At the beginning of every season there's always a mad rush to try to get an alignment scheduled so this year after speaking with Steve at SJF Performance, we decided we'd do it differently. Bumblestook stays in hibernation all winter so there's no reason why we can't do an alignment before putting her away so she'll be all ready next season and that's exactly what we did.
Pre-winter prep - SJF Performance - 11/21/2015
There was a bit of slippage since the last alignment and magically I regained some of the camber I had lost on the front driver side. This allowed us to dial in some more front camber so the front bites a little better for better balance. She was getting a tad pushy at the end of the season. We suspect my front subframe shifted a little during Nationals back to it's "normal" position so the final alignment we ended up going with was:
Front:
-3.4 Camber
0 toe
5 degrees caster
Rear: -2.5 Camber
0.06 total toe in (1/16")
At the last event, we also start hearing some squealing noises from the front wheels. We thought it could be bad wheel bearings but after getting her on the lift, we noticed no play in the wheel or suspension whatsoever. Then we looked at the next obvious thing, the brakes, and was shocked to see that I've basically gone through the front brake pads almost to the backing plates. That in and of itself isn't particularly shocking since it is a race car so it goes through brakes but considering Bumblestook is trailered, she's basically gone through a set of front pads in about 250-300 competition miles.
Front brakes are done - 11/21/2015
Almost down to the backing plates - 11/21/2015
Since these are Hawk HP+ pads and are fairly aggressive, the rotors have also been chewed up quite a bit so I'll have to replace these before I race next season. So much for being race ready before winter. We also used up all the Ethanol in the tank at the last event so I filled her up with pump 93.
Finally, I compiled a list of things I have to get done early next season:
It's been fun developing Lupa for STR since returning from Nationals but for the last event of the season, it was time to bring out Bumblestook for one last time this year. We still had over half a tank of ethanol in the tank and practice tires that needed to get all used up before winter hibernation so this would be an all-fun, no-stress kind of event.
Hez going flat out - NNJR SCCA Autocross - 10/17/2015
Photo Credit: Perry Aidelbaum/Autox4u.com
The course was fun and fast but with the temps hovering around the high-40s and windy, getting and retaining any heat in the tires would prove to be a challenge. The conditions definitely favored narrower street tires but we wouldn't let that stop us from having maximum fun.
Me enjoying Bumblestook - NNJR SCCA - 10/17/2015
Photo Credit: Perry Aidelbaum/Autox4u.com
We broke away from the usual 3 heat format to go to a 4-heat A/B/A/B format which we haven't run in this club since the Englishtown days. This was nice because it allowed everyone to get some afternoon runs. We did 3 runs in the morning heats and 5 runs in the afternoon. In the morning, with only 3 runs we barely got the tires to feel even remotely warm but it was good to settle back into Bumblestook's pace. It felt great to be back in the seat of, what for me, sets the bar on how S2000s should drive like.
Andrew and Tamra's Factory Five 818 ("The Bug") unfortunately broke down at the beginning of the afternoon heats. Since we found we had enough fuel left to burn and it was the end of the season, I figured we could share the fun and have them hop in Bumblestook to continue the tradition of the year-end "Beehive". They did well in the car with Tamra, the 2015 CSPL National Champion, kicking my butt in only her 2nd run.
The Beehive - NNJR SCCA - 10/17/2015
I think this fired Hez up to turn his speed up to 110% and set Fastest Time of Day (FTD) in only his 2nd run in the afternoon and backing it up by going even faster with each subsequent run. I can't wait to see how Hez will do next year after being able to drive Bumblestook for a full season.
Hez takes FTD - NNJR SCCA - 10/17/2015
Hez takes FTD - NNJR SCCA
10/17/2015
We ended the event with just one bar left of fuel left on the gauge (and oddly didn't fuel starve). The tires had well over 150 runs on them and had been stored sub-zero with no protection over last winter which makes Hez's effort to put her into the top spot even more amazing. STR action is definitely fun and we'll see more of Lupa next year but Bumblestook today put an exclamation mark on why her status as the primary "A Team" race car in the stable isn't going to change anytime soon. No worries there, I know where the priority should be.
I can't even begin to describe how much fun it is to drive Bumblestook. The statement "maximum smiles per second" is probably the best way to put it. She puts up a good fight. Sometimes she's on top, sometimes she isn't but one thing's for sure, you don't get out of the driver seat without a big smile on your face and that's what makes it all worth it. I couldn't think of a more perfect way to close out the 2015 racing season.
