Summit Point F1600 Series Weekend 2012

 

Video of each session in chronological order:

 

 

Saturday Morning "surprise" warmup session.  We thought it started at 8:00 not 7:30 so there was a mad scramble to get in the car after the session start was announced over the PA system. 

 

At least I got one lap at semi-speed to warm up for the race.  Many thanks to "Doc" Malone and Dad for getting me strapped in - in a big hurry!

 

 

F1600 Series - Summit Point

Race 1

Saturday, August 25, 2012 11:00 a.m.

 

Lots of drama in this race.  I start dead last (aka "DFL") but make a decent charge up through the field on lap 1.  Later on you can see me spin (twice) with snap oversteer due to brake bias adjuster isssues.  See me battle back lapping progressively quicker and quicker late in the race...

See the leaders come together in turn 5 and give up the win to Matias who was safely lurking back in third on the White flag lap...  Lots of good stuff here.

 

 

 

F1600 Series - Summit Point

Race 2

Sunday, August 26, 2012 - 11:00 a.m.

 

Just as we get ready to leave our pits, the rain started, and then suddenly stopped.  Up to the grid and hoping for a quick dryout.  But it was not to be, just before teh 5 minute board went it, the sky darkened and more rain fell.  Essentially ending the hope of the "gamble" on slicks paying off.

 

 

Early race action is absolutely INSANE.  Like driving on a ice rink with someone spraying water in your face the whole time.  I think I spun at least four times during the race.  Thankfully they were all quick ones and I kept it pretty much on the tarmac each time.  This segment ends as I spin in the carousel and kill the engine.  (Thus restarting the SmartyCam system).

 

 

As the track began to dry in the final 3-4 laps, my lap times improved dramatically.  Would have been a good race for intermediates I guess.  If the sun had stayed out for a bit, or that last shower hadn't come up - maybe a different result.  But at least this was entertaining.

 

The new (to me) AIM SmartyCam worked flawlesslyy - even in the pouring rain.  No fuss to use, and it even survived a rock hit in race 1 that required a change out of the outer lens.  I am liking the video quiality so far too.

Summit Point (last night of prep. work)

Latest option for incar video - the trusty SmartyCam from AIM. 

After trying the Contour with great frustration (and little usable video), I am hoping that this tried and true solution does the trick. 
The SmartyCam has the CAN interface that allows it to turn on when the car's master switch is engaged, and start recording when the engine registers RPMs.  The CAN interface also allows the camera to overlay the video with infor like RPM, Lat/Long Gs, Speed, lap time track map etc...Very Cool stuff!

The recording stops 2 minutes after the engine is shut off and the camera turns itself off 15 minutes after main power is cut off. 

So it should be brainless - exactly what I need in a in-car camera

(Thanks to my dad for loaning it to me for evaluation).

Last on the prep list was a valve adjustment.  After almost two seasons, I figured it was worth a look.  Adjusting the valves on the Fit is an easy procedure.  The cam gear is clearly marked "UP" for #1 TDC and each cylinder after that has its' own marking. 

The even better news is that after 8 race outings - it was STILL DEAD ON - NO ADJUSTMENTS REQUIRED.

DO NOT TRY THIS WITH YOUR FORD KENT MOTOR!

The real impetus for doing the valve adjustment was that the good guys at HPD had recently send me a cool new "Honda Racing Red" valve cover.  (Thanks Tom and Julian!)

I am sure that this will be worth a second a lap at least.

(note:  it does not have the oil fill opening/cap)

All reassembled and ready to race...

Done leisurly, the whole process probably took a bit less than an hour.


See you at Summit,
Sean

Summit Point F1600 Series Prep Work

One of the suggested performance improvements for the next race is to significantly soften the suspension.  I have recently learned that both the spring rates and the tire pressures I have been running are significantly greater than the competition.  So out came the spring collection, and I softened the fron and rear rates by approximately 150# each.  Hope it works...

The funny thing is that after changing springs I went to the trouble of unpacking and setting up the alignment platform.  I was particularly concerned that because I had to go from 4" to 5" springs at front, and 5" to 4" at the rear to get the rates I wanted and therefor had to move the spring perches and reset the preload that they would be significantly off the original setup.

Looks like I needant have bothered.  The corners were within a couple of pounds.  But you never know until you check.  This DOES bode well for any last minute at track adjustments though.  I can be confident that I will not completely screw up the setup by changing spring - as long as I am fairly methodical in setting preload.

After a minor adjustment (1/8 turn or so)...  Right on the money...
** Note this is the car weight without nose, engine cover or (most significantly) a driver.

So on goes the body work and in goes the driver (minus helmet)...

1106# more or less ready to race.  Right about where I want to be with a little fuel in the car, and all fluids topped off. 

More on springs...

Turns out most of the spring inventory is 6" in length not 5" as I originally thought. 

Here are all of the 6" springs laid out from softest (bottom left of the pic) to the stiffest in the upper right of the pic

Step #4:  (Mismatched set 900/1300), 900 (Hyperco), 900 (Hyperco, 800, 4x800, 4x900
Step #3: 650, 650, 650, 350#x7" Eibachs
Step #2:  600 (Hyperco), 600 (Hyperco), 600, 600, 600
Step #1:  550, 550, 525, 475, 475, 450

Spring Cleaning

Getting ready for Summit Point, and I spent the day cleaning out some stuff in the trailer and garage.  Last year I switched to 2" springs when I had Eric Langbein build me a set of Penskes for the car.  I also bought a bunch of used parts from a supplier that was going out of the business. 

