TCRA Race Report: Willow Springs December 7-8, 2002
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TCRA Race Report: Willow Springs December 7-8, 2002
TCRA Race Report
December 7-8 2002
Willow Springs International Raceway
Michelangelo/Area 51/Hytech Integra
SEASON FINALE
Whew. So our first almost complete season in the under 2.2 liter Challenge ends, back at Willow Springs. Here is how things stacked up....
Prep
So many things to fix! Remember the loose ball joint that I have been worried about for months? First, now that I had a supply of ball joints, we replaced the front ball joint that was wearing out with a new one from King. King provides ball joints for their camber adjusters already mounted in their carriers so that it is a simple job to just remove the old carrier and replace it with a new one.
Hytech race header. Sounds good. Works good.
Then there was the serious shifting problem I was having near the end of the previous race. We decided to change the transmission oil first, then look at the clutch if necessary. I was quite surprised when the oil came out super black and nasty looking. Remember, there are only about 1500 miles on the engine and tranny. The heat load in a transmission on the track must be much higher than I thought! This makes me wonder about my previous track car, a stock Type R that I drove for about 25+ events without changing tranny oil even ONCE! Then I sold it. I bet there was the equivalent of 4 pounds of solid charcoal briquettes tumbling through the gears! :D Well, at least the new owner did a full 30K mile tuneup right after he bought it. Hopefully that included a transmission oil change.
Another possibility of the shifting problems was the clutch hydraulics. The hydraulics have been a problem ever since I bought the car two years ago, with air leaking into the lines necessitating the occasional bleed. So following his seasoned instincts, Richard put in an order for a new clutch master cylinder, clutch slave cylinder, and brake master cylinder.
Upon inspection, the clutch master was not obviously leaking. The slave was fine. The brake master was definitely leaking. We changed out both of the master cylinders. Afterward, the clutch was newly refreshed! It actually started to actuate the clutch way up top instead of 3 inches before the floor. My only concern was that now the pedal when it was completely released was still applying pressure to the master cylinder, not allowing it to engage fully. That meant it was possible that the throwout bearing was still under load, and that would wear it out quickly. However, we didn't get around to adjusting it until later, as you will see.
Ahhhh, it's great when you watch your race car continue getting it's rough spots polished out. Anyone who thinks that buying a used race car is necessarily the cheapest way is making the assumption that the previous owner was meticulous about upkeep. This was not the case with my car. Then again, my car has been bashed into walls, rammed by Pierre Kleinubing, and had it's front end chopped off and replaced. It's amazing it is still in service.
Then there was the huge accumulation of mud and dirt inside the car from the last wet weekend. A thorough wash with the hose and brush did the job. The car was now cleaner inside than it had been in years.
Friday
If you recall in the last episode, my car was also having serious idle problems. After that weekend at Buttonwillow, the car went back to the Area 51 to be diagnosed. Time is running out. It is already Friday morning. They decided that the most likely culprit was the idle air control valve. I find this out Friday morning, which means I have to find one TODAY. Richard already checked the local dealer, Tustin Acura, and they don't have it. I open up Mozilla and start looking up Acura dealers in the area. Phone calls. More phone calls. There is one, and only one IAC valve in the area. It's in Cerritos. I am supposed to work a half day today, but I guess I'll need to leave a little earlier than planned. I drive up to Cerritos, then back down to Irvine that afternoon.
Area 51 has once again generously allowed us to use their enclosed trailer, and we changed out the IAC valve just before loading up the car. The car sort of did behave better, but the problem definitely remained. Too late to do anything about it now....
Emil's WRX. This car used to run in the Macau GP and was imported to the U.S.
Apparently, after some testing, Charles from Area 51 has noticed my engine makes more power on 91 octane than it does on 100. I decide not to run it, just because I like the safety margin. The few horsepower is not enough to make a difference in lap times, so the risk not worth it when you are running an engine full throttle for 5 hours in a weekend in the desert. Anything that can go wrong will! I don't even want the slightest chance of detonation, and if this engine at 91 makes more power without detonating, it makes me feel that much safer at 100. Reliability is everything. Still, Charles disagrees with me.