The Beehive 2015 - NNJR SCCA - 10/17/2015
Meadowlands, NJ
This post isn't really about Bumblestook but rather her support vehicle, The Egg (Touareg). When I first got the Touareg for towing, I opted to go with the Tekonsha Prodigy RF. It's a wireless brake controller where the brake controller electronics sit in a weather proof box on the trailer itself and you have a wireless controller to set the power. I chose it because it's super convenient and you don't have to mess with the VW electrics but it has a few limitations:
Since the brake controller is on the trailer, I can't actually tow a different trailer if I ever had to since the Touareg effectively doesn't have one installed on it
If you use the hazards, it actually disconnects power to the brake controller as it flashes
It takes up space on the trailer tongue that could instead be used to bring another spare tire! (This is the main reason motivating me to make the switch.)
To address this, I decided to switch to the Tekonsha Prodigy P3 which hardwires into the brake controller wiring already present in the Touareg if you have the factory tow package installed. Why didn't I do this the first time? Well for starters, the Touareg was new and I didn't want to drill anything. I also was weary of the difficulty as many DIY threads on this on clubtouareg.com indicated that the plug would be all the way up in the console and difficult to get to. However, now that the Touareg is a bit older and I have fewer reservations about popping open panels, I figured I'd give it a try.
Important VW wiring to make a wiring harness
To make things easier, rather than splicing the P3 into the factory wiring, it's recommended to instead use some readily available wiring parts from VW to fabricate your own wiring harness. I ordered these from ECS Tuning. You need one 4-pin connector housing (manufacturer part number: 1J0972782, ECS part number: ES311294) and two wires with flat connectors and retaining lugs (manufacturer part number 000979228E, ECS Part number: ES1009146). You cut these two wires in half and you end up with 4 identical length "half-wires" with flat connectors on one end. These four wires go into the four slots in the 4-pin connector housing. I then soldered the other end of these wires to the wiring harness included with the P3 using the following pin diagram and sealed everything with heat shrink tubing. PIN1 - White - Ground PIN2 - Black - 12V PIN3 - Red - Brake lamp signal PIN4 - Blue - Trailer brake output This pin mapping is found in Tekonsha's bulletin on on wiring up their controller for a VW Touaregs and Porsche Cayennes which is available as a PDF online. In that manual it says Pin3 should be connected to a relay but it's been determined by the guys on clubtouareg that for T3 Touaregs (post 2012?), you do not need the relay.
Touareg to P3 wiring harness done - 10/3/2015
The next part I thought would be the hardest...trying to locate and fish out the OEM brake controller connector under the dash. I was expecting the worst and for it to be all the way up in the A-pillar but instead I got a nice surprise, it was dangling right behind the panel where the ODB2 connector sits. As soon as I pulled the panel (held by two Torx20 screws), I looked up and there was the connector hidden in the foam wrap that I then cut to expose to OEM plug.
The foam behind the purple ODB2 connector hides the plug
Cutting open the foam reveals the 4-pin female connector
The next part was super simple. I just plugged in the male connector from the Touareg to P3 wiring harness I made and mount the bracket for the brake controller under the dash just past my left knee angled up so I can the display and operate it easily. I put the panel back and routed the wiring as much as I could behind the dash and then plugged the wiring harness into the back of the P3. I'll probably clean this up with a wire loom later but for now it works quite well.
Tekonsha P3 installed - 10/3/2015
P3 operational - 10/3/2015
Trailer hooked up and operational - 10/3/2015
Big thanks to Steve at SJF Performance for letting me use his shop to work from and letting me borrow some tools to make the install a bit easier.
After all the late season testing of Bumblestook's new drivetrain setup and picking up Hezron
as my codriver, it was time for the big show, the SCCA Solo National
Championships in Lincoln, Nebraska. This was my fourth trip in a row to
Nationalsand Hezron’s first. We loaded
up the car and left early Saturday morning without too much trouble with our
target layover in Indiana, 540 miles away.
Hez and I ready to roll out - 9/5/2015
While
I had the trailer recently serviced to minimize the chances that we would encounter any mechanical issues, Murphy’s law kicked in and we found ourselves with intermittent
“overload” conditions being reported by the Tekonsha RF brake controller
effectively making the trailer brakes useless. I knew the mechanical stuff was sorted so this was definitely an electrical problem somewhere. I was at least happy to find out
that the incredible Egg (Touareg) was still very capable of slowing down the
loaded trailer by itself. In fact, we may not have even noticed the trailer
brake issue if we hadn’t looked at the controller display. We stopped by a
trailer supply store in Ohio and started looking at the wiring. At first glance, the 7-way pollack connector going from the trailer to the brake controller looked to be in bad shape so we replaced that in the parking lot.