So I find myself with a HUGE supply of springs that I can not really use.  The bulk of them are 2.25" diameter by 5" length, ranging from 250#-1100# but as you can see I have a lot of others as well.  So if you need something drop me a line at sean.maisey@gmail.com .  These all need to go live somewhere else, so no reasonable offers will be refused.  Asking prices start at $25/set or $100 for 5 sets.  (You pay actual shipping costs).

Final Lime Rock Prep and packup

On to the alignment pad after final assembly...

Who would have thought this was a wasted effort...  I had the whole rear of the car apart and upon reassembly...  Still right on the money.  Still good to have the peace of mind knowing all is right.

Prep all done.  Ready to load up tomorrow night.

Almost done...

Fully reassembled.  Bodywork back in place...

Prep for Lime Rock 2012

No more oil leaks!

New pushrod pivot bolts...  Who would have thought these would be 8mm on a car that is largely Standard...  Thanks to Richard Pare for the advice and McMaster-Carr for the parts...

Prep for Lime Rock - May 2012

 

Valet Back for Lime Rock






http://f1600series.com/news/519-valet-back-for-lime-rock.html

"“The new kids on the block sure have impressive resumes,” added Valet, “so they won't be lacking for speed. If they can keep mistakes to a minimum they should do very well this season. I’m excited for the series to have such a talented group of F1600 drivers again this year. I said it last year and I'll say it again this year. Finishing in the top ten in this series is tough to do and quite an accomplishment.”

Post repair reassembly - April 2012

Chassis split, surfaces cleaned and new clutch disk in place.

Gearbox and bellhousing assembly complete and ready for reinstallation.  Thankfully my buddy Jeff Phillips stopped by at this point to smoke my cigars and help me get it back down on the floor gracefully.

A little jiggling and persuasion with a floor jack and whoosh - it all slid together nicely.  It looks a lot nicer now that I have gotten an opportunity to clean in some of the 'hard to get to' areas.

Engine subframes in place and almost ready for reinstallation of the rear suspension.  But I decided this was a good time to do a thurough eval of the fastners and rod ends.  So the parts order is in progress, and reassembly will have to wait a day or two more. 

Post VIR Repairs

The O-Ring that seals the input shaft sleeve was obviously "well past it" as my Brit friends like to say.  Wish I had thought to replace that last winter during the original conversion build.

Close up of the input shaft sleeve that passes through the oil tank.  No scrapes or marring, so the the o-ring should do it.

Speaking of the new o-ring here it is safely installed in the bellhousing.  Thanks much to Richard Pare at ICP for helping me figure out the size and part number at McMaster Carr.

Disassembly complete.  Cleaning underway...
Reassembly is just the reverse of disassembly, right?

More VIR 2012 Photos

The "T" car.  Fresh from qualifying. 

Sunday morning pre-qualifying.  We packed up the Citation and as many of the tools and supplies as we dared.  Thanfully qualifying went well, and no last minute thrashing was necessary.
 

 

F1600 Series Offical and general all around good guy Mike 'Purple Frog' Eakin takes advantage of the brief lul in activities to rest on my golf cart and pontificate with the R-Sport crew.

More VIR photos

Intrepid Crew Chief and Engineer Bill Maisey broods over the dinged front suspension - post Koykka incident.

The Citation, now reassembled (less clutch disk) sits despondant ready to go back into the trailer.

Tim Dunn and the R-Sport team occupied Garage #9 next door.  they had this neat gantry lift to put the car back up on high stands after each session.  I am sure it alleviated some of the back strain, and it just looked trick.

Bill Maisey working on the Piper the good old fashioned way - on the garage floor.  Once we got past the first practice session, car work was minimal between sessions.  Thanks to Honda for making the engine a 0 maintenance item at most races.
 

VIR 2012 Scrap Book

Young Finnish driver Matias Koykka and the brothers Cape occupied the garage next to us.  Unfortunately before we got the chance to meet face to face across teh tape line dividing our garage spaces, we met wheel to wheel in the uphill Esses damaging a pushrod and ending my session.  That said, Matias was the class of the field Saturday.  Watchin the Cape/Wayne Taylor crew constantly clean and prep Matias' car left me impressed - I think I probably learned a thing or two. 

 

The trusty Citation up on stands and done for the weekend.  After showing much signs of promise at teh beginning of the first test session, the clutch went up in smoke.  Further investigation revealed that teh O-ring sealing the oil tank at the exit point of teh Input Shaft was done for and leaking badly.  Spilling oil out of the input shaft cover tube and onto the spinninng clutch assembly.  Althougth there was plenty of friction material left, there was just no friction.  After driving around a few laps with the engine revving to 6500 at teh exit of each corner, I pulled into the pit lane in a cloud of clutch smoke. 

After some discussion, our team principal (aka "Grumpy") insisted that I stop working on the Citation and just drive his Piper.  I reluctantly agreed, and instantly regretted it after getting tangled with Koykka early in the first session out.  Thankfully, things got much better from here.

See my initial struggles at: http://vimeo.com/41355303

See the race report at: http://billmaisey.com/maiseyracing/odesign.htm

or get a taste vor the action from Mike Scanlans view:

http://www.youtube.com/watch?v=3OWGv...ature=youtu.be