The fact that the engine runs fine at 91 reassures me that it truly is a mild engine, without any ultra high compression. That's what it is supposed to be, after all.
So we left Irvine relatively late. Around 8:20pm. Just a few minutes into our journey, an SUV pulled up next to us on the freeway. A lady opened the window and yelled at us that we had a flat tire. What?! Aw, man, just when things were going so well. We pulled off and Richard started looking for a Pep Boys. The tire was making splatting noises as it spun, disintegrating. We finally found a Pep Boys and pulled in. Richard went in to order a tire. We finally got back on the road around 9:00 or a little later. It is fortunate for us that there is actually a tire place that stays open this late!
Once we got back on the road, the rest of the evening was uneventful.
Saturday
My goal this weekend was simple. I wanted to pull a faster lap time than I had last time at this track. 3 months later, the weather has turned cooler, and these conditions are conducive to fast lap times. Last time, I had done a few high 1:33 laps and mostly 1:34s. If I got some low 1:33s, I would be happy.
SR20DET guys were out in force.
In the paddock, we were pitted between Jeff Owen driving the USTCC Honda Integra R on one side, and Gifford (Giff@Honda-Tech) in his yellow JDM ITR. Gifford is a really nice guy and I was glad to have met him. He was taking the TCRA driving school this weekend. He has Spoon calipers, and I finagled a small test drive to see how they feel. They feel awesome. I wish my brakes felt like that.
Gifford's super clean ITR
In the morning, I helped one driver who was in a wheelchair. I adjusted air pressures on his RX-7 turbo, and drove it around a bit in the paddock. The car was equipped with hand-operated throttle and brakes, and the clutch was pneumatically actuated via a button on the shifter! Very interesting, but hard to drive for me. The standard controls worked, but they just felt weird.
We started with the same setup that we had the last time, except for less wing. On my way to pregrid, I was really feeling the clutch thoroughly for the first time. It was engaging really high, to the point that I was fairly certain that it was not fully letting out. Back to the pits to get the pedal stop adjusted. We were wasting time, but I finally got out. Without my usual amount of wing, the car was scary. If I were driving alone, that would be fine, but in racing, you need some control overhead so that you can dice with other people. I didn't know it at the time, but I would pull my fastest lap of the day in this first practice session.
Don Mock's clean ITA CRX
Right after, I decided it was better to have that margin of control, that overhead that is important to have so you can freely choose different lines around the track. So I cranked up the wing angle. I haven't been measuring wing positions or recording them in my notebook, so I currently don't have a way to reproduce wing settings exactly as I should. This is not good, and I have to figure out a way to reproduce them. Someone suggested counting threads, but I don't think that is viable in the compressed-time environment at the track. I am not willing to waste valuable time counting threads when a ruler would do almost the same job in 3 seconds.
The effects of replacing the loose ball joint were also very evident. The steering and front end were now solidly planted without ANY free play. Not that I had noticed things were loose before, but the difference was noticeable.
Another guy I met was driving a 914-6. He was a very hard charging driver and it gave me some needed practice dicing to get away from him. He came up later to talk, excited about the fun we had.
AE86 guys were also in attendance.
The rest of the practice sessions were uneventful, and I was able to settle on tire pressures that gave about the same handling as last time. I was running in the 1:34s with some 1:33 laps. Not as fast as the 1:32.9 in the morning, but that setting was too risky for now.
Things were more exciting and dangerous for Jeff, who lost a wheel at speed! He was towed back into the pits, and his crew went to work changing out the hub. They were still working when the announcement for the cars to get to pregrid came through the speakers.