Replacing the bad Pollack connector on the trailer - 9/5/2015
This helped but we were still facing intermittent overload conditions albeit this time far less frequently. Since it seemed like we still had good control over the trailer, we decided to forge ahead and just deal with the wiring in Lincoln. 8 miles out from our arriving in Lincoln, we hit a torrential downpour with some mixed hail. We had to slow down quite a bit but eventually still made it on site before sunset so we could unload Bumblestook and get some rest.
Checking in at Lincoln Airfield - 9/6/2015
Unloaded at Lincoln, NE - 9/6/2015
The next day we went to pick up our rental golf kart to get around the site easier. I don't know why I didn't do this in previous years. It was well worth the extra expense. We then cranked up the rear sway bar to full stiff, the only change I make to set up the balance for Bumblestook from asphalt to concrete. This is an easy enough procedure on the Ankeny rear blade sway bar. No need to jack the car up either. We just have to loosen the 14mm bolt, rotate the bar ends and crank it back down again.
Pit vehicle secured - 9/7/2015
Stiffening rear sway bar - 9/7/2015
Then it was off to get tech inspection out of the way before heading over to the practice course to let Hez acclimate to the increased grip. He was definitely not expecting this much of a difference and had to adjust the timing of steering inputs as Bumblestook turns in ridiculously fast on concrete.
Ready to run the practice course - 9/7/2015
We were happy with the balance of the car and put on the competition tires for the next day. Day 1 of competition rolled in and it was show time. We were racing on the ultra fast east course on day 1 which feature some very high speed sections that would test whether or not we had sufficient gearing to wind her up all the way. The AP1 transmission was perfect for this course as we found ourselves hitting the limiter just at the right spots. We ended day 1 with Hez sitting in 3rd spot, just half a second out from 1st and me sitting in 7th spot, 0.7 seconds behind Hez. Hez would be coming into day 2 would a real shot at maybe even taking a win and I had a fair shot at clawing my way back into the trophies.
BSP Grid - Day 1 - Lincoln, NE - 9/8/2015
In between our work assignment and racing on Day 1, I had opted to keep myself distracted by redoing some of the wiring on the trailer. I had a suspicion that the wiring going to the emergency brake disconnect switch was at fault so I cut the wiring and reconnected them and I'm happy to report that the brake controller worked perfectly on our way home without a single instance of overloading.
Rewiring the trailer - 9/8/2015
Day 2 featured a much more convoluted, cone-filled course with lots of awkward turns that never seemed to flow right. The gearing would be to our advantage but both Hez and I struggled to string the corners together smoothly and found ourselves in cone trouble our first 2 runs. Hez backed it off some to get a clean run and unfortunately ended up in 6th, just 0.095 seconds out from the last trophy spot whereas I just couldn't put in a good run and ended up all the way down in 10th.
BSP Grid - Day 2 - Lincoln, NE - 9/9/2015
I believe Bumblestook had the pace but we simply couldn't pilot her to get the results we wanted. The good news is that there's not a single thing I want to change on her for next season but it was clear to both Hez and I that we'd need to undergo some serious driver training next year. I think running in NJ only most of the time limited our exposure to certain course elements. We were used to very nice flowing courses and when faced with the weirdness (to put it nicely) of the west course, our normal driving strategy just wasn't going to work. We'll be back next year better prepared using both Lupa and Bumblestook to improve our driving. In the end though, we both had a great time with a fun filled road trip each way with memories to last a life time and in the end that's really why we do this stuff. The racing is fun and intense but hanging out with 1200 other autocrossers from around the country for a week in beautiful Nebraska is really why we keep coming back for more.
It was fun Nebraska. See you next year - 9/10/2015
SCCA Solo National Championship - 9/8-9/9/2015
Lincoln, Nebraska
After the final once over and re-alignment at SJF Performance last week, it was important that we do one final test before making the long trek to Nationals. This was her first event this year on Ethanol so I wanted to make sure the tune was still good. We also had to scrub in the fresh Hoosier A7s.
