Eurotrash Motorsports

As some of you know, the weekend that Jeff and I spent in Calabogie a few weeks back was incredible and a great way to start the season.  Unfortunately for me, I destroyed my tires sooner than I had thought, but on the other hand, it allowed me to go out a purchase some new rubber and new rims that will be arriving hopefully by the end of next week.  Lets just say for now that they are going to be bigger than what I’m using now, so some modifications to the car will be required.

First off, the wider rubber is going to require the use of spacers in the front to clear the shocks.  Next, to get the rears to fit, fender rolling as well as more-than-stock camber will be necessary.  So my checkbook came out once more and I purchased some adjustable rear control arms from Bimmerworld and some used spacers for the front (I got a set of 10mm and 15mm and will return the ones I don’t need).  Because of the spacers, I also had to get something longer to bolt my wheels to the hub, and I opted to buy some extended studs and nuts and converted the BMW to this system instead of the original bolt system.

Now if I add too much camber in the rear without changing the front, then my car will lose its neutrality and will have a tendency to understeer.  Because I had just spent a lot of money, I didn’t want to spend more on camber plates just yet, so I opted for shimming the front hubs where they bolt to the shock.  I did a bit of reserach and it seems that you can add up to about 5mm of shims to the two bottom bolts safely, and that will add about -2 degrees of camber to the front wheels.  This would give me about -3 degrees total!  The only issue is that the top of the wheel is now even closer to hitting the shock so a larger spacer may be required.  Unfortunately I won’t be able to tell which size spacer will be required until the new rims come in, but for now, the stock wheels fit with no spacers.

Installing the studs was pretty easy – an allen key and some locktite and they were all set to go!  Next – rolling the fenders!  With the help of one of Jeff’s friends from the Ottawa Mazda Club, we rented a fender roller.  Using a heat gun to make the paint more maleable, we were able to roll the rear fenders fairly easily.  When we tried to do the fronts though, we saw right away that there was not as much support on those and it couldn’t be done with that tool.  So we switched to a more caveman approach and used a hammer and pliers.  A few minutes later and voila!  All the fenders were rolled.

After that, we tackled the rear control arms.  In theory, there was two bolts holding them on and all we need to do is take them out and replace the arms.  In practice – wrong!  The bolt that holds the arm into the subframe is blocked by the differential, so it wouldn’t come out all the way.  To remove the diff, we would first have to:

-remove the muffler

-remove the swaybar

-disconnect the axles from the diff (12 torx bolts!)

-disconnect the driveshaft

We really didn’t feel like doing all that.  After looking at it a bit more, we realized that if we were just able to move the diff back a bit, we should be able to get the bolts out.  With the help of Jeff’s friends, we disconnected the driveshaft and took off the swaybar and then unbolted the diff.  They moved it back and held it up while Jeff and I quickly removed the two bolts and installed the new arms before putting them back in.  All in all, it wasn’t too bad.  Once the diff was back in and torqued down, the driveshaft was reconnected and the swaybar was put back on.  Everything was torqued down, and the day was over!

It was a productive and fun day!  Now all that’s left is to get the rims, have them mounted and balanced and then get the car realigned.  More pictures are in the build journal, and keep your eyes open early next week for an update on the wheels & tires.

Shawn

Finally complete (almost).  There’s one day left before race day and only a few little things left to do.  The past two weeks have been crazy busy, but it’s been worth it.

Tuesday April 20:

Tuesday was reassembly day.  I got my bushings in from Bimmerworld so I was able to start working on reassembling the rear subframe.  Removing the old bushings from the subframe ended up being pretty time consuming since they’re very thick.  It took breaking a few drill bits before they were all smashed out!  Once the new ones were in, the subframe went back in the car!  With some extra hands from my brother and dad, the rest of the rear end was also reassembled that night (suspension, differential, axles).  It was a late night, but it was done!

