There’s a Ford in Your Future: 1994 |
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Jeff Beck at the Watkins Glen Pro Race, July, 1994. Jeff finished 4th and set fast lap. | |
| January, 1994 SportsCar -
“Matters of the Moment” Spec Racer Ford Update Effective Dec. 1 the retail price for a Spec Racer Ford conversion kit will be increased to $5,995, f.o.b. SCCA Enterprises. A new car will be $18,995. Replacement engines will be priced at $2,800 and replacement transmissions $1,200. These prices apply to orders placed with SCCA Enterprises after Dec 1. Deposits are required with an order: $1,750 for a conversion kit, and $5,000 for a new car. According to SCCA Enterprises, more development than expected was required to make the conversion as easy as possible, and it was obvious after the Valvoline Runoffs that higher quality materials were required in certain components. These factors forced Roush Racing to request a price increase over the original $5,500 to help offset their higher costs. The increase only reflects a portion of these higher costs and Roush has also committed to reducing costs in other areas and deferring some of their profits to later in the program. Precision Service Racing Group (PSRG) of Rancho Santa Margarita, Calif., has been appointed the exclusive distributor of the Yokohama tires for the Spec Racer. PSRG will sell tires directly to competitors and through an associate dealer network to be established in early 1994. Associate dealers will also be offering trackside service. PSRG will attend and provide service for the first two Club Racing events of ’94 in Florida (Sebring and Moroso) and also provide service at all Pro Spec Racer events. New car purchasers will continue to receive a certificate from SCCA Enterprises for one set of tires redeemable from PSRG. The Spec Racer tire is shaved to 4/32 in., but the rain tire comes at a full tread depth of 6/32 in. Pricing is as follows (plus freight and tax): front (185/60R13), $102; rear (205160R13), $108; set of four, $420. At their August meeting the SCCA Board of
Directors passed a compliance fee for Spec Racer and Spec Racer Ford effective Feb. 1,
1994. The amount of the fee was decided at the December BOD meeting as $10 per car
for any Spec Racer and Spec Racer Ford entered in any National and/or Regional event.
The $10 fee will be collected from each Region following an event, much as the tow
fund and excess sanction fees are now collected. This fee only affects the above two
classes and Regions should be aware of this when setting entry fees for 1994 events. SCCA ENTERPRISES, INC. Representatives of Roush came to Denver yesterday so that we could address the problems with the Roush/Ford conversion kit. Although many items were discussed, emphasis was placed on the most serious problems: Shifter design, engine/transmission bracket design/placement, axles and overall quality control. We had manufactured our own shifter and engine brackets based on design suggestion received from several CSR’s and owners. Roush inspected these parts, indicated that the design was sound and took them back to Detroit for further evaluation. Roush agreed that the design and construction of some brackets, the shifter and the axles needs to be evaluated, with the possibility of a redesign on these components. R&D is continuing on several items including: updating/relocating the alternator; removing the rear panel of the tail section to reduce heat build up and upgrading the springs. As developments occur we will inform you. Regarding the questions raised about fuel pickup and excessive oil use, Roush feels that the fuel pick up problem is still being caused by incorrect location of the pick up in the cell, and excessive oil use may be a result of incorrect hook up of the PCV valve. You must follow the instructions exactly for both of these installations. The Ford package requires more precision in its installation than the Renault. Roush plans to have the redesigned components available for inspection and discussion at the CSR meeting on January 28th, they will be sending representatives to address the meeting and discuss the problems we are having with the package. They have also informed us that they will not be shipping kits until all of the problems are solved and they have all the kit components in hand. They are aware of the urgency of the situation and have assured us that they will complete the necessary revisions as quickly as possible. I will be tracking their progress and delivery schedules daily. If you have any questions please call. SCCA PRO RACING The inaugural race at Watkins Glen with the NASCAR event will be the first of five pro contests for the Ford-powered Spec Racer cars in 1994, said Bob Anderson, president and CEO of SCCA Pro Racing, Ltd. A sixth date may be added later, he said. The identical, purpose-built Spec Racer cars compose SCCA Club Racing’s most popular class, and their conversion to Ford’s 1.9- liter engine from the 1.7-liter Renault engine this year makes them eligible for the SCCA Spec Racer Pro Series. Yokohama Tire Co. will support the series with a specified tire and on-site assistance to the competitors. The Ford Motor Co. supplies the new engine to the series, as well as providing some financial support. After the opener at Watkins Glen, the Spec Racer Pro Series will run its first street race at the Des Moines Grand Prix during the July 4th weekend. In August, the series again breaks new ground with a Canadian race at Mosport Park, followed by a stop at Road Atlanta in late August. The Spec Racer Pro Series will cap its first season at the Dallas Grand Prix during the Sept. 1 7-18 weekend. “This schedule is a perfect fit for a first-year pro series, with races at great circuits like Watkins Glen, Mosport Park and Road Atlanta, and the street courses at Des Moines and Dallas,” Anderson said. “Hitting such big markets in a series first year will benefit all the sponsors related to the Spec Racer Pro Series. As more cars convert to the Ford engine, the fields will increase. By the end of the year at Dallas, we might have to limit the number of entries, which is a nice problem to have.” SCCA SPEC RACER PRO SERIES 1994 SCHEDULE SCCA ENTERPRISES, INC. Attached for your information, is the report issued by Roush after the two recent tests at Holtville and Roebling Rd. As you will see, there has been a lot of progress made in all areas under evaluation. There are additional tests planned for the coming weeks at Sebring, Rd Atlanta and somewhere yet to be determined where it is really hot. You must remember that this report is not a final solution to the problems, it is an FYI update on progress to date. Further reports will be distributed as we progress. In my next update I should be able to let you know the production and delivery schedules for new cars and conversion kits. We are still planning to resume deliveries in March. We have received 10 engines out of the batch with the possible piston scuffing problem. If you are going to be requesting the $350 R & R reimbursement you must send Enterprises a signed statement that the engine was installed in a car (with chassis #, and a photograph of the of the engine installed. If you have run the engine and it exhibited any of the symptoms described by Ford in their letter, please document them in as much detail as you can. I have heard from several owners that the quality of the shaving on the Yokohama tires is not up to that of the Bridgestones. PSRG informs me that Bridgestone buffed their tires after they were shaved. This did nothing but made them look pretty and PSRG will not he going to this expense. However Vic Curl at PSRG did ask that if anyone has any questions about tires please call him direct at 1-800-424-7774. Next week I will be in Boston at the convention. With the help of Slim at Motion Dynamics we will have a Ford with all the new engine brackets on display, as well as all of the latest information available from Roush to distribute to the RE’s and Spec Racer owners present.