NNJR SCCA - 8-23-2015
The first runs were expectedly horrible as we made our attempts to scrub in the fresh tires as quickly as possible. Balance was all over the place but they started to come alive after about 6 runs (3 runs each). We ended up settling on a 4psi difference front to rear and the balance was perfect. The tune was also still very good and we were able to effectively put power to the ground...well almost. The course today favored more softly sprung cars. There were just too many spots where we were trying to go flat out through some very bumpy areas of the lot and after going airborne once we had to dial it down quite a bit effectively killing our times. Hez was still able to put down 5th fastest raw time out of 139 drivers and 10th in PAX. I struggled with cones and ended up 8th in raw and 20th in PAX.
Putting the times in context of the course today I was still very happy. The new alignment is working out beautifully. Bumblestook is on point, changing directions at the mere thought of it and is perfectly balanced through sweepers. I think she's going to be perfect on the concrete flat surface of Lincoln. It's on like donkey kong. For now she's going to just hang tight until we do and we'll be taking out Lupa next week instead to have a bit of fun seat time before the big show.
I get an alignment before every big event but the last "big event" I went to was the NJ ProSolo in May and since then we had changed transmissions which required dropping the front subframe so this was long overdue. SJF Performance blocked off the entire Sunday for me in case we ran into any issues.
Final alignment before Nats - 8/16/2015
SJF Performance
I'm so glad we did check the alignment because apparently it was all over the place. Not enough front camber in the front left, lots of camber front right, toe out right rear, etc.
The pre-alignment numbers were insane - 8/16/2015
The wheelbase is a perfect 94.3" left and right
Looking back it's actually kind of nuts that Hez and I were able to put down the times we have with this kind of wonky alignment. The good news is that fixing this alignment means putting the setting back to "fast" and that's an exciting prospect. After re-adjust, the final alignment was:
Front:
-3.1 degrees camber
4.9 caster
0 total toe
Rear:
-2.5 degrees camber
0.06 degrees total toe in (1/16")
The next step was to switch back to running ethanol to maximize the power we make (just a 10hp/tq increase across the powerband). This involved draining all the fuel out of the tank which is thankfully is as easy as hooking up a 3/8" fuel hose to the return line on the flex fuel sensor and emptying it into a fuel container. In total we drained 7.5 gallons out of the car and put 10 gallons of ethanol in. #InsertCornToPlay
Tapping the fuel return line to drain the 93 octane fuel - 8/16/2015
Hez helping me drain the fuel - 8/16/2015
For even more speed, we mounted up a fresh set of 295/30/18 and 315/30/18 Hoosier A7s on the second set of CCW Classics.
Sticker set of Hoosier A7 - 8/16/2015
Lastly, since the tires on the trailer were looking a bit tired after 2 years and 10K miles, I swapped in a new set of wheels/tires all around.
Getting ready to mount new wheels/tires - 8/16/2015
New wheels and tires mounted on trailer - 8/16/2015
One last thing is that while the car was in the air, SJF noticed some oil leaking around the oil pan. It turned out that the fitting coming from the oil catch can to my oil pan had vibrated loose. A quick re-tightening fixed that issue right away. We also changed diff fluids to make sure everything is nice and fresh for some serious throttle aggression on concrete.
I think we're all mechanically squared away for nationals. Weather permitting we'll be doing a final sanity check and scrubbing in the A7s next weekend and then onto the big show.
It's less than a month to go before the SCCA Solo National Championships in Lincoln, Nebraska. For me, this involves a 3000 mile round trip drive towing Bumblestook to and from this event. The last thing I need is a trailer break down somewhere in middle America so the first order of business is to get my trailer up to par. I bought my trailer new 2 years and over 10,000 miles ago so a good look at the brakes, bearings, suspension and tires is long overdue. I decided to take it to friend and NASA Honda Challenge racer, Spencer, to sort it all out for me since he has plenty of experience with this stuff.
Shackes going bad - 8/8/2015
Many of the bushings were worn pretty badly and the holes in the shackles were no longer circular, they had turned oval causing play in the suspension. The bearings were surprisingly still in good shape but with everything apart and the parts being cheap, it made sense to replace the bearings with new ones anyway and put fresh grease everywhere.
Bushings/Caps starting to crumble - 8/8/2015
In the end, all bearings, races, seals, bushings, shackles and hardware were replaced. The breaks were still in great shape so there was nothing to do there. The tires are also shot so I ordered new wheels and tires and will be putting that on before the trip. Big thanks to Spencer for the quick turnaround. This is one less thing I'll have to worry about on my trip.
