Well done!
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Nice! About to start ours here soon.
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We are really over due for this.
June 4, 2011
After a successful test day we still had a long list of things that needed finished before the race.
To start with Ryan and Tom hit the junkyard in search of some tail lights, and mirrors. Luckily there were three E30s in the yard and between the three of them they had all the parts we needed and a nice, only slightly cracked grille. Now we are styling.
Back in the garage, some general maintenance was being performed. New pads, rotors, and wheel bearings were being installed. The rear bearings put up a good fight, and took a lot longer than we thought they should. Now we know for next time, not that there will be a next time.
Safety first!! This picture shows one accident that has already happened, and one waiting to.
Josh installed and wired the new tail lights.
We also installed our new extended studs from Motorsport Hardware. This should allow us to run spacers and wider wheels in the future.
For more pictures, check out our album for this work day.Comment
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June 6, 2011
We needed to fabricate an exhaust system that would meet the rules and not take away ground clearance. While ground clearance isn’t at a premium right now, it may be in a later iteration of the car. The only “logical routing of the exhaust was across the front of the car, up and over the right front wheel, and out the bottom of the fender in a side pipe. So with lots of bends, and pieces of pipe we made it work.
It’s really a shame to hide it under the car.
Some rerouting of the coolant lines was needed, but relatively easy.
Chuck and Dan approve of the new grille.
And on that note, it’s time for bed.
For more pictures, check out our album for this work day.Comment
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June 11-12, 2011
With the exhaust made we set about refitting the front bodywork. The hood was modified slightly to clear the plenum, and holes were drilled for hood pins. That was the easy work. The passenger fender needed a lot of massaging to clear the exhaust. We decided to go with a box flare of metal mesh to not only clear the pipes, but also allow some heat to escape.
We only did it to the right fender because we like asymmetry, just look at Tom’s head.
We roughed up the paint, and opened the door to let the car out for some test running with the new exhaust.
So fast the camera can’t catch it, or maybe it was just the camera man (Tom)
Street tested, neighborhood approved. Don’t worry there wasn’t anyone to hurt by driving the car. All that is there are a playground and a church.
The exhaust works as promised, and the car was prepped for paint.
The fender really is the crown jewel of this machine.
With the bodywork complete, we set about making the car beautiful. During the first coat we thought for sure that we had ruined it. It looked much uglier than when we started.
But after a few coats it was beginning to look presentable.
While the parts were drying on the line…
We enlisted the help of the future wives of Ryan and Chuck. At least they can’t say they didn’t know what they were getting into.
Britt takes care of some of the lower painting.
And Danielle gives the car some much needed dental work.
Not too shabby.
It’s starting to look like something now.
A little black to separate the two tone, and it’s all pretty.
A couple quarts of Rustoleum and some foam rollers can really do wonders.
Like it was meant to be.
Looking good on the “race rubber.” They look so little.
Complete with the periscope.
Danielle also did some rehab work on the emblems.
This was our inspiration. We think we pulled it off pretty well.
For more pictures, check out our album from this work day.Comment
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June 16, 2011
The night before the race was a sleepless one, as everything came together and was triple checked. Our friend Mike came over to put the graphics on. He probably doesn’t want to be recognized for his work though (Let’s just say his company rhymes with SSC Tint and Braphics). He told us something to the effect of “It’s a Lemons car, the decals aren’t going to be straight, and I’m not going to measure anything.” Fair enough. Still looks pretty darn good. Hopefully not too good...
Jim started cutting the Lexan windshield.
Don’t worry the tip of that finger was already missing.
The windshield was put on the car. The wrapping was left on until we got to WV.
Fluids were topped off, an extra exhaust hanger was installed and theme elements were added.
We then “methodically” packed everything in the garage into Ryan’s truck. Sure we looked like the Clampett’s moving to West Virginia, but we had everything we could think of, and we were going racing!!!
For more pictures, check out our album from this work day.Comment
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June 17, 2011
We left a little later than planned, and caused quite the traffic jam on the way to the track. Who knew a BMW with a rollcage, but without a roof, painted like a submarine, sporting a periscope would attract attention going down the highway, or while getting gas, or while getting breakfast, or….. you get the picture.
When we arrived at the track we found our spot, unloaded all of our possessions, and set up camp.
We then set about getting ready for tech and BS.
Tech went well, and we passed first try.
Armed with a binder full of every receipt we had for any part on the car, or sold from the parts car we also made it through BS inspection with no penalties, only a blemished paint job. It’s truly a badge of honor. Judge Phil told us that they had only seen a V8 E30 one other time, it failed miserably, and surely we would meet the same fate. That’s just the kind of well wishing we were looking for.
We covered the car and tools for the predicted rain, and settled in for the night to get a little shut eye before what was sure to be an eventful race.
For more pictures, check out our album from this race day.Comment
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June 18, 2011 – Race Day 1
We woke the next morning to find that the kill switch was left on all night, and the car now had a dead battery. While we charged the battery with Ryan’s truck we performed checks on the car for what seemed like the millionth time. As the start of the race approached we attempted to start our Lemon, but had no luck. A push start and a few laps around the skidpad where our pits were, seemed to do the trick, and the car would stay running. This wasn’t a good way to start the day.