That’s it for this week. If you have any
questions please call. Report from Roush Racing Changes and design improvements are indicated in some of the vehicle systems. To that end development and testing has been ongoing since January. This report makes use of the extensive input from the racers, the CSR’s and the testing already completed. The included recommendations meet not only the engineering requirements but the financial framework of this program. If accepted, Roush Technologies will put forth a maximum effort to make quality production versions of these parts available in time for the bulk of the 94 racing season. Axle Fit and Breakage Issues: In our search for the cause of the fit problems, the data reported in Appendix Al was developed. All of these cars had similar suspension settings but the dimensions that could affect the axle length are significantly different. The data suggests that the dimension from one hub bearing surface to the other could be as much as 31mm different although we never found one that bad. Taking into consideration other variables like camber adjustment and engine placement and there simply is not enough plunge in the CV joints to accommodate the differences. I share this information with you so that you understand the limitations of our design updates. Even after all the recommendations that follow are adopted it is conceivable that a few cars may still have problems. In these very few cases (I’ve never actually found one this bad) it may be necessary to modify an axle. I recommend adopting a measurement from the rear face of the engine block to the inside of the upper left frame rail of 7 3/4-7 7/8 inches. This measurement can be made with a ruler laid on the frame extending to the rear face of block just above the bellhousing. Our investigation has found this dimension floating from 7 1/2 to 8 1/2 inches with all the cars with the larger dimension having right axle problems. What was less obvious is that when the right axle turned up too long, the left axle was almost too short and in danger of pulling out of its inner joint. Along with this new cross car specification a slight adjustment in the right axle length (10mm shorter) will be made to center the joint and account for much of the chassis variation. To institute this 7 3/4 - 7 7/8 cross car engine placement, the right, left and rear engine mounts will be modified. As initially designed and supplied the engine wanted to be too far to the right. Since these three mounts are all undergoing changes, the modifications necessary will be minor and no more time consuming. The assembly instructions will be modified to reflect the new engine placement and the process for insuring proper axle fit will be defined. Two other lesser causes have been linked to axle failures. First a small number of axles were built with an insufficient heat treat. Breakage of axles can also occur if the suspension is over stroked. It is possible however difficult to jounce the rear suspension to the point that the shock attaching eyes are 11 1/2 inches apart. At this point the left axle is at its maximum angle. The right axle reaches this limit soon after. Three changes are recommended. An increase in the rear spring rate and an increase in the minimum rear ride height are under consideration. These are discussed in more detail in the suspension section of this report. The third recommendation is upgrading the jounce bumper. A slightly shorter but much stiffer bumper has been found that limits any overstroking possibilities. Until these changes are adopted, running 3 - 3 1/4 inches of rear ground clearance will help prevent axle failures. Suspension Improvements: One proposal to reduce both the suspension overstroke and handling problems is to move the rear 275 lb./in. springs to the front and replace the rear springs with 350-400 lb./in. springs. An initial steady state evaluation of this proposal suggests some promise but a more detailed analysis reveals serious problems. Appendix B2 is an analysis of the current Renault powered vehicle. An examination of a steady state, l.0G, 100 mph corner reveals a mild understeer or push. The transient analysis shows a mild oversteer condition at the maximum cornering limit of the tires with the exception of mild trailing brake conditions. Here .2g’s braking yields a mild oversteer with additional braking causing a push. There is an overshoot to a loose condition in the transition between acceleration and braking but this too is mild. Appendix B2 shows similar analysis of the proposed spring rate change on the Ford. The steady state analysis shows very similar results with the additional rear cornering forces resulting from the Ford’s increased rear weight. A problem is evident in the transient analysis though. Trail braking results in a higher degree of oversteer and the car picks up a maximum cornering limit push. Taken together these conditions make the car difficult to control especially for the amateur and uninitiated. Part of the problem is in the shocks. A higher degree of rebound damping is generally needed for the increased spring rate. This analysis did not include any shock change but for those already running the maximum rebound setting, the problems predicted are likely. Furthermore revalving or changing the shocks is not within the financial limits of the current upgrades. Increasing the spring rates is not without consequence. The wheel acceleration loads will not likely decrease at any of the race tracks currently hosting spec Racers. In fact, due to the increased weight and increased speeds these loads will increase. If the loads from bumps, banking and curbs are not allowed to deflect the spring they will be dissipated elsewhere. Increasing the spring rates will exaggerate any current suspension failures including rocker pivot bushings, rocker to frame attachments, upper ball joints and wheel bearings. Lastly the wet weather racing will become more hazardous. Increasing the wheel rate is directionally the wrong adjustment for wet conditions. The current technique of reducing or disconnecting the stabilizer bars will be ineffective. The stabilizer bars will contribute such a small portion of the restoring moment that it will make little difference. Our testing at Roebling Road confirms this analysis. On a damp track, the car was loose on turn in and developed a serious push at the corner