Wednesday April 21:

The next night, I finished working under the car – I attached the driveshaft to the diff, the new rear swaybar from UUC (not the endlinks yet) and then reinstalled the exhaust and muffler.  After that, I removed the front suspension to install the bump stops on the struts, since Jeff and I had forgotten to do it last year.  Next, the wheels!  For the first time in over a month, the car went back on the ground.  With that, I decided to end the night on a hig note.

Thursday April 22:

Tonight was gauge night.  I had purchased a used oil distribution block (Edge Motorworks) from a fellow racer from 8-Legs Racing which would provide me with the ports for the oil senders.  After visiting a few local hydraulics stores, I had all the hardware I needed to plumb my gauges.  The first step was to remove the intake manifold (again!).  With that out of the way, I could access the block off plate that I had installed on the back of the block.  I removed it and proceeded to tap a 1/8in NPT hole into it to install my coolant temperature sender.  After that, I set up the ODB.  Because the pressure sender is large, the vibrations from the engine can cause it to break.  The solution to that is a 3ft braided stainless steel hose that allows the sender to be remotely mounted near the strut tower away from the vibrations.  I installed the ODB using a banjo bolt in the OEM oil pressure sender port.  Once all the hardware was in, it was time for the electrical.  Using leftover wire from the SPAL fan, I wired everything up and ran all the signal wire through the firewall into the cockpit.  After that – the dash panel.  I had originally started making a wood/fiberglass panel but quickly gave up on that.  Since I had to buy some metal for the firewall block off plate anyway, I bought a little extra to make the dash panel.  I used an 80gauge piece of aluminum and cut and bent it into shape.  Using a hole saw, the holes for the gauges were cut.  Since I was on a roll, I decided to finish my night by installing the firewall block off plate as well.

Friday, Saturday, and Sunday were spent visiting family out of town, so my work resumed on Monday April 26:

Monday I finished wiring all the gauges in the panel.  Then, using silicone, I then sealed up the firewall plate to prevent any water from getting in.  Once that was done, the dash went back in!  Following this, I refilled the oil with AMSOIL 20W50, and the cooling system with distilled water.  It was finally time to try starting the car.  After a few long cranks to build fuel pressure, it started!  That night was one of the best feelings ever!  All the work I had been doing, and the car still worked :).  Nothing was leaking, and my gauges worked (except my oil temp gauge which didn’t move – it may be just because the oil didn’t get hot enough though).  That was a good thing because my alignment was scheduled for the next day!  The only issue was that my electric fan didn’t seem to be working.  I jumped the terminals and it started right up, so I determined that it was the OEM switch that didn’t work anymore.

Tuesday April 27:

Tuesday, the car went to Canadian Tire on Carling for its performance alignment.  As always, the service is excellent there, and I was more than satisfied.  Once the car got back home, I did a bit more electrica work – It’s not shown in the pictures, but I mounted an external switch for the gauges since the power source I had tapped into was always live.  I also installed a manual switch to bypass the temperature controlled switch for the electric fan.  This is a temporary/backup fix, since the new temp switch will be installed on thursday.  I then installed the front swaybar and got it ready for the new endlinks that were coming in on wednesday.

Wednesday April 28:

Today, after a trip to Ogdensburg, NY, I installed the front and rear endlinks and reinstalled the strut tower brace.  The rear endlinks were part of the swaybar kit from UUC and were adjustable.  To match those, I purchased 3/8in male and female rod-end bearings from Pegasus Auto Racing to make my own adjustable front endlinks.  Unfortunately I made a mistake in my order and bought left-hand threaded rod-ends, so I didn’t have any jam-nuts to lock them.  A trip to the hardware store tomorrow should solve that.  Finally – the car was roadworthy.  At this point it was starting to get dark, so I just had the chance to wet my feet a bit.  Tomorrow night will be the big night for adjusting the rear brake bias, and installing the new fan switch.

After over a month of hard work, long nights & weekends, and a (thankfully) very patient girlfriend, the spring overhaul is complete.  And not a minute too soon – the 3-day lapping event at Calabogie this weekend will be the perfect opportunity to get a feel for the “new” car.