Qualifying race
As they called us to pregrid, I felt ready. I was on pole. Driving through the paddock, everything was working great except for the high surging idle. No matter. As the cars went out on their parade lap, I alternated between hard acceleration and hard braking, trying to get the brakes warmed up. Hmm...my engine was sounding strange as I decelerated, like the engine was shutting off or something. As I slowed at the front straight and released the throttle, the engine shut down! Trying to start it again, it wouldn't stay running unless I pumped the gas pedal and held it down. Releasing the pedal caused the engine to again immediately shut down. I frantically waved down Marc Maximow who was arranging cars on the grid.
"Hey, look at this!" I demonstrated my problem to him, in front the audience.
He shrugged. "What do you want to do?"
I thought for a moment. Well, this is not World Challenge. Not worth gambling messing up my engine when it was having an obvious problem. Sputtering and jerking, I babied the car off the grid and back to the pits. When I shut the engine off (let it die), I could hear the grid revving up for the standing start without me, and then the sound of 20 cars launching. Sigh. Once again, we have maintained our streak of at least ONE serious malfunction per weekend.
We opened the hood and Richard looked things over. Some brake spray to clean some of the sensor plugs around the IAC valve and throttle body and the engine was running again.
Nothing to do but watch the race. Gifford and I went out to the grandstand to watch. Although these events don't yet attract big crowds, I noticed that some drivers had small cheering sections. Two spec Miata drivers in particular each had his own cheering section, and the two groups sneered at each other across the grandstand.
A quick tire rotation and we cleaned up for the night.
Sunday
I did some thinking about my setup overnight, and I decided to try some changes in the morning. Change air pressure here...change wing there.... Now the car was sort of loose on sweeping turns, but manageable. Turn eight was no longer a relaxed affair, but tingled with fear at 125mph! My average lap times dropped by .5-1.0 seconds, so clearly, I was doing something right!
The engine showed no signs of the electrical problems that we had experienced yesterday, so I crossed my fingers and waited for the call to pregrid.
Don Mock apparently requested that he start at the back of the grid, in order to make things more interesting. So he was right behind me, at the back of the grid. The start of the race did not go so well. I was caught by traffic, and I helplessly watched Jeff Owen, who was gridded one or two rows up, zoom away in pursuit of Shawn Bota. All I could do was hunker down and try to make my way up the field.
After about five or six laps, I was closing in on Andy Hope in third place. Andy is a good friend and we both started in the same driving school about five years ago. Driving his B16A CRX, he did not make it easy for me to get by! Luckily, his engine is still stock. I don't know what I'll do when he starts modifying it.
Finally, I started to get second place runner Jeff Owen in sight. But he was very far ahead and Shawn was even farther ahead still. Coming over the crest at turn 6, I could look down and see Shawn across the track entering turn 9. I was overdriving the car and tires trying to go fast, and I kept sliding around too much. After the white flag flew, I resigned myself to the fact I would not be able to catch either one in time. And in that relaxed state, I was able to pull off my fastest lap in the last lap of the race (1:32.510).
See Jeff ahead? The little white dot. This is the last lap of the race, so it is a depressing sight to see him so far away.
Shawn came in a well-deserved first place, Jeff Owen in second. I was in third. Andy was fourth.
And so another year with TCRA ends. This year was my first full year in wheel-to-wheel racing, and in a World Challenge car at that! I feel extremely fortunate to have help from so many friends:
- Richard Michelangelo of Michelangelo Motorwerkes (Irvine, CA) provided invaluable trackside support and preparation services. Richard is a good friend and I appreciate his continual patience and support in this sometimes grueling endeavor.
- Area 51 Fabrications (Irvine, CA) helped us by completely rewiring the car's wire harness, and providing dyno time and tuning expertise to tune the engine. I want to thank Charles Madrid, Sy Nakashima, Chuck Griffice, everyone else (basically everyone at Area 51!), and owner Dave Adams in particular for his support.