exit. In between, the car was unsettled and difficult to control. By now it should be clear that I am not in favor of drastically increasing the spring rates. What I propose is to increase the rear spring rates to compensate for the increased weight and retain the same suspension frequency. By maintaining the same front to rear frequency ratio, the same Renault like handling character can be retained. This suggests a new rear spring rate of 300 lb./in. My analysis shows that this change is within the limits of the suspension hardware as well. An analysis of this proposal is provided in Appendix B3. This analysis was done with the same shock and stabilizer bars as the previous two proposals. Minor changes in both settings result in exactly the same characteristics as the current predictable Renault powered cars. To address any additional suspension overstroking problems, I have two recommendations. First, introduce a new minimum rear height requirement of 3.0 – 3.25 inches. Second, add a new stiffer rear jounce bumper to positively stop the suspension and limit axle breakage due to CV joint overextension. Combined with the 25-30 lb./in. wheel rate increase all the suspension overstroking problems should be eliminated. Fuel Pickup and Mileage Issues: To address this issue, we have designed a new in tank fuel surge box. This box attaches to the in tank fuel supply hose just as before and sits in the left rear corner of the cell. Two trap doors capture and hold fuel near the pickup during acceleration and cornering. Early tests at Roebling Road suggest this eliminates any fuel pick-up problems. The car ran 94 miles averaging l3.5 miles per gallon before any fuel starvation. At just over 100 miles the car quit running with about 1/2 a gallon of fuel unused. Considering the volume of the fuel filter, lines (feed and return) and fuel rail, I doubt much more is possible. Additional testing will be conducted at Sebring late this month.. Engine Bay Heat Control Issues: Some concern has been expressed about certain aspects of the additional heat issues. How much is the exhaust preheating the intake air? How much is the exhaust increasing the temperature of the left rear suspension and how much is the header pre-heating the fuel? From the beginning Roush has been measuring these affects to insure they did not exceed acceptable limits. Appendix C1 is just a small sample of the pages of real time temperature data collected last summer on everything from how hot the firewall gets to the temperature of the fuel inside the fuel cell. This sample of data was taken on an 85F day without any header wrap, heat coating or additional insulation on the air inlet hose. Temperature sensitive tape was also used on suspension components, the firewall, fuel hoses and even the shoulder harness mounting brackets. In an effort to further document certain aspects of these heat management issues additional testing has been recently conducted. Efforts centered around documenting the improvements of two proposed body modifications. SCCA Enterprises proposed opening up the rear body behind the engine to improve air flow. Also a low scoop over the left rear area of the body was developed to reduce the effects of exhaust heat. Appendix C2, C3 document both proposals. CSR’s Mick Robinson and Bob Swenson were enlisted to perform the tests. Two tests were conducted; One at Holtville, California and one at Roebling Road, Georgia. The results are summarized in Appendix C4 and C5. Opening up the rear body worked dropped overall temperatures 10-15 degrees. This had little affect on the air intake temperature. Adding one of the two left side scoops reduced these temperatures a maximum 4 additional degrees. It is interesting to note that the left rear suspension is only 10-15 degrees hotter than the right suspension. This is consistent with earlier findings. My recommendation is to allow the scoop and rear body cut out. The actual improvements are small but notable. It is also possible that the temperatures of some other specific area may enjoy greater heat reduction not measured in our tests. If nothing else, the scoop and cut out above the exhaust will limit any body work scorching that might result from the close proximity to the exhaust pipe. I see no reason to allow wrapping of the exhaust pipe since its benefit is more than offset by its cost and durability (See Holtville Test Results). With respect to the rear body cutout, I like the straight across tube for reinforcement over some of the other proposals. I see less potential for the body panels to remain in contact with the tires after some close racing with the straight tube. It is likely any contact will damage the tubes attachment to the fiberglass and not hold the side panels against the tires. The upside down “V” configuration will bend and hold the body that way. I would recommend adding two safety cables to the reinforcing tube to prevent it from getting loose after contact though. It looks too much like a javelin to me. A final safety and heat management improvement would be to allow fire sleeve to be added to all the fuel and vent hoses. It protects them from heat, fire and accidental damage. It also helps prevent hot fuel bubbles from shutting the roll over valve during re-fueling. Engine Mounts: Three of the four engine mounts have been redesigned. Early versions of these were shown at the CSR meeting last month. Two sets have undergone successful tests and two more sets have or will be installed in other chassis. Minor changes have been included since these mounts were first proposed. First to accomplish the new 7 3/4 to 7 7/8 rear face of block to frame dimension the cross car location of the mounts has been modified. The transmission mount holes have been slotted to accommodate side to side adjustment. The welded on portion of the new right mount is supplied without holes. These are added during installation to adjust far the larger than expected chassis variation. In every case the redesigned mounts are stronger than their predecessors. To insure quality, each part will be checked on its own master fixture and shipped with the bushing installed for easier assembly. As always, the assembly instructions will be revised to include all we’ve learned about the proper installation. Shifter Issues: As was pointed out during the meeting, the production based Ford transmission has a very light