After an exciting driver’s meeting Ryan suited up to take the wheel for the first stint.
On track for the formation laps everything seemed fine. Everything was still attached, there wasn’t any smoke, and all gauges read normal. This was nice.
The green flag drops and all hell breaks loose, at least it sounded like it was from the cockpit of the BAD J. In any left turn there was a terrible racket that sounded like a tire rubbing. After a few laps Ryan pulled in to have things checked.
He couldn’t believe it when they told him that there was nothing rubbing, so they banged on the right front fender and exhaust with a sledge hammer just for good measure and to appease him.
Back on track again, still same horrible grinding noise in left hand corners. Ryan radioed to tell Chuck to suit up for his stint of troubleshooting behind the wheel.
Chuck took the wheel and immediately heard the same noise. A few short laps later Chuck was in the pits not only for the noise, but the temperature gauge was pegged. As he came to a stop steam billowed out of the car, not a good sign. After some investigation it was found that the radiator cap wasn’t sealing in the neck and all hot water was being sent directly to the overflow, and when that filled up, onto the hot bits of the engine.
Ryan was sent for a radiator cap that would fit a deeper neck, and the rest of the team set about removing anything from the front of the car that would impede air to the radiator. That meant our spiffy grille with the 5.0 emblem went on the parts pile.
After 2 hours of fighting hillbillies and drifter traffic Ryan made it back with a cap that was slightly longer, but still slightly too short. A genius plan was devised and the o-ring from one cap was removed and stuffed into the neck, that proved to be just enough to allow the cap to seal.
With the car ready to return to the track Jim suited up for the first time.
He made it onto the track just in time to lead a parade of caution laps. Many, many caution laps
Finally caution was lifted and Jim completed an uneventful first stint, as did Tom after him. This was the first track or racing experience either of them had ever had.
Ryan then got back in the car and felt right at home as the grinding continued, maybe even worse than before. After a couple laps it began to make the noise in right hand corners as well. Ryan yet again brought the car to the pits. A few laps around the skidpad with various team members hanging off the car, still found no solution.
The car was put on jack stands and Chuck crawled under only to find the transmission mount bolt holes stripped and the bolts no where to be found. The sound was actually the ends of the u joint rubbing the transmission tunnel. We were able to put longer bolts through the stripped holes and use lock nuts to make sure we didn’t experience a similar problem again.
Ryan returned to the track able to fully concentrate on the racing, and found the car to be much better than he thought it would be. He was able to pass (and some times be passed), the handling wasn’t bad for stock springs, and shocks of an unknown vintage.
After a longer stint he returned to allow Chuck a drive in the “new” car.
Chuck took to the track and like Ryan was amazed at how well the car behaved when you weren’t constantly slowing down to make sure something wasn’t going to fall off of it. Chuck’s elation would soon end as coming out of the final turn before pit in his right foot went to the floor and the car idled along. He coasted to a stop shortly before pit in. The shortened accelerator cable no longer possessed its much needed, but poorly crimped, stop.
After a short tow, the team set about fixing the now frayed cable. It wasn’t possible to use a conventional cable stop anymore. After a poor attempt at soldering (who really thought that would work?) the team resolved to fix it by using everything they brought with them. Washers of various sizes, electrical tape, a cable clamp, and probably several other items that we don’t know what their actual use is, were attached to the end of the cable.
That fixed that problem and Chuck suited up to return to the track. The only remaining thing to do was refuel. That is when the team realized that their poorly designed fuel jugs were going to take a very long time to refuel the car. With the right angle the fuel would flow without spilling. Thankfully there wasn’t much time left in the day at this point, so not much more fuel was needed.
Chuck returned to the track, but only a few laps later returned to the pits, radioing that he had no oil pressure.
Obviously this was cause for concern. When the car was brought in the engine was not making and knocking or tapping sounds, but the team looked deeper. They decided to test if the sending unit was working. They removed it and cranked the engine, and oil squirted. All good, get back on the track.
Jim put in a short stint to get the feeling of the new and improved car.
Then Tom got back in the car his turn behind the wheel. He put in steady laps, and dropped his times again.
Chuck took over with about 45 minutes left in the day. It was thought that he deserved some undisrupted time in the car. He put in steady laps, and was getting more comfortable in the car as he picked up his pace (this time ignoring potentially damaging news from non-functional gauges). His fastest lap of the day was the last one. When the flag dropped at the end of day one the team had completed 99 laps. Considering the time lost to the various issues throughout the day, the team was pleased with the result. If the car could hold together for the rest of the race there was no doubt that they could double the laps on day two.
Immediately following the end of the day one, and sucking down some much needed food, Jim and Ryan topped off the tank and went to get gas and a replacement oil pressure sensor. With that replaced, fluids checked, and race day fixes double checked, the car was put to bed for the night, and the team followed shortly after.