- Hytech Exhaust (Irvine, CA) built us a kick butt reliable engine (meticulously balanced & blueprinted B18C5 built to World Challenge specs) AND a prototype race header and exhaust for the car. Optimized for high RPM, I have to give the header its due credit for helping us extract more power than I would have thought possible from a stock cammed engine without crazy compression. Even spending a lot of time at 9000 rpm, the engine has endured very, very hard usage by TWO drivers at each event (4-5 hours per weekend).
See everyone next year!
Imagestation album:
http://www.imagestation.com/album/?id=4290954645
Videos:
These are in Quicktime 6 MP4 format. Version 6! Upgrade if you don't have it.
Race start. 17.5MB. As you can see, I am trapped and I lose a lot of time at the start. There is also a close call because some people don't look before they turn in:
http://homepage.mac.com/gkawano/wsir...ce%20start.mp4
Best lap (final lap of the race) 15.7MB:
http://homepage.mac.com/gkawano/wsir...best%20lap.mp4
[Modified by Gansan, 10:24 AM 12/26/2002]
December 7-8 2002
Willow Springs International Raceway
Michelangelo/Area 51/Hytech Integra
SEASON FINALE
Whew. So our first almost complete season in the under 2.2 liter Challenge ends, back at Willow Springs. Here is how things stacked up....
Prep
So many things to fix! Remember the loose ball joint that I have been worried about for months? First, now that I had a supply of ball joints, we replaced the front ball joint that was wearing out with a new one from King. King provides ball joints for their camber adjusters already mounted in their carriers so that it is a simple job to just remove the old carrier and replace it with a new one.
Hytech race header. Sounds good. Works good.
Then there was the serious shifting problem I was having near the end of the previous race. We decided to change the transmission oil first, then look at the clutch if necessary. I was quite surprised when the oil came out super black and nasty looking. Remember, there are only about 1500 miles on the engine and tranny. The heat load in a transmission on the track must be much higher than I thought! This makes me wonder about my previous track car, a stock Type R that I drove for about 25+ events without changing tranny oil even ONCE! Then I sold it. I bet there was the equivalent of 4 pounds of solid charcoal briquettes tumbling through the gears! :D Well, at least the new owner did a full 30K mile tuneup right after he bought it. Hopefully that included a transmission oil change.
Another possibility of the shifting problems was the clutch hydraulics. The hydraulics have been a problem ever since I bought the car two years ago, with air leaking into the lines necessitating the occasional bleed. So following his seasoned instincts, Richard put in an order for a new clutch master cylinder, clutch slave cylinder, and brake master cylinder.
Upon inspection, the clutch master was not obviously leaking. The slave was fine. The brake master was definitely leaking. We changed out both of the master cylinders. Afterward, the clutch was newly refreshed! It actually started to actuate the clutch way up top instead of 3 inches before the floor. My only concern was that now the pedal when it was completely released was still applying pressure to the master cylinder, not allowing it to engage fully. That meant it was possible that the throwout bearing was still under load, and that would wear it out quickly. However, we didn't get around to adjusting it until later, as you will see.
Ahhhh, it's great when you watch your race car continue getting it's rough spots polished out. Anyone who thinks that buying a used race car is necessarily the cheapest way is making the assumption that the previous owner was meticulous about upkeep. This was not the case with my car. Then again, my car has been bashed into walls, rammed by Pierre Kleinubing, and had it's front end chopped off and replaced. It's amazing it is still in service.
Then there was the huge accumulation of mud and dirt inside the car from the last wet weekend. A thorough wash with the hose and brush did the job. The car was now cleaner inside than it had been in years.