centering spring. This makes definition of the gates vague and hard to distinguish. Adding a mechanical means to more clearly define those gates similar to the Renault reverse lockout may be necessary. Once I have a production feasible concept available, I’ll include it in any upcoming tests. Until then I’ve very little more to report. Electrical Issues: Report from Roush Racing Shifter Testing The test was conducted at the Ford Proving Grounds in Dearborn, Michigan. Despite having no 5th gear lock out mechanism, the down shifting and all the gears seemed well defined. Keeping in mind that many racers have problem distinguishing 5th from 3rd, a new style 5th gear return spring has been designed. The only purpose of this new mechanism is to make 5th gear feel different from the others and help the shift handle return to the 3-4 gate when disengaging 5th. It is fully adjustable allowing everyone to get the feel and assistance they need. This new piece as well as production versions of the new shifter will be tested at Road Atlanta late next month. Engine Mounts Axles Chassis Fuel Pickup and Roll-Over Valve Two solutions have been offered to help keep dirt out of the roll-over valve. The Fenske Fix (guess who invented it?) is to use a standard 35mm film case. A 9/16 inch hole is drilled in the bottom of the case to allow it to be secured to the filler neck bracket with the same nut that holds the roll-over valve in place. Two or three additional ¼ inch holes are added to the side of the plastic case away from the suspension to allow the valve to vent. With the cap in place, dirt is kept away from the valve. To fuel the car, remove the cap and depress the valve just as before. Another solution is pictured in the attached diagram. It involves drilling a small hole in a standard Aeroquip fitting and securing the roll-over valve in place with this fitting. A hose can be added to vent any fuel to the rear of the car. The valve can be depressed for refueling with an awl or pop rivet nail. Just be sure not to leave the depressing tool in place after refueling. It doesn’t take much to unseat the valve and stick it open. Testing Bodywork SCCA ENTERPRISES, INC. I spent most of last week in Boston at the convention. The two Enterprises related topics that came up most often were our financial condition and the compliance fee. Our financial condition is, as you all know, not as bad as it was and not as good as it should be, and the compliance fee was addressed in the attached report I presented at the annual meeting. We had an SRF on display with the revised brackets you saw at the CSR meeting installed, everyone that looked at the car was very impressed. Our display included color enlargements the new sales brochure (which is on the press as I write this and should be available next week), a Yokohama tire display and a video presentation. Thanks are due to Slim and all of his people at Motion Dynamics, they helped us show the Board members, RE’s and others present that the Spec Racer Ford is very much a reality that will boost the class as well as their region’s member and financial growth. Attached is a copy of the latest update, from Roush. We are progressing as planned and will be testing final shifter, bodywork and suspension modifications later this month at Road Atlanta. We are now in a position to announce a production and delivery schedule for new cars and conversion kits. Roush will make the weld on portion of the engine/transmission brackets available to us by March 14th. We will immediately begin retrofitting the 25 frames we have in stock and will begin shipping new cars by March 21st at the latest. Our plan is to work 7 days a week, double shifts if necessary, with a goal of 20 new cars shipped by the end of March. All of the other components coming from Roush will be available to us by mid March, with the exception of those being tested at Rd Atlanta, they will be available within 2-3 weeks of final approval. Those of you with cars and conversion kits on order (for you or your customers) must get the balance paid at least a week prior to shipping. If we do not have full payment for a car we will not complete it and will move to next one on the list, with 50 cars now on order it may take a while before we can get it back in to the production schedule. We will be contacting everyone with a car or kit on order. Those of you running cars with any components that are not as specified and/or supplied by Enterprises risk the disqualification and the loss of your CSR status. I am aware that there are many different versions of the shifter used in the SRF at this time, however, once a new design has been approved and supplied, there will be a short time available for a changeover to be made, after which all cars not running the official shifter will be illegal. Enterprises will not tolerate a CSR running or preparing customer cars that are not 100% legal. A first offense will result in your CSR status being placed on probation far the remaining term of your CSR agreement, a second offense will result in your CSR status being revoked immediately. I am receiving some complaints about the rain performance of the Yokohama tires. I think this may be a deliberate smear campaign, for reasons I do not know, but it is coming mainly from the Southeast, the same area that the “you can run your Bridgestones until July in regional’s” came from. As far as I can tell there has not yet been a wet race on the new tires anywhere in the country. All of the people that have called Enterprises or Yokohama to complain have been using the “someguy” (some guy said) reporting procedure, not one of them had driven on these tires in the rain but some guy told them…… . Yokohama is confident in the ability of these tires to perform safely in the rain, if they were not they would have provided another tire for the Spec Racer or developed one. If you are using the full tread unshaved tire as a rain tire, the tire must be scrubbed to eliminate the grid pattern prior to using it in the rain, otherwise you will not have a full width contact patch. Yokohama does not have a tire to designate a rain tire for the Spec Racer and they do not plan to develop one. However, Yokohama is more than willing to address any concerns or complaints that are fully documented. If you do have a complaint please send it to me along with full documentation of what happened, where, the