As always, the gallery has all the pictures.

Stay tuned next week for results on how the car held up (hopefully it’s still in one piece)!

Shawn

Well you saw part 1 – here’s part 2!  Part 3 will be coming sometime next week and will be the last build update before the race season starts.

Wednesday April 14:

Wednesday night I tackled the cooling system.  My goal was to bypass the heater core so that it could be removed.  First I had to take the intake manifold off the car.  This involved disconnecting the fuel rail, the MAF, throttle body, and various electrical plugs and vacuum hoses.  Once the manifold was out, I could access the coolant lines that ran into the firewall.  I then disconnected all the lines and removed the heater core valve.  i was then left with two hoses – one leading from the back of the engine to the valve, and the other leading from back of the thermostat to the valve.  You would think to just connect the two and be done with it, but it that configuration, it would allow hot coolant to recirculate through the engine without first going through the rad.  That’s why bimmerworld makes an aluminium block off plate with a gasket to plug the hole on the engine.  The other hose was terminated using a steel plug and cap from Home Depot – I was hoping to find a brass plug, but they didn’t have one so I had to be a bit more creative.  Seemed to have worked!  Once the coolant lines were all set, I reinstalled the intake and went inside the car to attempt to remove the heater core.  After removing the cluster and dash, several bolts and lots of broken plastic later, the core was out!  All that is left to complete the project is to install some sheetmetal to plug the hole in the firewall and a bit of silicone to keep the water out!  Another successful night, and one step closer to being ready for the spring!

April 17-18 weekend:

Saturday I wasn’t able to work until the evening because I was writting my Professional Engineering exam.  Once that was over, it was time to get my hands dirty!  I started wiring up the electric fan.  Following the instructions and a DIY on bimmerforums, I completed the wiring (successfully I hope).  I haven’t tested it yet as the cooling system is still empty, but hopefully it will work.  I also started working on a dash panel to close up the hole where my radio and vents were.  I also heard some bad news from UUC this weekend – their subframe bushings were backordered so I cancelled my order and purchased the Powerflex race bushings from Bimmerworld.  I also purchased some Autometer gauges from Summit Racing: oil temperature and pressure, and coolant temperature.

I started off my day on sunday with some welding.  I had received my swaybar reinforcement tabs so I proceeded to weld them onto the subframe and repaint.  Once that was complete, I worked on reinstalling my cooling system.  I strapped the electric fan to the radiator, and dropped it back in the car.  I also had my new gasket for the thermostat cover so I put my 80degC thermostat in as well.  One more check off the list.  I then installed some creative ducting:  using an old crazycarpet, I fabricated a duct from the front bumper into the rad to hopefully improve my cooling efficiency :).

I also did a bit of work on the fuel pump wiring.  When I was drainnig the gas, I noticed that one of the pins in the pump had gotten loose and wasn’t creating a circuit when the connector was plugged in.  So I removed the pump and soldered a longer wire which was then hard-wired to the wiring harness.  Problem solved!  Next, I reinstalled the driveshaft and the midpipe.  With everything torqued down, I was almost complete.  I did a bit more bondo work on the panel, and a bit more welding.  When I had removed my muffler last time, one of the clamps that held the muffler assembly to the midpipe had snapped.  With my new-found welding skills, that was fixed quickly!

I’m finally at the stage of reassembly!  It’s been a busy month, and the next two weeks will be even more so.  I should be getting my gauges and bushings tomorrow, so by the end of the week, the car should be back on its wheels and startable.  Next week will be for road testing and alignment.  Part 3 will be up as soon as that’s all done.

List of things to complete:

-replace rear subframe bushings

-subframe and differential install

-rear suspension install

-swaybar kit install

-rear muffler install

-firewall blocking plate install (where heatercore was)

-electric gauge install

-brake fluid fill & bleed

-coolant fill & bleed

-oil change

-alignment

-sleep

-race

Like I said – it should be a busy two weeks!  Check out the build journal gallery for more pics.