Friday
If you recall in the last episode, my car was also having serious idle problems. After that weekend at Buttonwillow, the car went back to the Area 51 to be diagnosed. Time is running out. It is already Friday morning. They decided that the most likely culprit was the idle air control valve. I find this out Friday morning, which means I have to find one TODAY. Richard already checked the local dealer, Tustin Acura, and they don't have it. I open up Mozilla and start looking up Acura dealers in the area. Phone calls. More phone calls. There is one, and only one IAC valve in the area. It's in Cerritos. I am supposed to work a half day today, but I guess I'll need to leave a little earlier than planned. I drive up to Cerritos, then back down to Irvine that afternoon.
Area 51 has once again generously allowed us to use their enclosed trailer, and we changed out the IAC valve just before loading up the car. The car sort of did behave better, but the problem definitely remained. Too late to do anything about it now....
Emil's WRX. This car used to run in the Macau GP and was imported to the U.S.
Apparently, after some testing, Charles from Area 51 has noticed my engine makes more power on 91 octane than it does on 100. I decide not to run it, just because I like the safety margin. The few horsepower is not enough to make a difference in lap times, so the risk not worth it when you are running an engine full throttle for 5 hours in a weekend in the desert. Anything that can go wrong will! I don't even want the slightest chance of detonation, and if this engine at 91 makes more power without detonating, it makes me feel that much safer at 100. Reliability is everything. Still, Charles disagrees with me.
The fact that the engine runs fine at 91 reassures me that it truly is a mild engine, without any ultra high compression. That's what it is supposed to be, after all.
So we left Irvine relatively late. Around 8:20pm. Just a few minutes into our journey, an SUV pulled up next to us on the freeway. A lady opened the window and yelled at us that we had a flat tire. What?! Aw, man, just when things were going so well. We pulled off and Richard started looking for a Pep Boys. The tire was making splatting noises as it spun, disintegrating. We finally found a Pep Boys and pulled in. Richard went in to order a tire. We finally got back on the road around 9:00 or a little later. It is fortunate for us that there is actually a tire place that stays open this late!
Once we got back on the road, the rest of the evening was uneventful.
Saturday
My goal this weekend was simple. I wanted to pull a faster lap time than I had last time at this track. 3 months later, the weather has turned cooler, and these conditions are conducive to fast lap times. Last time, I had done a few high 1:33 laps and mostly 1:34s. If I got some low 1:33s, I would be happy.
SR20DET guys were out in force.
In the paddock, we were pitted between Jeff Owen driving the USTCC Honda Integra R on one side, and Gifford (Giff@Honda-Tech) in his yellow JDM ITR. Gifford is a really nice guy and I was glad to have met him. He was taking the TCRA driving school this weekend. He has Spoon calipers, and I finagled a small test drive to see how they feel. They feel awesome. I wish my brakes felt like that.
Gifford's super clean ITR
In the morning, I helped one driver who was in a wheelchair. I adjusted air pressures on his RX-7 turbo, and drove it around a bit in the paddock. The car was equipped with hand-operated throttle and brakes, and the clutch was pneumatically actuated via a button on the shifter! Very interesting, but hard to drive for me. The standard controls worked, but they just felt weird.
We started with the same setup that we had the last time, except for less wing. On my way to pregrid, I was really feeling the clutch thoroughly for the first time. It was engaging really high, to the point that I was fairly certain that it was not fully letting out. Back to the pits to get the pedal stop adjusted. We were wasting time, but I finally got out. Without my usual amount of wing, the car was scary. If I were driving alone, that would be fine, but in racing, you need some control overhead so that you can dice with other people. I didn't know it at the time, but I would pull my fastest lap of the day in this first practice session.
Don Mock's clean ITA CRX
Right after, I decided it was better to have that margin of control, that overhead that is important to have so you can freely choose different lines around the track. So I cranked up the wing angle. I haven't been measuring wing positions or recording them in my notebook, so I currently don't have a way to reproduce wing settings exactly as I should. This is not good, and I have to figure out a way to reproduce them. Someone suggested counting threads, but I don't think that is viable in the compressed-time environment at the track. I am not willing to waste valuable time counting threads when a ruler would do almost the same job in 3 seconds.
