The Racecraft Team is going to race the 25 Hours at Thunderhill again this coming December. We have purchased an E46 M3 that had been used as a track day car and are in the process of getting the car ready.
The 25 Hours of Thunderhill is becoming the premier long distance race on the west coast: https://nasa25hour.com. The race is put on by NASA each December. Because of the time of year the night is VERY long, and the weather unpredictable.
We ran the event in 2014 in a tired E30 Pro3 BMW and managed to finish 2nd in our class. It was a very fun event, and one that we all would like to enjoy again. Here’s the video I did of that event:
Below are the designs for the wrap we will be putting on the car. I will update the preparations going into the car from time to time:
Our 2017 season began with the David Love Memorial Races at Sonoma Raceway on March 31 – April 2, 2017 put on by CSRG. I brought my Koepchen 2002 to run in Group 8, and my Chevron B16 to run in Group 7.
It was a beautiful weekend, mid 70’s and lots of sun. Quite a change from our long, cold winter here in Oregon. With all the rain they have had in CA the hills around the race track were a bright green. A perfect setting for a weekend of racing.
Let’s start with the 2002. I was trying a new set of the Avon ZZS DOT radial tires this weekend. They are a little wider than the Toyos we normally run on this car (215 mm vs. 205 mm). I found I liked them a lot. They were very consistent through a run, and didn’t seem to be as affected by temperature as the Toyos.
I love driving this car at Sonoma. It is a track that suits the 2002 perfectly. As a result the car punches above its weight. By that I mean it can compete well against cars it normally would be easily beaten by. I was able to turn a 1:55.3 on Saturday morning during qualifying! That is a lap average of about 90 mph.
The car runs in Group 8 at CSRG events. This group is made up of sedans and sports cars from the mid 1960’s up to the mid 1970’s. There are GTO Corvettes, Camaro, Porsches (911’s & 914’s), and Datsuns (510’s and Z’s). Quite a mixed bag of cars.
I qualified 10th out of 23 cars and began the race outside of David Martin’s GTU 240Z. I was able to get ahead of him at the start, but on lap 2 he tried to out brake me going into Turn 7 and got behind on his steering and I was able to repass him.
I held off David and 2 other Z cars for the next 6-7 laps until he was able to out brake me again for Turn 7 and get by. Then down in Turn 11 the other 2 Z’s snuck by me. I ended up finishing 10th with a best race lap of 1:56.4.
I also entered my Chevron B16 this weekend. I am still trying to learn to get the most out of this car. It is quite different than my other production based cars. My biggest problem is that I don’t fit very well in the car so I am not comfortable and confident. I really struggle with consistent footwork on the pedals. Jim @ Racecraft will be doing some modifications to the pedals to try and help.
The car runs in Group 7 with CSRG. This group is made up of both closed and open wheeled cars. There are a lot of Formula Atlantic cars, some Can-Am cars, an mid-1980’s F1 car, and a few 2 liter sports racers in the group.
I started 10th and finished 9th in my race, with a best lap of 1:48.7. My goal was to log laps and work on feeling comfortable driving the car. My best guess is that I will be turning 1:45’s once I get more experience with it.
Here’s the video from the weekend. Thanks for watching!
The mid part of our season consisted of races in Seattle and Portland, both events close to home.
The Northwest Historic put on by SOVREN are always a fun event. This year was no exception.
This weekend was especially fun in that I was able to track test my recently refurbished 1800 Ti. Terry Forland from Racecraft did a superb job of creating an homage to proper mid-1960’s touring car. Here’s the short video I made of that test:
I had my trusty Koepchen 2002 at this event. The racing was very tight all weekend. I was in a large group of mixed production cars, sedans, and older sports racers. The grid of the race was mixed up because there was a rain shower for qualifying and some of the faster cars chose to start at the back of the field. Take a look at the video from the event:
The Portland Vintage Festival was the weekend following Seattle. I raced the 1800 Ti and my Chevron at this event.
The Chevron and I were still coming to terms. I was getting a much better feel for the car, but still needed to work on downshifts. I had a fun race with a Lola in the feature:
The race debut for the 1800 went really well. It ran flawlessly all weekend. I learned quite a bit about its idiosyncrasies and had a fun race with Steve Smith in his potent VW:
Our next race was at the Sonoma Historic Motorsports Festival put on by SVRA. Held each spring, it is a great event with lots of great cars, and big crowds of spectators. SVRA does a great job with this event. One of the highlights each year is the R&R party they put on on Saturday night.
At this event I raced the Willis Special and the Luigi CSL. Both cars ran well all weekend, and I was able to finish 7th with the Willis and 6th in the CSL with a best lap of 1:53.4.