Shawn

Spring is here, and it’s crunch time.  With a three-day Calabogie lapping weekend coming up at the end of the month, it’s time to get cracking!  Originally I was going to make this one giant post, but with the time it’s taking I decided to split it up.

Day 1 – Friday April 2:

Last friday i finished up the front brake lines & clutch line, and today i tackled to rear of the car.  To get to the rear lines, I have to drop the fuel tank.  Since I am going to reinforce the rear subframe and replace all the bushings (subframe, differential, rear trailing arms), basically the entire rear end of the car needs to come out.

The first step was to disconnect the existing brake lines (including the parking brake cables) and all the wiring (wheel speed sensor on the diff, & abs sensors).  Second was to remove the rear sway bar.  It is then suggested that rear end be completely dismantled in the car (axles & differential removed), but I decided to remove everything as one complete assembly.  This was done simply enough on the lift by loosening the four subframe bolts & the trailing arm bolts while it was supported on jacks & stands and then simply raising the lift to pull the car off it.  Success!! (it was a bit more complicated than that, but that’s pretty much how I did it – with the help of my brother & girlfriend as spotters).

Once the rear was out of the car, I removed the trailing arm bushings.  This required drilling out as much rubber as possible until I could rip the inner collar out.  After that , a screwdriver and a hammer were used to bash the rest of it out.

Day 2 – Saturday April 3:

Saturday, I tackled the removal of the fuel tank.  As I had stored the car with a full tank of gas over the winter (to help prevent moisture accumulation), I first had to drain it.  My planned methodology was to disconnect the line at the fuel filter and bypass the fuel pump relay.  Unfortunately, I tried it and it didn’t work.  After about an hour of trying to figure out why, I noticed that a pin on the fuel pump was loose so when i plugged the connector back in, no contact was made.  After figuring out this problem, the tank was drained.  With the help of my brother, I was able to disconnect all the hoses and remove the fuel tank.  With a bit of time left, I drilled out a  trailing arm bolt that I had snapped off in the frame.  I was a bity worried that it would hard, but everything went really well and I didn’t damage any of the threads.

Day 3 – Monday April 5:

With an empty rear-end, I started plumbing the rear brake lines.  I had to grind off the old fittings from the rubber hoses as they stripped easily – even while using a flare wrench.  Once the new lines were in, I started to weld.  Having never welded before, I practiced on some scrap metal first, and then i went to work on the car.  I first ground off all the paint and rubber undercoating near the subframe mounting points and rear trailing arm pockets.  I had purchased reinforcement plates from Bimmerworld.com, and got them all welded in without too many issues (and only a few fires ;) ).

Day 4 – Wednesday April 7:

Wednesday night, I reinstalled the gas tank.  Since all my welding was done, I could put it back in.  With the help of my brother again, we were able to reconnect all the hoses and install it fairly well.  I also removed the diff from the subframe.  After that, I sanded all my welds and painted the reinforcements flat black.

Day 5 – Saturday April 10:

Yesterday, Jeff came over to work on his brakes on his Protégé.  With his help, I disassembled the rest of the subframe.  With everything apart, I drilled out the old differential bushings.  Next, i completed  all my brake lines.  I got my proportioning valve to adjust the rear brake bias, and I installed it in the front to rear brake line.  I drilled two holes in the floor of the car and mounted the valve on the transmission tunnel in the driver cockpit so that I can make on-the-fly adjustments if necessary.  NO MORE BENDING & FLARING!  All the lines are complete :)  After that, a installed my new fuel filter and closed off the fuel system and I put the driveshaft back in.  Things are finally starting to come back together!  Plus, I got my swaybars in, so as soon as the car is back on the ground, they can go in too.