Last event Bumblestook was able to set FTD with me behind the wheel and this past weekend, Bumblestook managed to nab top PAX out of 100 drivers with Hez at the wheel. It was a hot 90+ degree day so our tires hit optimal grip at the third and fourth runs. Hez was able to set his fast time on the 3rd run but I spun on my 3rd run tossing it away and finding no more improvement in subsequent runs.
Hez sets top PAX at NNJR SCCA Autox - 8/1/2015
In total we got 12 runs between the two of us and Bumblestook continues to show good pace and reliability. I think we'll do one more event before Nationals to scrub in fresh tires and switch to ethanol and we'll be all set.
Our Fastest Runs - 1st and 5th in PAX out of 100 drivers
NNJR SCCA Autocross - 8/1/2015
After a 5 week hiatus from running Bumblestook, I finally got a chance to run her again yesterday at the Motorsports NorthEast / BMW CCA joint event at the Meadowlands. Since Hez and I are now officially registered for nationals, we needed to get as much seat time as we could. It was a blistering hot day but with 7 runs each on offer, it was well worth it.
Getting ready to run - MSNE Autocross - 7/12/2015 Photo Credit: Rexin Autosport
We clearly got a bit rusty in the downtime with both our first runs seriously off pace including Hez's super spectacular spin right by the start. Once we got our heads straight though our times dropped rapidly. I took the opportunity to have various drivers sit in with me during my runs to share the Bumblestook fun but eventually it was time to run solo and set some serious times. I ended up setting FTD (Fastest Time of Day) out of 102 drivers with Hez in 2nd less than 0.2 seconds behind me. Great event overall. Bumblestook is as fast and composed as ever and we could have extracted even more pace if it wasn't for the air time we got at a few critical spots. We did hit fuel starve towards our last runs, easily remedied by a quick 2 gallon fillup in grid.
Hez getting ready to run - 7/12/2015
Our Fastest Runs - 1st and 2nd top times overall
MSNE Autocross - 7/12/2015
It started off as a miserable rainy day that was not something to look forward to when you get up at 5am to go to an event but we got lucky and the skies finally cleared and the sun came out so by the time our heat started, the lot was bone dry. I did an easy first run to makes everything was working fine and thankfully, the transmission felt smooth, gears engaged as you'd expect and I was able to start pushing it.
NNJR SCCA Autocross - 6/5/2015
Meadowlands, NJ
The taller gearing shifts the torque curve somewhat which I found actually smoothed out the power so I could get on it even sooner. Fortunately, even in some of the relatively tighter digs, I didn't find Bumblestook lacking in power. Where it really shined was in the back section where I soon found myself at the top of 2nd gear hitting the limiter, a very useful bump in top speed which yielded very good raw time results. I was able to consistently set times that comfortably placed her 2nd in RAW time out of 101 drivers.
Top Raw results - 6/5/2015
We got 8 runs today but it ended up being 10 runs for me due to reruns. This is not typical for NNJR SCCA but I'm glad we did since I got to put her through the paces. Since we normally don't get these many runs, I didn't think the tires would heat up enough so I didn't bring my tire sprayer. It was unfortunate since I couldn't find more time out there in my later runs due to tires getting greasy. I was able to try a few launches and she held beautifully. Once we get her on the lift again for the next alignment, we'll be able to recheck the driveshaft bolts to see if there was any shifting that happened. At least from inside the cockpit, everything continues to feel nice and tight. This was most definitely an overdue modification that I'm certain will pay good dividends in Ohio in a few months.
When last season ended, I had two thing on my list of TODOs for this year. The first was to swap back my old exhuast so I'd never have to deal with blowing the sound limit again and we did that before the season started. The second was to swap in an AP1 transmission. I guess technically "swap back" is the correct term since Bumblestook is actually an AP1 chassis with an AP2 drivedrain so I'm just going back one step here. I was getting destroyed all of late last season by not having enough gearing, topping off at around 63mph in 2nd gear whereas others were hitting 70mph. That's a lot of speed to leave on the table on big, fast concrete courses. I was able to source a decent mileage (60K miles) from a parts reseller on Ebay based in Florida and had it shipped directly to Steve at SJF Performance.