circumstances leading up to , any witnesses and why you think it happened and I will forward it to Yokohama and Club Racing. If there is a problem, corrective measures will be taken. Some of you have called and voiced concern about PSRG not being willing to take your company checks. I have been working on an arrangement that will enable CSR’s to purchase tires with a company check. I have offered to guarantee your checks and although the proposal has not received official approval, I am assured it is just a matter of paperwork. As soon as the plan is approved I will let you know. DO NOT BOUNCE ANY CHECKS! The distribution system for tires is almost complete, those of you that are distributors already know and as soon as I have a complete list of distributors I will forward it to all of you. Also attached are the revised decal placement diagram and bodywork dimensions and the Yokohama contingency disbursement. That’s it for this week. If you have
any questions please call. SCCA ENTERPRISES, INC. It’s been some time since my last update, and with all that’s been happening recently this letter is long past overdue. At the convention the one question I was asked repeatedly was regarding the compliance fee and the reasoning behind it. Those of you that have read my reply to a letter in the most recent issue of SportsCar will have a basic concept of the idea. It started several years ago when a survey was sent out to all Spec Racer owners asking them their opinion of how the SR program was being handled and what could be done to improve the class. The main complaint you had was national compliance activity. You felt that the compliance crews coming from Denver were not visiting enough races, and were not consistent in their level of knowledge or their rulings. Shortly before I took over at Enterprises the Spec Racer compliance program was canceled and responsibility passed to Club Racing and their national compliance team. Since that time the SCCA Board of Directors, the SCCA national office and Enterprises have received an increasing number of complaints regarding illegal parts, engines, transmissions, bodywork, etc. This is not in any way a criticism of the Club Racing national compliance crew or the local scrutineers that we all rely on. It is a fact, that with the number of classes that have to be inspected at every event, the Tech Inspectors do not have the time required to look for all of the "special improvements" that resourceful SR owners are making. Enterprises and Club Racing had been working on the Spec Racer compliance program for over a year before the untimely death of Dick Martin. Although many different programs were looked at, one consistent thread was the opinion of everyone that the people most familiar with the car should be responsible for the overall direction and supervision of the program. For that reason Dave Liddle was placed in charge of Spec Racer compliance for Regional, National and Pro events. Dave has been the Engine department Manager at Enterprises for almost 5 years, and is the person most familiar with the drivetrain of the Spec Racer, the area that most of the cheating complaints have been directed to. In 1993 Dave visited 6 events and caught 15 Spec Racer owners who were using illegal engines. In 1994 Dave will visit 15-20 Club events plus all the Pro races. We are well aware that we cannot cover the whole country with one person, so, during his travels Dave will be recruiting local Tech Inspectors to join the Spec Racer Compliance Crew. Ultimately we would like to have 2 or 3 of our Inspectors in every Division, working exclusively with Spec Racers and Spec Racer Fords. This program was begun because you asked for it, there will obviously be some teething problems during the first year and we ask for you to provide constructive criticism, in writing, if you have any ideas on how we could improve the program. The SR/SRF is the largest class in the SCCA and provides the Regions with a large portion of their income, we would not do anything to jeopardize Enterprises’ or the Spec Racers relationship with the Regions. It is also the only affordable grass roots spec class that is supposed to highlight driver ability, the compliance program and the fee that supports it is to ensure that you get what you signed up for. The flow of SRF spare parts has not been as good as we would have liked, but we do have an order placed with Roush and as soon as the parts are delivered they will be available to you and your CSR’s. It has come to our attention that there is an increasing supply of counterfeit Spec Racer parts on the market. You need to be aware that we know this is happening and will be actively looking at all areas of the cars that are inspected by the compliance crew. Any car found with counterfeit parts will be declared illegal. Be aware, if you use parts that do not originate from Enterprises you run the risk of installing parts that do not meet our design, quality and durability standards, they may fail or you may get caught cheating. Are the consequences of either worth a few dollars? Those of you that have converted to Ford power, we have just taken delivery of our new ID plates that no longer show the car as a Sports Renault. If you would like one of these new ID plates for your Spec Racer Ford, please call and let us know your chassis number and we will be happy to send you one at no charge. If you have any questions please call. Report from Roush Racing It has been a couple of weeks since my last news letter. The time has been spent preparing two cars for the test at Road Atlanta earlier this week. The results of the testing are provided in this addition as well as the conclusions I’ve drawn from all the data. The intent of this round of testing was to validate the new shifter design and make a number of other component selections. Two different fuel surge boxes in the fuel cell were included, several muffler systems were being evaluated and three different spring rate combinations needed evaluation. To insure we received unbiased in put from the drivers, no one was given any information on what springs or components were being evaluated until after the testing was complete. Springs were color coded for identification and prepared in advanced to insure equal set ups. Drivers Leo Capaldi, Duane Neyer and Sean Sholtis were employed to do the driving. They were instructed to run consistent repeatable laps without risking the cars or themselves. The base set ups with respect to caster, camber and toe were never changed or optimized to any particular driver or driving style. The intent was to evaluate the hardware not run record laps. Every effort was made to make both cars equal in