Day 6 – Sunday April 11:

Today, I sanded and painted the subframe, and then pressed in my solid differential bushings.  After that, I started working on the cooling system. – I had purchased a 16″ SPAL electric fan & relay kit as well as a 80 degree Celcius thermostat from Bimmerworld.  All I had time to do was to drain the coolant from the engine block, remove the thermostat housing, thermostat, and radiator from the car and mount the fan to the rad.  Hopefull I will have time this week to complete the electrical setup for the cooling system so I can refill that as well.

Thats it for now! As you can see, it’s been a busy 2 weeks.  As always, there’s more pictures in the gallery.

Shawn

Last night I started replumbing my front brake lines.  I had purchased a braided stainless steel flex line kit from UUC, and I decided to redo all my hard lines as well since there is significant corrosion in the rear.

The first step was the drain as much of the fluid as possible.  Once it was [mostly] drained, I disconnected the front OEM rubber lines from the hard lines & the caliper.  After those were removed, I attempted to remove the hard lines.  As my ABS wasn’t working, I removed the pump and used a T-connector to split the line coming from the master cylinder into two for each side at the front.  For the rear brakes, a T is also used.  Because of the pump being removed, a proportioning will need to be installed to regulate the pressure going to the rear brakes, otherwise they will lock up way too early.

After practicing bending and flaring, I stared working on the driver side front line.  A little while later, success!  It worked!  My line wasn’t kinked, and the flares seemed solid, and best of all, it fit!  By that point, it was late and I called it a night.  Tonight, I’ll tackle the passenger side line, and then once the valve comes in, the rears.  Check out the gallery for more pics!

Shawn

The site has been quiet the past few weeks!

Well get ready because as spring comes around, there’s going to be lots of action from all of us trying to get our cars ready for the summer.  Jeff and Chris’ first lapping event will be in a couple of weeks at Shannonville, and because of car prep delays, my first event will be on April 30th at Calabogie.  Jeff also has an announcement to make for this season, but I’ll let him do the honours.

Over the past few weeks I’ve been ordering several parts for the BMW including: front control arm bushings, stainless steel brake & clutch lines, full swaybar kit, rear trailing arm bushings, electric fan, and a performance thermostat.  My goals for the spring were to overhaul my cooling system (install the fan & thermostat plus removing the heater core) and the brake system (changing all hard & soft lines, and removing non-functional ABS system).  Because of shipping issues, I have been a bit delayed in my build so I won’t be able to make the event on April11th.  With the extra time, I’m also considering removing the rear subframe to add reinforcements (known failure points on these BMWs) and replacing the subframe and differential bushings.

I did receive the FCABs and I was able to install them this weekend.  The OEM bushings are rubber and press-fit into a lollipop bracket, with a collar that is pressed onto the control arm.  The UUC bushings that I purchased were pre-pressed into a new bracket and are a true rotational bearing with a high-durometer bushing for a more solid feel.  To intall them I unbolted the brackets from the frame, and then pulled them off the control arm using a three-jaw puller.  I had to use it in tweice for each side – the first pull to rip the rubber out of the bracket, and the second to pull the collar off the control arm.  The UUC bushing fit nicely and slid right on.  The brackets were a bit tougher to line up as the suspension had shifted, however with some help from my brother and a prybar, they were installed in no time!  As always, I took a few pictures and added them to the build journal.

This week I’ll be starting the brake system.  I should be getting my hard lines tomorrow, and the overhaul will begin!
Shawn

During the past two weekends there was more work done on the BMW.  I did a bit of maintenance, and a bit of performance mods:  First was the installation of the BMW x-brace (front subframe brace) followed by new plugs, a gasket, and a new midpipe.

The x-brace is designed to connect the front subframe to the frame of the car in order to improve steering response and handling.  It’s a BMW part that comes stock on all convertible 3-series BMWs as well as the M3.  I had tried to install the x-brace during the transmission swap, however two of the “nutserts” (female inserts that must be pressed into the subframe to bolt the x-brace to) were not installed properly and let go during that attempt.  So I picked up a few more, and pressed them back in.  One of the reasons they let go is when I was bolting the x-brace on, I had started cross-threading them.  This was because on of the holes did not line up perfectly.  A bit of drilling correct that issue, and the installation was complete.