Getting ready for surgery SJF Performance - 5/31/2015
AP1 transmission waiting to be installed SJF Performance - 5/31/2015
Since this was Steve's first time swapping a transmission on a S2000, it took us a bit longer than usual but mostly because it had to be done right. Thanks in part to having a transmission next to us to look at and a pretty detailed DIY on S2ki, a few annoying bolts and a slight drop in the front subframe later the AP2 transmission was disconnected and ready to be set aside to be reused for another project soon ;)
AP2 transmission out SJF Performance - 5/31/2015
AP1 and AP2 tranmissions bolt up the engine the same way but AP1 transmissions use slightly narrower bolts than AP2 transmissions on the driveshaft side. The correct thing to do would be to swap out the output flange of the trans to an AP2 flange so that everything bolts up nicely using the beefier AP2 bolts. The silly way to do it, thanks to the SCCA's BSP update/backdate rule, is to keep the AP1 flange and use the smaller AP1 bolts in the larger holes. You'd expect this to be a problem but it's been proven that this isn't an issue if you torque everything down and locktite it so using new AP1 bolts and washers, a generous dab of loctite red, all 6 bolts were torqued down to the AP2 spec of (36ft/lbs). We filled it with 2 quarts of Honda MTF but we'll be flushing that soon with Amsoil once I come back for an alignment in a few weeks.
New AP1 bolts and washers SJF Performance - 5/31/2015
After a small snag in the connection of the clutch fork that was easily corrected, we verified that all 6 gears and reverse worked as it should but I won't be able to put her through her paces until the NNJR SCCA event next weekend. The major upside to the AP1 transmission is the taller gearing so I should easily be able to hit 70+mph in 2nd gear depending on how high I rev the F22C. This finally completes the maximum prep level I can take Bumblestook to the current rules.
The remaining issue that's been plaguing me is the nut behind the wheel. Between being limited to fewer events in the area due to the extra time I need for towing Bumblestook to and from events and not having enough time to drive in general, lack of seat time is starting to erode at the progress I've made the past 2 years as a driver. I've figured out how to address that but that's a side story that will be shared shortly.
Big thanks to Steve (and Pete) for spending a very rainy Sunday working on this little project.
It was finally time for first big event of the year. No major changes to speak of other than slapping on the tires I ran at Nationals last year with only 6 runs on them and adding fuel to avoid the fuel starvation Hez and I ran into the week before. I arrived on site on Friday morning since I had to work the gate that afternoon. Perfect warm sunny day to start the weekend off.
NJ ProSolo - 5/8/2015
NJ ProSolo - 5/8/2015
I decided earlier in the year that I'd invite Dave Roberts from the Kentucky region to come out and codrive Bumblestook with me for this event. He's developing his own BSP S2000 (Blackie) and I thought it would be good for him to get a reference ride in a S2000 that's been in development for 2 years now. He arrived that afternoon and we were able to get our practice starts out of the way. Nothing too surprising here but we wanted to dial in our launch RPM. We both agreed that a hair under 7000rpm would give us the best launch performance while getting enough wheel spin to protect the diff.
NJ ProSolo - 5/9/2015
Driver: Dave Roberts
Since Dave and I were the only two driver in BSP we got bumped into B2 bump class along with DSP, HS, DS and FSP on day 1. The DSP cars would be tough to compete against. Not only are they fast but PAX favored them. Dave and I put down respectable runs on day 1 and ended that day with me in 3rd and Dave in 5th. It was clear looking at our video that we weren't tackling the tight stuff of the course properly and the key to dropping times would be to minimize distance and set up properly to get behind those cones.
B2 Grid - NJ ProSolo - 5/10/2015
Day 2 came rolling in and we had a pretty good strategy to try and keep the fight going. The shocker though was that CAM class was also added to our B2 bump class and we only found out at that day. Steve Farkas of SJF performance had put down some very nice runs on day 1 in his CAM Mustang and ended up slotting into 2nd place in B2 so we all got shifted down. That didn't change our general plan for tackling the course. Unfortunately, I was having trouble executing on the plan and kept overshooting the entry to beginning of the tight section and found no additional time. Dave on the other hand was able find the right line and find time on both the left and right courses. Dave was able snag a trophy spot in 4th and I stumbled down to 7th.
BSP S2000 vs DSP RX8
NJ ProSolo - 5/10/2015
Overall it was still a fun event. Bumblestook handled great, we just couldn't capitalize on her speed. This is going to be her last event on the AP2 tranny. The AP1 tranny arrived and we'll be swapping that in later this month so we can hit 70mph in 2nd gear. Can't wait!