every way. Besides the spring rates and shifters, the cars differed only in oil
coolers and rear body work. Chassis #616 had the new body cut out and the left side
scoop with the new style oil cooler. Chassis #026 had stock body work and a Renault
cooler mounted in the new side pod location. Drivers identified spring sets by
color. Only after the first days testing were they given information about the
rates. The color code is as follows; The front springs were left stock for the reasons explained in my earlier report. All the shock settings were never changed from the base line set up. Better handling could be obtained with minor shock changes. Springs On the second day, we tried to optimize the ride height for specific spring rates to make the selection easier. The rear ride height for the pink 300 lb/in springs was lowered to 3 1/4 inches and the ride height for the blue 325 lb/in springs was lowered to 3 inches. This improved both set ups. The consensus is that the pink 300 lb/in springs provided the best overall feel. The blue 325 lb/in springs were fast but slightly less stable. For the most part, they all felt the slightly stiffer springs stopped the bottoming and the lower ride height made these springs just as fast as the stock springs from the first day. Duane still liked the 325 lb/in springs but I think we could easily optimize the car for him with the pink springs. Shifter Exhaust Bodywork Fuel Issues Axles Engine Mounts Other SCCA ENTERPRISES, INC. A reminder that per the GCR D.23, chassis (G), after June 1st you must use the Performance Friction brake pads. We are testing a pre-bedded pad at several events this weekend along with steel pistons to replace the phenolic pistons. We have also been experimenting with ducting to the rear brakes and will let you know what we come up with. CSR’s, Enterprises is trying to make a bulk purchase of Star testers and Escort shop manuals. If you want either of these items let Mike know. There will be a rear bodywork modification mandated for the Ford’s in the near future that will be optional for Renault powered cars. Exact location and dimensions will be released with the retrofit kits We are still testing several spring rate combinations, but will probably not have any recommendations for some time. All Ford cars with the “high” oil cooler installation will be provided with a new NACA duct and ductwork to relocate the oil cooler to the new lower position in the sidepod. Anybody that had a new car (Ford) for the Runoffs with one of the non-Renault oil coolers, can call Enterprises and request a replacement new style oil cooler and ductwork. it will be sent out at no charge. Everyone who had an axle break, or had to cut one down to fit, will receive a replacement free of charge. Roush will be replacing the long axles and the manufacturer will be providing replacement short axles. The long axle will be shortened by 10mm for the revised installation. If you have an unmodified long axle you can exchange it for a shortened one through Enterprises at no charge. The initial kits included a plate to relocate the left rear lower control arm away from the transmission. If you have the adjustable LCA’s and welded the plate on as instructed, the new “bent” LCA will not fit. New LCA assemblies are available at no charge if you have this problem. The muffler issue requires more R&D. Fuel surge tanks will be provided in the retrofit kits and factory installed in all new cars. A 5th gear “detent enhancer” will be made available as an option, price and date TBD. And finally, Eric Zinkosky has resigned from Roush. I am sure we all wish him well in his new job and thank him for all of his efforts with the SRF program. Eric’s replacement is a current Roush employee Darryl Almasy, we welcome Darryl and look forward to his participation in the project. That’s it for this week. If you have any
questions please call. SCCA ENTERPRISES, INC. Since my last letter we have been busy addressing the initial problems with the conversion package and getting our production facilities up to speed so that we could deliver all of the Fords we had on order. In the last 15 days of March we finished and shipped 21 new cars and 50 conversion kits. The pace has slowed a little since then, but we are still shipping 3 new cars a week. Right now we are almost current with our new car orders and have conversion kits in stock. I have been asked by a few car owners to clarify exactly when the Ford conversion period begins and ends. The conversion period began 1/1/94 and will end 12/31/96. Effective 1/1/97 you will have to run a Ford in your Spec Racer. During a conference call on 6/14/94, the SCCA, Inc., Board of Directors passed the following motions that relate to both SR and SRF. In all cases following, Roush Ford Spec Racer Installation Instructions shall be abbreviated to “RFSRII”. 1. All Spec Racer Ford owners are now in possession of the final shifter mechanism and engine/transmission mounts. New axle shafts are in stock and available to all SRF owners and the rear bodywork will be covered in a separate motion. The following motion will give SRF owners enough time to install the new parts before they are complianced. All SRF owners have been notified that if they plan to run the Pro series they will have to have the new parts installed for the first race in Des Moines 7/2/94. MOTION: 2. Following extensive testing in different parts of the country we have decided on the following tail section modifications. The reason we are asking that this modification be optional is that our testing indicates that it is not needed in areas of the country that do not have very high temperatures, but is needed in those that do. In all of their testing of the SFR in and around Detroit, Roush did not see any indications that additional venting was necessary. However, when cars started to race in southern California, Arizona and Texas there was an immediate need to provide large amounts of ambient air onto the header and a way to vent heated air from the engine compartment. The following modifications will satisfy that need. There is no performance advantage/disadvantage to this modification. MOTION It is not permitted to complete only one of the modifications. To be effective both modifications must be done. Aerokit, PN F0190000 retail price $95.00: Will be available from Enterprises August 1st, 1994, and will be shipped on a first come basis. If you want to reserve your kit ahead of time, you can call your CSR or Enterprises to place your order. 