I ran pretty much all alone in the Willis. The car slots in between the much faster F1 cars and the much slower cars in the group. One of the great things about this group is the sites and sounds and smells of all the old cars that run in this group.
The Willis is a very difficult car to drive. It is extremely loose in the rear end. This trait is particularly noticeable in the Carousel where the road drops constantly as you make the 180 degree turn.
In the CSL I had a great race long battle with Bill Lyon in his 914/6 Porsche. We have raced together many times and we always have fun, close racing. At some tracks he is quicker, and at some I am quicker.
Sonoma seems to favor my CSL because of the torque the car has. I am able to really pull Bill coming out of the slower corners.
Here’s the video from the weekend. Hope you enjoy it:
Our opening races of the year were down in California- the David Love Memorial at Sonoma, and the HMSA Spring event at Laguna Seca.
These races would be my first chance to drive my newly acquired Chevron B16 so I was excited for the season to begin. I also raced my trusty Koepchen 2002.
My 2002 races in Group 8 which is a mixture of mid and large bore production cars and sedans. Sonoma is ideal suited to the 2002 so they do very well there against the larger engined cars.
I started about mid pack and had a great race with John Murray in his 2002, and Gary Cook in his 240Z. My best lap time for the weekend was 1:59.3. Here’s the link to the video of that race:
This was also my first opportunity to drive the Chevron B16 I purchased over the winter. We had to make some modifications to the car so I could even fit into it. We trimmed the bottom of the dash for my knees, took out the dead pedal, and put some spacers in the drivers side window to give me a little more head room.
My objective for this first race was to just get comfortable in the car. It is significantly different than driving my other cars. It is a purpose built race car with a lot more speed than anything else I own.
This Chevron has a BMW m10 motor in it. It produces about 220 HP and is very tractable. It pulls hard from about 4,000 RPM up to its red line. The brakes are phenomenal, much more effective than any of my other cars. It has amazing amounts of grip, yet is quite neutral and predictable in the corners.
The weekend following Sonoma we went to Laguna Seca for the HMSA Spring Event.
I had another great race with John Murray in our 2002’s. I was able to beat him this weekend by out braking him going into the Cork Screw and holding him off for 6 laps. A lot of fun!
The Chevron and I continued to get to know each other. Unfortunately I broke a half-shaft in the car during the race and had to retire.
We had the privilege of attending this years Amelia Island Concours and bringing along Luigi. He was driven by Hans Stuck in 1976 at the famous Nurburgring in the ETCC race, and since this year’s honored driver was Hans Stuck we got the call.
Friday night after cruising the displays of trophies, auction cars, and vender tables all at the Ritz Carlton, we attended the BMW dinner in honor of Stuck.
Saturday morning we unloaded the car in time to catch the end of the Cars & Coffee before heading off to the BMW Drivers seminar.
The panel of drivers for this seminar consisted of Boris Said, Bill Auberlin, David Hobbs, Brian Redman, Hans Stuck, and John Fitzpatrick. It was a spell-binding 2 hours of funny stories, friendly banter, and great BMW history.
Following the seminar we had too get back to the car and drive him out on the field for the “Cars of Hans Stuck” official photo shoot. The group included the BMW X5 with the 700 HP Le Mans winning V-12 in it that Hans drove around the Nurburgring in under 7 minutes.
We then parked the car in its assigned spot on the concours field and headed back to our motel for the night.
Sunday morning came with a threat of rain. We were told that all events would be wrapped up by 3:00 in hopes of beating the rain. The crowds poured in at 9:00 AM, and by 10:00 it was packed! I was told that over 35,000 people attended this year.
We had entered Luigi to be judged in the “Cars of Hans Stuck” group. Our judges included German driver Jochen Mass, former Porsche racing director Norbert Singer, and Steven Pastiener.
Needless to say we were floored when we were awarded Amelia Award for our class. This is a real tribute to the work of Jim Froula, Terry Forland, and the rest of the skilled guys at Racecraft.
Both Mary and I were thrilled to be a part of this spectacular event. It was a weekend full of wonderful memories.
You may remember that last year at the Rolex Pre-reunion races the #1 main bearing in Luigi let go with catastrophic results. The failure was due to oil starvation, which was caused by the inability of the old Alpina dry-sump pump to keep up with the demands of the engine.
After some careful consultation with Terry Tinney we decided to build an engine based on the European M90 block and a modern oil pump.
The new engine went on the dyno last week, and the results are impressive.
The new engine displaces 3.5 liters and is putting out 360 HP, with between 260 and 290 pound feet of torque between 4,000 and 7,000 RPM.
Here’s a link to Tinney’s Facebook page with a short video of it running: