car around Plano last Saturday to test the new spring rates, the cooling capability of the new electric fan, the splitter's streetability, and to find a good spot to shoot some pictures. The ride is phenomenally better on 450#/in front and 550#/in rears with the AST 4100s than it was on $10 shocks and 800/900# springs we used for competition in the $2011 GRM Challenge! The engine temps never went north of 185°F on this hot day, so that fan is working great.

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The guys at our shop also mounted a fire bottle to the roll bar and cleaned up the interior. Lots of vacuuming, detailing, and finish work was knocked out last week and the interior pictures came out great. The dash pad, door panels, and steering wheel are in near perfect shape - surprising given what this little car has been through. The fact that this was always a Texas car and the interior's condition was why I bought this car in the first place. The new "knee pad" panel added under the steering column was a nice addition, covering up the factory wiring and under-dash area, thanks to an eBay find.

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Several little dash opening "block off" panels were made in our shop out of aluminum, painted, and then bolted into place. The auxiliary gauges added before the 2011 GRM Challenge event are also visible here. Nice and tidy in there, but it's still no show car - more of a "clean race car look". The 4-point roll bar that we had powder coated in crinkle-black finish looks pretty darn good, and makes for a nice in-car camera mount and a place to hang the G-Force harnesses.

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There is a pair of I/O port seat back braces bolted to the cross bar as well, for more on-track safety. The left side seat still has a slider and the seat back brace can be re-drilled for each driver's position. The trunk lid is lightened and held in place by three 1/4-turn Dzus fasteners. The hood is similarly lightened and held on by 4 hood pins. So yeah, it is more of a race car that can be street driven.

The ride height is a tad low, so I will have the guys raise it up another 3/4" all around later this week. Makes for stance-y looking pics, but not a very realistic street ride. For track use it is fine though.

That's all I have for now. Next up - gotta write the ad for the online auction. As soon as that is live, I will post up again and let you all know. It should be within the next couple of days, and I will let the auction go for at least a week.

Get ready... I will update this thread soon with a link to the auction!

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