The effects of replacing the loose ball joint were also very evident. The steering and front end were now solidly planted without ANY free play. Not that I had noticed things were loose before, but the difference was noticeable.
Another guy I met was driving a 914-6. He was a very hard charging driver and it gave me some needed practice dicing to get away from him. He came up later to talk, excited about the fun we had.
AE86 guys were also in attendance.
The rest of the practice sessions were uneventful, and I was able to settle on tire pressures that gave about the same handling as last time. I was running in the 1:34s with some 1:33 laps. Not as fast as the 1:32.9 in the morning, but that setting was too risky for now.
Things were more exciting and dangerous for Jeff, who lost a wheel at speed! He was towed back into the pits, and his crew went to work changing out the hub. They were still working when the announcement for the cars to get to pregrid came through the speakers.
Qualifying race
As they called us to pregrid, I felt ready. I was on pole. Driving through the paddock, everything was working great except for the high surging idle. No matter. As the cars went out on their parade lap, I alternated between hard acceleration and hard braking, trying to get the brakes warmed up. Hmm...my engine was sounding strange as I decelerated, like the engine was shutting off or something. As I slowed at the front straight and released the throttle, the engine shut down! Trying to start it again, it wouldn't stay running unless I pumped the gas pedal and held it down. Releasing the pedal caused the engine to again immediately shut down. I frantically waved down Marc Maximow who was arranging cars on the grid.
"Hey, look at this!" I demonstrated my problem to him, in front the audience.
He shrugged. "What do you want to do?"
I thought for a moment. Well, this is not World Challenge. Not worth gambling messing up my engine when it was having an obvious problem. Sputtering and jerking, I babied the car off the grid and back to the pits. When I shut the engine off (let it die), I could hear the grid revving up for the standing start without me, and then the sound of 20 cars launching. Sigh. Once again, we have maintained our streak of at least ONE serious malfunction per weekend.
We opened the hood and Richard looked things over. Some brake spray to clean some of the sensor plugs around the IAC valve and throttle body and the engine was running again.
Nothing to do but watch the race. Gifford and I went out to the grandstand to watch. Although these events don't yet attract big crowds, I noticed that some drivers had small cheering sections. Two spec Miata drivers in particular each had his own cheering section, and the two groups sneered at each other across the grandstand.
A quick tire rotation and we cleaned up for the night.
Sunday
I did some thinking about my setup overnight, and I decided to try some changes in the morning. Change air pressure here...change wing there.... Now the car was sort of loose on sweeping turns, but manageable. Turn eight was no longer a relaxed affair, but tingled with fear at 125mph! My average lap times dropped by .5-1.0 seconds, so clearly, I was doing something right!
The engine showed no signs of the electrical problems that we had experienced yesterday, so I crossed my fingers and waited for the call to pregrid.
Don Mock apparently requested that he start at the back of the grid, in order to make things more interesting. So he was right behind me, at the back of the grid. The start of the race did not go so well. I was caught by traffic, and I helplessly watched Jeff Owen, who was gridded one or two rows up, zoom away in pursuit of Shawn Bota. All I could do was hunker down and try to make my way up the field.
After about five or six laps, I was closing in on Andy Hope in third place. Andy is a good friend and we both started in the same driving school about five years ago. Driving his B16A CRX, he did not make it easy for me to get by! Luckily, his engine is still stock. I don't know what I'll do when he starts modifying it.
Finally, I started to get second place runner Jeff Owen in sight. But he was very far ahead and Shawn was even farther ahead still. Coming over the crest at turn 6, I could look down and see Shawn across the track entering turn 9. I was overdriving the car and tires trying to go fast, and I kept sliding around too much. After the white flag flew, I resigned myself to the fact I would not be able to catch either one in time. And in that relaxed state, I was able to pull off my fastest lap in the last lap of the race (1:32.510).