For more pictures, check out our album from this race day.Comment
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June 19, 2011
Day two began with another driver’s meeting. The best news was the addition of a number board at the black flag station. The team had come in for two black flags on day one, and neither was directed at them. It had rained overnight, and the track was mostly dry, but there were still a few wet spots. Chuck took the first stint. Despite having to fight through traffic, and not knowing the true condition of the track, he still managed to put in respectably fast times.
He stayed in the car for about an hour and a half, and finally came in to turn it over to Tom.
Again Tom continued to lower his lap times as he became more fun, and then it happened…
Coming up the hill following the carousel the car in traffic was backed up due to a yellow flag, when the car in front of him suddenly came to a stop. Tom stopped as quickly as he could but not fast enough and rear-ended the car in front of him, hitting just the right front corner of the BAD J to the left rear of the car in front of him. Meanwhile the car following him was having similar issues with slowing. That car hit the BAD J in the left rear.
Tom reported the bad news over the radio, and returned to the pits visibly upset. The team looked the car over, and most of the damage appeared to be bodywork. The rear was all bodywork, just paint transfer from the following car, as well as some water and transmission fluid from his radiator. The damage to the front was a little more substantial. The modified fender was smashed, the exhaust had been bent backward a few inches, and was now rubbing several places. Removing the hood showed the radiator had been moved a little during the incident and had contacted the water pump pulley. It didn’t appear to be leaking, but the radiator had taken a beating already, and this wasn’t instilling any more confidence in its ability to last the rest of the race. With a little bit of sledge hammer work to the body, Tom was put back in the car.
He returned to the track to shake the accident demons. He quickly was back up to speed, and making good progress yet again.
He finally relinquished the seat to Jim, who was also making good progress in lowering his lap times. After about 45 minutes in the seat he grabs a shift and feels a pop in his shoulder. Immediately he radios to the team, and returns to the pits.
Ryan rushes to suit up as Chuck and Tom fuel the car. Ryan returns to the seat looking to improve their position. He puts in some lap times, and picks his way through traffic. The remaining hour of the race was spent in a back and forth battle with a Spaghetti-Ohs themed Mercedes. Each driver would complete the pass, and spend a few laps being stalked by the other, before being passed again. As the laps ticked away the heat continued to wear away at the drivers’ endurance. Add in a few drops on the windshield to stress the concentration even further.
Luckily good news arrives over the radio that there are only 15 minutes left. Ryan presses a little harder to make sure he remains in front of the Merc. Traffic is still very thick, as both drivers pick their way through. Finally the checkered flag drops, and Ryan yells into the radio. What seemed close to impossible 9 months prior, and even the day before, was done. They finished their first race. Sure there were problems along the way and the car was a little beat up, but they were relatively small, and most would have been found with a little bit more testing time.
Ryan returned to the pits, and before he could climb out of the car, the Spaghetti-Ohs Merc pulls up next to him. He was expecting undeserved criticism, but instead got praise from the other driver, as he exclaimed how much fun he was having, and that he was trying to “sink your ass.” Guess he was having nearly as much fun as Ryan was. Ryan climbed out of the car. He was drenched in sweat, dead tired, and had a charlie horse in his left leg, but there was no way to wipe the smile off his face. After everyone congratulated each other, the pits were packed up, and the car was put on the trailer.
The first race as a team was in the books, and even with the ups and downs of the build, prepping the car, and the race itself, it would be hard to rule it as anything but a success. They didn’t quite double their laps from Day 1 and finished with 188 laps. 89 laps wasn’t too bad for a 4 hour day.
While the team ended up in 75th place of 102 starters, that didn’t matter. It was said that a finish would be considered a win for the first year, and that is exactly what they did. Let the planning for next year begin.
For more pictures, check out our album from this race day.Comment
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June 26, 2011
The weekend after the Lemons race Ryan took the BAD J out for some autocross fun.
Let’s just say it’s good the race wasn’t two minutes longer. On the third corner of the autocross and the second time the brakes were used, the right rear flexible brake line burst. The pedal went to the floor and Ryan went very very wide. Luckily there was nothing there to hit, he even missed the cones. He limped the car back to the paddock, and on to the trailer. Add that to the list of things to fix before the next race.Comment
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And that brings us to now.
We are accepted to do the Real Hoopties of New Jersey race at New Jersey Motorsports Park April 14-15!
The list of things to do is much shorter than it was last year, but we still have things to improve on or fix from the last race.
Also we have a new website, same address, Looks Good On Paper Racing | What happens when grown men are not supervised.Comment
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r3v is way better than TV. thanks ;)Comment
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We still have $111 to spend before the next race (2 weeks). Any suggestions?Comment
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Springs, shocks and bushings! Most bushings can be replaced with out being obvious to even trained eyes (hint hint) and shocks can be painted to look like anything you want. Stiff springs are stiff though :/Comment
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Have some you want to sell for $111? We aren't cheating.Originally posted by CorvallisBMW View PostComment
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