3. There are no catch tanks built into the design of the Ford conversion and in the opinion of both Ford and Roush none are needed. For that reason we would like to add to the end of 12.25. in the GCR the following. MOTION 4. In order for the EEC (control box) to function correctly it needs a constant power supply. The compliance crews, CSR’s and owners attach a diagnostic computer to the EEC to download performance information. To ensure that information is not lost, a constant power supply is needed. Without it the EEC will delete all stored information and reset to its default, leaving us unable to catch anyone cheating, or CSR’s and owners unable to diagnose any problems if the master switch is turned off for any reason. The RFSRII calls for the EEC to be wired with a constant power supply, and all of the cars (150) built so far have been wired this way. But, they are contravening “12.26. Master Switch” in the GCR. For that reason we would like to add the following between the first and second sentences of 12.26. of the GCR. MOTION 5. In order to reduce expenses at Enterprises and to enable owners to better protect their cars from corrosion. We would like the following modification made to the chassis section in both C4 (SR) and D4 (SRF) in the rule book. MOTION Per the GCR, the motions will be effective when published in SportsCar. Ford has asked us to stress to SRF owners, the need for careful and complete filling and bleeding of the engine cooling system. Failure to do so can result in severe engine damage. Refer to the RFSRII for the correct coolant ratio and fill instructions. Also, if you run your Ford on anything but the recommended fuel you will damage the engine. Ford can determine exactly what causes an engine to fail, and any departure from the recommendations in the RFSRII will be considered negligence by the operator. We have several projects that are close to completion for the Spec Racer, including a muffler that we anticipate being approved by Ford for use at tracks that have reduced sound levels, and our program for the Runoffs this year. As soon as these programs are finalized we will let you know the details. The first Pro race of the series is coming up at Des Moines on July 2nd. I look forward to seeing many of you there for the first of what we plan to be a long and successful series. We have several sponsors who have expressed an interest in the series for next year, and we hope to be able to release the Pro series schedule for 1995 in August. That’s it for now. If you have any questions
please call. SCCA ENTERPRISES, INC. A few items this week will be of interest to all Ford owners as well as CSR’s. During the past week Ford and Roush have been conducting track tests of mufflers and the Renault oil cooler bracket. Although we are still awaiting the final analysis of the data downloaded from the acquisition equipment, the results look to be very positive. The best of the mufflers tested showed a 25db reduction, only a slight reduction in performance and lower exhaust gas temperatures. If all of that sounds too good to be true, that’s what Roush thought, so they are analyzing all of the data very carefully. In fact they have scheduled a second test early next week to confirm their results. The Renault oil cooler bracket worked just fine and did not impede or disturb the air flow to the cooler. However, the back to back tests still show that the new style oil cooler consistently runs with oil temperatures 25 degrees lower than the old Renault cooler. Several of you have had short axles break. It seems that the circumstances under which the break takes place are almost always the same (heavy breaking/acceleration and cornering). Roush have sent several broken axles to the Ford diagnostic and testing lab for detail analysis, and we expect the results this week. In the meantime Roush has emphasized that you must have stock jounce bumpers installed to prevent exceeding the safe limits of suspension travel. If you do break an axle; do NOT attempt to drive the car (off the track or back to the pit), it could cause the inboard joint to weld itself to the gearbox. Due to the additional heat created by the new brake pads we are recommending that when you have new tires mounted you install steel valve stems. Now that we have the hardest part of the Ford conversion program behind us, our Chairman, Dick Torpy has decided to give up the Chairmanship and return to making a living and supporting his family. We all owe Dick an enormous debt of gratitude for his contributions during this important period and are glad that he will be able to continue in his support of the Spec Racers as a member of our Board. A new Chairman will be elected at the next Board meeting. When installing the fuel cell/surge tank you must ensure that the lines are connected correctly and all of the fittings are tight (the fittings should be checked every race weekend). The vent line must be connected to the bottom fitting on the fill plate in order for the vent to perform at 100%. Some of you have mentioned some irregularities or omissions in the SRF installation manual. If you come across anything you would like to see changed, relocated or modified please let us know by faxing the changes to Enterprises, it’s a toll free call. We have the ability to update the books quite quickly. That’s it for this week. If you have any