See Jeff ahead? The little white dot. This is the last lap of the race, so it is a depressing sight to see him so far away.
Shawn came in a well-deserved first place, Jeff Owen in second. I was in third. Andy was fourth.
And so another year with TCRA ends. This year was my first full year in wheel-to-wheel racing, and in a World Challenge car at that! I feel extremely fortunate to have help from so many friends:
- Richard Michelangelo of Michelangelo Motorwerkes (Irvine, CA) provided invaluable trackside support and preparation services. Richard is a good friend and I appreciate his continual patience and support in this sometimes grueling endeavor.
- Area 51 Fabrications (Irvine, CA) helped us by completely rewiring the car's wire harness, and providing dyno time and tuning expertise to tune the engine. I want to thank Charles Madrid, Sy Nakashima, Chuck Griffice, everyone else (basically everyone at Area 51!), and owner Dave Adams in particular for his support.
- Hytech Exhaust (Irvine, CA) built us a kick butt reliable engine (meticulously balanced & blueprinted B18C5 built to World Challenge specs) AND a prototype race header and exhaust for the car. Optimized for high RPM, I have to give the header its due credit for helping us extract more power than I would have thought possible from a stock cammed engine without crazy compression. Even spending a lot of time at 9000 rpm, the engine has endured very, very hard usage by TWO drivers at each event (4-5 hours per weekend).
See everyone next year!
Imagestation album:
http://www.imagestation.com/album/?id=4290954645
Videos:
These are in Quicktime 6 MP4 format. Version 6! Upgrade if you don't have it.
Race start. 17.5MB. As you can see, I am trapped and I lose a lot of time at the start. There is also a close call because some people don't look before they turn in:
http://homepage.mac.com/gkawano/wsir...ce%20start.mp4
Best lap (final lap of the race) 15.7MB:
http://homepage.mac.com/gkawano/wsir...best%20lap.mp4
[Modified by Gansan, 10:24 AM 12/26/2002]
Trial User
Joined: Apr 2000
Posts: 777
Likes: 0
From: HONG KONG
Re: TCRA Race Report: Willow Springs December 7-8, 2002 (Mario)
very nice article you wrote up. maybe i'll try to write one about the experience i had today.
anyways, i can't wait to goto the next TCRA event. i enjoyed myself with such a wonderful group of people.
anyways, merry x'mas to you. i'm in hong kong right now. just today we went to ZHU HAI, a race track in china. the track is silky smooth and lots of fun. i got to drive a street prepared car with about 500whp. the animal was a killer. when i have time, i'll try to post some pictures.
anyways, i can't wait to goto the next TCRA event. i enjoyed myself with such a wonderful group of people.
anyways, merry x'mas to you. i'm in hong kong right now. just today we went to ZHU HAI, a race track in china. the track is silky smooth and lots of fun. i got to drive a street prepared car with about 500whp. the animal was a killer. when i have time, i'll try to post some pictures.
Honda-Tech Member
Joined: Apr 2002
Posts: 1,599
Likes: 0
From: somewhere out there, CA
Re: TCRA Race Report: Willow Springs December 7-8, 2002 (GiFF)
very nice article you wrote up. maybe i'll try to write one about the experience i had today.
anyways, i can't wait to goto the next TCRA event. i enjoyed myself with such a wonderful group of people.
anyways, merry x'mas to you. i'm in hong kong right now. just today we went to ZHU HAI, a race track in china. the track is silky smooth and lots of fun. i got to drive a street prepared car with about 500whp. the animal was a killer. when i have time, i'll try to post some pictures.
anyways, i can't wait to goto the next TCRA event. i enjoyed myself with such a wonderful group of people.
anyways, merry x'mas to you. i'm in hong kong right now. just today we went to ZHU HAI, a race track in china. the track is silky smooth and lots of fun. i got to drive a street prepared car with about 500whp. the animal was a killer. when i have time, i'll try to post some pictures.
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