I had purchased new spark plugs and a new valve cover gasket this week.  One of the advantages of the BMW is that it has COPs (coil on plug) so I don’t need to worry about replacing spark plug wires since the coils are directly above the spark plug boot.  Pulling the plugs was a simple job.  I was a bit worried about stripping them inside the head (since I have never replaced them since I bought the car – 50,000km), but they came out nice and easy and the new ones went in equally as easy.

Next was the valve cover gasket.  One of the tell-tale signs of a leaking valve cover gasket is if there is oil in the spark plug holes.  Since pulling the plugs brings you about half-way to replacing the gasket, I decided to purchase one just in case.  Also, I had noticed that there was some oil residue around the cover in certain areas, so I figured it would be a good idea to replace it.  Two or three yeras ago, I would have been scared to try opening up the engine, but with the experience I got during the FSAE project in university, I feel much more confident tackling these types of jobs.  Sure enough, the cover came off with ease.  All that is really involved (once the coils and the wiring harness is removed) is to take off all the bolts, and lightly tap the cover to break the seal.  Once the cover was off, I cleaned the mating surface and installed the new gaskets.  BMW recommends putting some gasket maker in certain leak-prone areas (around the front joints and the rear of the cover), so that was done as well before reinstalling the cover.  All done!

After the engine work was complete, I worked on installing my new midpipe.  In the last work session, I had cut up my old midpipe in order to remove the catalytic converters and resonators to run a straight pipe into the rear muffler.  Before I had a chance to complete that, one of my fellow MCO members, Arek, from 8-Legs Racing, informed me that he already had one built.  I quickly went over and picked it up.  Unfortunately, the flanges to bolt it onto the headers had been cut off, so I had to do some clamping and welding work to install it.  I haven’t reinstalled the rear muffler yet since the hardware was completely rusted and I’m waiting for new hangers to come in.

That was pretty much it for this weekend and last weekend!  Next weekend, the plan is to replace the fuel filter and to get that rear muffler installed.  Slowly but surely, the BMW is getting ready for the spring!  Hopefully by then, it will have a swaybar kit, a new cooling system (electric fan, low-temp thermostat), and a completely redone brake & clutch line system.  The work won’t end for a while!  As always, there are a few more pictures in the gallery, under the BMW build journal.

Shawn

Last weekend (January 30th), I started my transmission swap.  As some of you may know, during a lapping day last fall the transmission in the BMW seized itself in fourth gear.  Jeff and I and already picked up a used transmission from a local scrap yard as the synchros were starting to go on it anways.  This was just another excuse to get it done!  Since it was going to opened up anyways and my clutch had overheated a few times, I decided to invest in a new clutch and flywheel.  The original flywheel was a twin-mass and weighed 25lbs.  I opted for a single mass stage 2 aluminium flywheel from UUC Motorwerks that weighed in at 8.5 lbs!  With that, I purchased a E34 M5 clutch with a performance organic disk (slightly more grabbing power than the stock M5 disk).  Since the transmission would be out, I also figured it would be a good time to replace the shifter with a short shifter.  After doing some research, I opted to go with UUC again, and I purchased their EVO3 system with the double shear selector rod (DSSR).  To rould it all off, I figured it would be a good time to replace the engine and transmission mounts, and UUC was my source again:  I purchased their red polyurethane race mounts.  Finally, I planned on changing the differential and transmission fluid with royal purple synthetic fluids.

With the help of my friends Sean, Mike, and Mike’s brother Fadi, we started the process.  The first step was to remove the exhaust system.  As we unbolted the midpipe from the headers, we snapped two of the pins.  These pins have threads on both ends, which means to remove them, we would have to thread them out of the header - we decided to leave that for later.  After the exhaust was the driveshaft which went pretty smoothly.  We disconnected the tranmission and differential side and then simply unbolted the center bearing bracket and it came out nicely.  The next step: tranmission removal.  We knew this would be a tough job since the access to the top bolts is very limited.  By tilting the engine back with a jack, we were able to get all the bolts out.  The starter bolts were especially interesting since they have loose nuts on the back.  One of us had to reach our hand back behind the starter (above the tranmsission) to hold it enough to be able to remove the bolts, but we did it!  Pulling the transmission out was fairly easy since it isn’t very heavy.

