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Everything posted by MMiskoe

  1. Just put it on the outside, then the panel is convex. Treat it like a big decal panel. We did it on a Meeotter and I don't remember it being such a big deal. Easier than putting tint on the inside if I recall. I know the clear material we used looks better than some of the tint jobs I've done.
  2. NB Miata always seems to have a noisy throwout bearing so it gets replaced when the motor/trans are apart (which in that car is an aggravating frequency). NA Miata hasn't been apart in many hours of racing and hasn't been an issue. The only thing different between the two Miatas is the type of clutch, so I suspect that the NB clutch fingers are just slightly closer to the T-O bearing. There is also wear on the fingers of the NB car. Is this a clutch issue? Flywheel? Fork? Bellhousing? Could be any of those options. For what it's worth, we've never had a failure in either of the two tag karts that share the shop with the two Miatas.
  3. Paulie - I think the answer is that guys who run in Spec XXX but want to give Champ a try are only willing to do so if it is easy. They aren't going to do it if it requires a lot of re-building of the car and they aren't going to bother to run in EC. The advantage to the club is that when they need to do the next build, they might go Champ, not Spec XXX.
  4. Spec Miata would be fine, they in general would not pose much threat to lap times once they are off the Purple Crack (tires). I can't actually think of any performance items that SM allows that Champ doesn't. Safety wise, this could be a reason to reconsider some of the build requirements that Champ has that other clubs don't. - Master cut off switch location - there is no location that is universally good. There will always be a situation that it is in the wrong spot. Give some leeway - Door bars - lots of ways to skin this, but Champ has some fixed requirements that are different than many other series. Not many people are going to carve up their cage so they can go run one race. This could get re-considered. - Glass - not even sure why this is a question. Safety glass makes a mess when it breaks, but so do oil pans. - window net experation date and mounting. Don't even start. I'll publicly state that I think the current plan with window nets in Champ is wrong. Wrong. The biggest problem you'd have is how do you know that a car is actually being raced with the correct Spec XXX components? Hell, even in SCCA enduros SM cars seem to have their restrictors fall out mid race or are magically under weight unless the 300# guy happens to be in the car. The funny part is that and everyone acts surprised when it is discovered!
  5. Oil pickup getting dry due to sloshing and long RH into a long LH? If you have the ability to run as a test, I would run a few laps as a baseline, then simply unplug the fan and run a few more. I'll bet you a beverage that you won't see much change.
  6. Sorry, all joking aside, I don't follow your comparison to umbrellas. But I am curious. Having had a few cars in my family either damaged or wrecked (one a complete write-off) due to a spinner doing an about face perhaps I am sensitive to it. I can't say that any of the incidents I've been involved in were ABS induced, but I don't see how it would have helped.
  7. I would vote to remove it. Two street cars have had it kick on at 20mph and let me go cruising through an intersection that I needed to stop for. Racecar that had the pump disabled but not removed had a brake pedal that was impossibly touchy. That day ended with the car backed into a guardrail. Several cars I have seen go off the track and the comment was that the ABS went came on when there was some wheel hop. Biggest reason is that it makes cars unpredictable during a spin. Novices get taught "in a spin, two feet in". It is the best thing you can do for your fellow drivers and not collect someone as the car slows down and then shoots off in an unpredictable direction as the tires regain grip. The ABS's job is to keep the wheels rolling, so it is pretty hard to keep it from hooking up and making a sudden change of direction as the car does pirouettes. (doing pirouettes is not a bad thing, destroying someones car in the process is a bad thing). This alone would be enough for me to not want it in the car.
  8. Driver change without time is useful if you have a driver who finds they can't finish their stint. Happened to us this past race where driver 1 ate something that didn't agree, puked up his shoes inside his helmet. Would you want to be the guy that has to live with that any longer than necessary? Similarly I've been involved in races where heat overcomes a driver and they just need to get OUT. Penalizing a driver change would be a backhanded way to deal with fuel. I have been a proponent of 1hour 50 minute max stints. It doesn't change what we have now by much, but does make the timing of a fuel stop much more of a strategy call. Currently any race of even number of hours is a collection of 2-hour stints. If max length was 1:50, it would require an extra stop, but that stop could be pretty much at your choice of when.
  9. One thing the book is lacking is language that states "a free part that provides the same modification as a part listed as a specific number of points still counts as the listed points". In other words, your wing made out of duct tape is still a wing even though tape is free. Otherwise you could say that a spherical bearing is just a hardware item. Hardware is free. In my opinion - Offsetting a suspension pick up point is 5 points. Doesn't matter how you arrive at it. But my opinion is not likely to hold as much water as others. And if cost was an issue, well, then I want more displacement, more fuel capacity and stickier tires. Because if I can just have all that for free, then I can spend less money on developing the parts within the rules and spend that extra money on entry fees.
  10. 13 pages in two days. 12-1/2 of those pages devoted to the argument of how cooling affects putting fuel into a fixed volume container. How about everyone just push the keyboard a little further away.
  11. Will the fuel used to check displacement at impound be delivered by a European swallow or an African swallow?
  12. Here's a couple I have not yet seen: - No changes to the BCCR will be published without highlighting the change from the previous copy - Let's get rid of the rewards laps that get assigned to the winner of a two-day race weekend. It is a sour grapes rule, defies pretty much all of what Champ goes for with regard to "let's get cars on track so we can enjoy racing". Besides, day one and day two can be completely different due to weather or other outside influences. - Window nets anyone? Could we get some better language one that please?
  13. I'm just reporting what my experience has been lately. Not commenting on if it was right/wrong, logical, etc. Just reiterating what was said and heard. I did comment at the time that I've been doing this for 25 years and only seen one hand injury and that was an instructor riding in a car with no net and the window all the way down. Another comment of mine was that regardless of what the requirement is, having it change when you're in tech line is NOT the way to do things.
  14. Miskoe’s had a good day. Coming off a trip to VIR that went poorly due to an electrical issue, we made the decision to go to this race only 10 days ahead of time. Drivers were my two sons Isaac and Garrett plus me. My wife Kathy is the team owner and CFO. Carl and Chris were there for the day to crew. We had some scheduling issues to contend with, Isaac had to move into his dorm at RPI on Friday morning. He left the house at 6am to go do that, but managed to get to the track in time to get in the car before the rain came in the afternoon. Garrett needed to take the SAT’s on Saturday, this would keep him from the track until after lunch on Saturday. But with my wife and an extra car on hand, Garrett made it to and from the test site and was ready to get in the car for the 2-4pm stint. Isaac and I split the morning driving. The race was pretty uneventful until the rain came. Isaac was in the car and when everything slowed down, he was having trouble seeing. We brought him in, wiped down the inside of the windshield, gave him a stick with a towel on the end of it. Being FCY, no laps were lost. About 1 lap later he’s on the radio screaming about needing to stop and he’s coming in. I got him to stay out and explain the problem – He had thrown up in his helmet. This took place about 5:50, 10 minutes shy of when we could install his brother to finish the race without exceeding the 2 hour limit. I managed to convince him to stay out one more lap and got ready for a stop. I was not prepared for what I found when I went to get him out of the car. Vomit from his lap to his chin. Oh boy. But armed with a roll of blue-roll I wiped it up a bit and stuffed Garrett in and strapped him down. Gloves would have been nice. I thought I was done cleaning up bodily rejects from him about 17 years ago, I guess being a parent never quite stops. Garrett goes out and within 10 minutes is complaining that the smell was making him sick and he didn’t know if he could do it. I told him that who ever finished the race wasn’t cleaning the car. But this wasn’t enough of a deterrent and he came in next lap and I got in. I have a terrible sense of smell and never noticed. Plus there was no way I was walking away from a win just because it smelled bad. Luckily through all this we had a decent lead over the guys behind us, so once it went green I drove conservatively, no heroics, no risky moves. Brought the car home in P2 overall P1 in A class. A couple of take-aways – The aero work helped, but didn’t make the car as faster as we hoped. Driving over 5-1/2 hours of a 12 hour race will make you tired and sore the next day. Don’t eat a big basket of chicken fingers right before you get in the car. There’s a joke in there somewhere about “going like stink” for the last stint.
  15. This is kind of intriguing. The net that had been in my car for the past 5 years of Chaump and the previous 10+ with other orgs did have a bit of a gap at the vent window. So I added some lexan to help cover it. The quote at VIR tech to describe it was "garbage" and "not what we want". But rather than whip out the rule book and ask them how to interpret what is written there, I got them to let me race but change it for the next event. Fast forward next event and I asked what was driving the issue. Basically, faster cars, bigger/badder crashes, trying to stay out in front of the problem before someone gets hurt. This makes good sense. The other comment was that there is some new language coming. I agree that the current tech request keeps you from seeing well out of the mirror, can't give point by's or pit in signals. My personal opinion is that point by's prevent crashes, so their importance to safety needs to be considered when looking at other rules.
  16. 15+ weekends? Jeebus. We've trashed new Mazda units in less than 12. Hours. Sprint races, I just keep old ones handy. An 8 hour race that is a 10 hour tow from home? They get replaced. Each time. We also disassemble, clean and repack with high-moly grease. However, I've never seen one break at the flange if it didn't have contact with another car. The rears are pretty predicable that way.
  17. Tech is pretty adamant that there are no exceptions to things like that, so I'm not sure I would bother writing the ticket, just change the bar. The spot you circled in the picture, that tower can be cut off which would give you room to add a bar. If the bar that the harnesses is attached to has any bends, Tech likes to see something that captures the harnesses and keeps them from being able to slide around the corner. Shaft collars, roll cage padding with hose clamps etc. What they are asking for makes sense, you don't want the harness sliding to the side and being able to then be loose. You must have some tall drivers.
  18. Well, turns out it is a ground issue, so anyone who said "ground" wins the chicken dinner. There are 4 wires to the ECU that go to ground. With it running and scope on, I back probed them and went to ground with a clip lead. Two of the four had no impact, the other 2 cleaned up the signal so it looked as good as the blue/green image above. I decided that in the interest of time I was not going to seek out where these went, but simply soldered a piggy-back onto each of the four, and ran them to a ground lug near the ECU. Double checked the scope, still looked good, turned out the lights in the shop, went in the house and put in an entry for the Thompson race. The joys of a 27 year old wire harness. So to all of you who responded and thought about it, I thank you. I'd offer to repay the favor, but that means that someone is having a very bad day with their car so I'm not sure I wish that on you.
  19. Both yellow & green graphs should be 5 volts at the top of the wave, zero at the bottom. With the scope we have it is hard to tell the actual scale. I believe that is how the trigger works, I could be wrong and we're looking at 12V, but I doubt it. Yes, the noise between coil signal would appear to be below zero, as if there is current backfeeding into the system. I beleive it is a faulty signal from the ECU. With everything hooked up, we have un-plugged the coil, and also simply cut the wire and watched the display as the motor spins down or runs on 2 cylinders, the wave form changes to being more square (because there is no load on it ) but the noise does not go away. Grounds - I have looked at all grounds, they appear to be intact. Prior to this issue I added a ground from the intake manifold to the chassis. During the testing process I have made sure to keep a clip lead between the body of the ECU and ground. Voltage in the car looks OK. 12.5 with the ignition on, car not running. 14.5 when running, hunts around a little - 14.3 to 14.7. Perhaps a bit higher than I would like, but not out of the range of what it should be (in my opinion). On this note, I did a test with the belt off the alternator. It was no different.
  20. Looking for some help on diagnosis of an ignition issue that cropped up at the VIR 24 hour. 1994 Miata, stock electronics and engine management system. Dash board has been removed and gauges rewired. Car started the race and ran at low RPM for 60+ minutes due to rain and an extended safety car period. Once we went back green it did 2 laps before it overheated and destroyed one of the coils. Change coils, send it out, gets about 20 minutes of run time, same issue. Changed again, same scenario. At that point we were out of ideas and coils so we packed up. When they fail, the coils are too hot to touch and some of them physically cracked near the plug when they come off the car. There is no indication of problem before the car simply goes to two cylinders. We assumed that something was over-driving the coils and they were acting as if they were passing currently 100% of the time which they aren’t really capable of and thus they over heat. We got our hands on an oscilloscope and measured the signal from the ECU to the coil. The attached picture shows the racecar and a streetcar (1999). We also tested a different racecar which looked nearly identical to the streetcar, so we know that the coil signal in the racecar is wrong. So we started swapping parts. ECU. Cam angle sensor. Alternator. Un-plug the fuel pump while it is running. Check the signal at the ECU, not at the coil pack. Unplug all data systems, tachometer, lighting, cool suit. None of these things had any impact on the signal we were reading on the scope. All the grounds have been looked at and appear to be sound. We were fully expecting that the ECU, CAS or alt change would have made an impact. We’re at a loss as to what could be causing this. The car ran fine last summer and last fall. This spring it did a test day where we were on track for 10-15 minutes, then off track for twice that time all day. We don't know it was a problem then because the run time was short, possibly giving the coils time to cool down.
  21. Found - a lot of oil dry residue. Missing - source of ignition woes.
  22. Neat spreadsheet. I'm assuming there is another whole page to deal with wear and tear and/or damage. Or does that fall under the "cost of improvements"? $10/night lodging made me chuckle. Not sure I want to know what that type of room looks like.
  23. Not necessarily. If the newer cars with more potential are limited VPI points wise, they won't be overdogs. I'm not saying this is an easy trick however. Go look at SCCA Improved Touring. On some levels the rules were similar to Champ. IT was the largest group in all of SCCA for a while, but there were changes that came in cars and rules that made it hard to keep new cars coming in while keeping the old cars viable. Now it can be hard to scrape together 10 cars across the 5 classes at a race weekend.
  24. How about changing the maximum stint time to something that is not divisible by the number of hours in the race? Example - in a 12 hour race, 2 hour max stint equals 5 stops, 6 stints. Not much advantage in doing something different. Ignore the 5 minutes in the pit lane for now. However, if the max stint length was 1:55 you now can't do the whole race in 5 stops, you have to add one stop. But you can do them at less prescribed times. If the race goes FCY at 30 minutes in, do you gamble that you can do 1:55 stints for the rest of the race with no issues and pull the car in for one of your 6 stops? Or gamble that there will be a FCY or other issue at some other point.
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