After a bad test day on friday, car would not stay on the track or stop . After some sus adjustments and brake bias, brake cooling
and shock adjustments the car found " gription" [A new pit term I heard]. Qualified third on sunday,finished second. Qualified second on monday and glad to say 'won'. After 8 months in prep I got to tell ya it does the heart good! The best thing is that I'm still running the old ita engine, I have a possible 50 more HP to go ! MB DOC had a good run also he finished fifth in a large field of the most competitive cars and class of the weekend, its.

pictures of MB Doc and C&B Racing will be posted next week

See you at the races
Bill T.

Great news after all the work that went into that W201. Just curious, what was the issue with the brakes and how was it remedied?

EXCELLENT !!! Great Job on the Win Bill.
I'm very interesed in the engine specs , and suspension tricks to find the right gription, what where the lap times of 1,2,3,4,5


Bill #1


Dave
86 190e 16v
69 Iroc rep 911

Congrats!

On engine specs, it's .25 mm over. balanced, running off the EHA [ no ECU]. Factory specs, with a factory solid rocker cam, 9.5:1 comp. It's a 2 yr old ITA motor. The E Prod motor will have [hopefully] 50 more HP. SCCA allows 10.5:1 comp, .450 lift at valve any duration, and second over size.

The rear sus is all solid link with rod ends, solid mount sub frame, no sway bar [750 lbs springs] and double adjustable Konis.

The front has polyurethane bushings, 500e sway bar with adjustable links, double adjustable Konis, and 900lbs springs.

Lap times were generally slow due to the heat, [1:47's]
I could stay on the leader, he went wide enough at turn one for me to get by, with only 3 laps remaining there was no way I was going to let him catch me.

See you at the races
Bill T.

I am curious as to why you want to generate all the roll stiffness in the rear with spring rate and no roll bar. I would think that a roll bar in back would also help you balance the car and allow you to reduce the spring rate over the rear wheels some.

Does the 900 lb/in spring in front cause any problems with bump compliance?

Also what kind of top speed are you hitting on the back straight.

Do you run a Digressive shock valving?

Thanks for your time.

Jeff

I did not have any extra springs with me so by disconnecting the sway bar loosened up the rear sus. The 900 lbs springs are also a little stiff for the weight , but the shocks were custom built by Truechoice with valving to handle the frequency of a 900 lb spring. The sus on this car came off a 190 ita car that weighed 480 lbs more. I finished the car a week before the race and barely had enough time to align it before it went on the trailer.
The next race is at Sebring in NOV so I'll have time to get corner weights unsprung weights etc. to determine the freq [rate]
springs for this car.

The top speeds were aprox 130 ,but the density alt was about 3000 ft no 02 no HP.

C&B Racing,

Thanks for the response. It sounds like you have some more changes to try which may result in an even faster car. Good Luck, I know how much work that is.

I have a C43 with adjustable ht. spring perches and 2.5"diameter springs, Penske shocks and adjustable roll bars I fab'd myself.

I am running 750lb/in springs in front and 550lb/in in the rear. Both springs are 8" long.

Lots of work but fun when it all starts working together.

Jeff

I have a few pics, I hope C&B racing doesn't mind if I post a few.

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One more!

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C&B Racing,

Did you have to ream out the toe arm link, where it fits into the suspension upright? I believe that mine is a tapered tie rod end on one side and a plain bolt and nut on the other. I would really like to put a soild link in this location with rod ends like I have done on the camber link.

Thanks for any info,

Jeff

I had to drill out all the holes. I used SAE grade 10 hardware. I also reinforced the mounts on the subframe.

See you at the races
Bill T.