Next were the clutch and flywheel!  We started unbolting the clutch from the flywheel and we were able to get them all except for one that stripped.  After some prying, we separated the pressure plate from the flywheel and we were able to spin it around to get access to the flywheel bolts.  Those were removed, and the assembly came off.  At this point, we noticed that the rear crankshaft seal was leaking.  It wasn’t too bad, but this was the time to replace it if we were going to.  This means we wouldn’t finish that day, but at least we’d be doing it right.  Instead of calling it a day right away, we decided to tackle the engine mounts.  It was a bit precarious to install these as we had to tilt the engine to the side so that it was only being supported by one mount, but we were able to do it with no issues.

We resumed progess last saturday (February 6th) right where we left off.  This week, Sean couldn’t make it but Jeff could.  I had ordered the crankshaft seal kit as well as the required clutch and exhaust hardware.  Jeff and I had started replacing the diff fluid while Mike and Fadi worked on replacing the crankshaft seal.  Once that was done, we tried removing the exhaust pins from the header with no luck.  Eventually we just drilled them out and retapped the holes for the new pins.

With the new seal on and the diff full of fresh fluid, we installed the clutch and flywheel and then the new transmission (already full of Royal Purple of course!).  The assembly went very well and we had less issues than we though with accessing the bolts (especially the starter bolts).  After the new tranmsision & mounts were installed, the shorter shifter came next, and then the driveshaft.

The exhaust became an interesting issue.  I had planned on removing the catalytic converters but i didn’t know that I would be doing it that day!  After getting my hands on my favourite tool (the sawsall), the midpipe was cut before the catalytic converters.  Instead of reinstalling the old and extremely heavy muffler, I will be looking into custom fitments.

We were done!  All the fluids were topped up and the car was lowered from the lift.  As the roads are extremely icy, I didn’t do a test run, but everything seems to be working great!  It was a long and difficult process, but we all learned a lot and had a ton of fun.

While the car was on the lift, I also saw that the brake line running from the master cylinder to the rear of the car is very rusted at a kink.  I will definitely be replacing that before next season!

Tons of pictures were taken throughout the entire process.  Check out the build journal to see them all.

Shawn

Well yesterday was the first event of the season, and the team and I had a great day!

After the initial prepping of the cars that we did a while back, no one had touched the vehicles.  I went to Canadian Tire on Carling Ave. to get the winter tires that Phil found on the festiva rims, but Jeff and Naresh didn’t need to since their car already had winter tires on it.

The day started off being very stressful as we found out thursday evening that the mufflers we ripped/cut off the cars we not legal, and the cars would not pass scutineering without them (due to noise and safety requirements).  So saturday morning, Phil, Jeff, Naresh, and myself went to work on both the festiva and the nx1600 to try and reinstall our systems.  Thankfully, my brother Chris felt motivated the night before and dug the cars of the snowbanks to give us a head start.  Thanks Chris!

For Phil and I, it was a fairly simple job as we were able to reinstall the cat-back exhaust, and then measure out the pipe that we were missing.  It turned out that we needed 54″ of pipe to connect the headers to the cat-back (the catalytic converter was missing, and the pipe had been cut just after the header).  For Jeff and Naresh, it was a bit more complicated because they had to cut their system up to be able to remove it (since all the flanges were rusted together).  It turns out that it wasn’t too bad for them either and after a short trip to Canadian Tire and about an hour of work afterwards, we had both our exhausts done.  On the nx1600 it made a huge difference in sound.  On the festiva, we discovered afterwards that not only were we missing a muffler, but that our manifold was blown out as well.  We also discovered that our battery couldn’t hold it’s charge, so we ended up fitting the battery from the BMW for this race.  Fortunately both cars passed the scrutineering and we were allowed to race!  It turned out that both of our vehicles drew a lot of attention from fellow racers as they aren’t cars that you see everyday.

We were warned that the day would go on a run-by-run basis as the mild temperatures did not bode well for the track.  If the track was too soft, we would risk breaking through the base to solid ground and thus cause serious damage.  Thankfully it wasn’t sunny and the track held up.  The organizers did a great job and intelligently changed the configuration after the first 2 runs to prevent too much damage at the same spots.  All in all, we each had 4 runs – 2 in each configuration.  The timing of the event is cummulative, so the winner is decided based on their total time of the day.

The first configuration was nice and fast.  Phil and I had a blast driving the festiva and we were extremely impressed with how well it performed.  After the first configuration was finished, Phil and I were in 4th and 3rd place respectively, with only 0.13 seconds separating us!!!  Jeff and Naresh ranked a bit lower, in 9th and 10th places, respectively.  The FWD class had 15 drivers, so we were pretty pleased with our results considering it was each of our first events!

The second configuration was a bit more technical and about 20 seconds longer than the first.  It was also way more fun!!!  The results for the second round we a bit more separated:  Phil was in 8th place, Naresh was in 10th place, Jeff was in 11th place, and I was in FIRST! I couldn’t believe it!  Adding up both rounds, here were our results:

Jeff – 10th place – total time: 430.54 -  distance from leader: +37.90

Naresh – 9th place - total time: 426.08 – distance from leader: +33.44

Phil – 6th place – total time: 406.47 (including 1 cone) – distance from leader: +13.83

Shawn – 2nd place – total time: 393.34 – distance from leader: +0.7

I think we were all pretty impressed with how well both of our cars performed, and we all had a great time.  There were a few photographers out there, and as soon as we get a hold of the pictures, we’ll post them!

The next race it scheduled for next sunday, so stay tuned for more results coming up!

EDIT: here are some teasers - We’ll be updating our gallery with new pictures as they come.

Shawn

Naresh and I were able to record some video of our first snow-x event. The video can is posted as the featured video on the homepage and can also be found in the VIDEOS section.

Hopefully next event we’ll be able to share the camera between cars and get some video from all of us.

Cheers!

Jeff

What a week!

When we had stripped the cars, Shawn and Phil noticed they had a massive exhaust leak due to the fact that they were missing a cat and a good portion of their midpipe. Naresh and I noticed we had a leak coming from the bottom of the flexpipe. It turned out that the flange had actually broken off the midpipe and now there was about an 8″ gap between the two pipes.

Figuring that we wouldn’t need the exhausts, Shawn and Phil removed theirs. Naresh and I actually had to cut ours out due to severely corroded hardware holding the pipes together.

Well at the end of this week, the team found out that if we did not have a functional exhaust system on our snowcross cars we wouldn’t be allowed to race!!

Given that we found this out merely 2 days before the event, we were a little stressed out. After a dozen or so phone calls and even more text messages, we all met up at Shawn’s Saturday morning before the first event. The plan was to reinstall the systems and then patch them as required.

After doing some quick measurements, Naresh and I figured we needed ~10″ of pipe. Shawn and Phil on the other hand needed almost FIVE FEET of pipe (FIVE!). Confident that we knew what we needed, we all packed into Phil’s truck and headed for Canadian tire.

Phil and Shawn bought portions of straight pipe while Naresh and I purchased an 18″  Flex pipe and we all purchased a number of clamps.

I’d like to say that we got the pipe diameters right the first time, but I’d be lying. Lesson learned – don’t trust Nissan forums. The OEM exhaust pipe diameter for a Nissan NX1600 is 1-7/8″ not 2″.

When all was said and done, we had two quiet(er) cars and less than an hour to tow both cars to the to the track to get scrutineered!

It was close but we made it :)