questions please call. SCCA ENTERPRISES, INC. This memo is to update you on the progress being made with the axle and LCA breakage problem. The short axles have been tested at the Ford Central Laboratory. The tests showed a deficiency in the case hardening procedure used on the axles. Roush has ordered a sample batch of axles with a different case hardening, and will be testing them (destruction, torque and field) over the next few weeks. To try and reduce any inconvenience in the short term I have shipped 6 short axles to every CSR, they will exchange your broken short axles at no charge. We are making every effort to resolve this issue as quickly as possible and will let you know when we have more information. It has been determined that the curved left rear lower control arm was not manufactured to the design print. It was made from the wrong size tube, .083 instead of .100. Replacements are in production at this time and should be available next week. To ensure the new parts are strong enough we are having them made from .120 wall tube for both the arm and the gusset. Until we have the new arms in stock your CSR will replace any cracked or broken arms free of charge. As soon as the new arms are ready we will send one to every SRF owner at no charge, if you have spares or have purchased replacements we will replace them also. Roush along with Ford and their suppliers are working as fast as possible to resolve these issues. We understand the frustration you feel, and thank you for your support. If you have any questions please do not hesitate
to call. SCCA ENTERPRISES, INC. At the recent Board of Directors meeting in Denver the following 5 motions were presented to the Board for approval. Motions 1-4 apply to both SR & SRF, motion 5 relates to SRF only. All 5 were passed and will be printed in the next issue of SportsCar. 1. Upper control arms: 2. Rain lights: Installation: 3. At track crash damage: As a
follow up to the letter to Mr Joseph Schlosser, COA Ref No: 94-021-NE., in the August 1994
issue of SportsCar. SCCA Enterprises requested the following changes to 12.1 .5.C.5.b and
12.1 .5.D.5.b. 4. Brake bias adjuster: 5. Mufflers for Spec Racer
Fords: All of the components listed are currently being manufactured and should be available the week of September 19th. If you have any questions please contact either your CSR or Enterprises. Enclosed is a copy of Enterprises’ contingency package for the 1994 Valvoline Runoffs. As you will see we have put together a package that by far exceeds anything we have done before. Four years ago there was no Enterprises’ contingency program at the Runoffs and in the last 3 years we have gone from $9,000 to $17,000. This year’s program is made possible by the Dearborn Engine and Fuel Tank Plant (where all of the SRF engines are made) which provided 2 new engines. Ford SVO provided a new transmission and all of the Ford components in the conversion kit, Roush provided all of their components in the conversion kit and Yokohama gave us a set of tires. We are currently working on contingency programs with several companies who are interested in both club and pro series for next year. That’s about all for now. The final Pro race of the season is at the Ford Grand Prix of Dallas this weekend followed by the Runoffs at Mid Ohio in a few weeks. I look forward to seeing many of you at these prestigious events and wish you luck if you are participating. As usual if you have any questions or comments please do not hesitate to call. Sincerely;
SCCA ENTERPRISES, INC. As usual after the Runoffs it takes a while to get everything back to normal, and before you know it Christmas is upon us. This year’s Runoffs was a great success for the Spec Racers, with the only real problem being the schedule. Club Racing assured us that they would correct the problem for next year. I have seen next year’s schedule and they have indeed split the groups with enough time between SR and SRF for those running both classes. There still appears to be some confusion as to the exact length of the conversion period, and the possibility of running Renault powered cars in regional events once the conversion period is over. I hope the following helps to clarify the program for everyone: When it became apparent that Renault engine parts were becoming increasingly difficult to come by, a search was undertaken to locate an appropriate manufacturer to replace Renault. That search was concluded when Ford and Roush were persuaded to enter into a 10-year agreement assuring the long-term stability of SCCA’s largest class, and when they also agreed to support the class with promotion and sponsorship. The changeover was originally slated to begin in 1993 and to extend over a period of three years in order to allow everyone the maximum time and flexibility as well as to permit everyone to wring the maximum potential use out of their Renault components. Because of delays in testing and the development of some pieces, the deadline for the changeover was extended by one full year, to 1/1 /97. As part of their regular review of this ongoing program, the Board of Directors revisited the subject during their December meeting and unanimously agreed that the deadline for the conversion of 1/1/97 would remain. There were a number of factors which entered into that reaffirmation: (1) having already extended the conversion period, they felt that more than adequate consideration had been given to the owners to make the changeover, (2) our contractual agreement with Ford and Roush commits us to the changeover of the entire class and any shortfall from this number entails substantial financial penalties and, (3) perhaps most importantly, our product liability insurance policy provides coverage for cars built to Enterprises specifications. Any car modified from the original specifications would not be considered a “Spec Racer” any more. After 1/1/97 a Renault powered Spec Racer will no longer be considered as built to Enterprises specifications. At the December 2-3, 1994, SCCA, Inc., Board of Directors meeting the following motions were passed. They do not become effective until published in SportsCar. SPEC RACER FORD: MOTION (LOWE/HYLTON) The BoD restates effective 1/1/97 the Ford engine and transaxle shall be the only permitted power plant. Renault powered Spec Racers will no longer be eligible to participate in SCCA events, including Regional, Restricted Regional, National, Solo or any other form of event. PASSED. Note: This was approved by Spec Racer owners’ vote in late 1992. RACE SANCTIONS FOR SPEC RACER: MOTION (HYLTONICLARK) The BOD instructs the Club Racing Department NOT to approve any sanction request that includes “Club” Spec Racers (i.e. non Homologated Spec Racers) effective upon publication and NOT to approve any events after 1/1/97 that include Spec Racer Renault’s. PASSED. The BOD feels that because of product liability insurance, the contract with Ford and Roush, and the previous survey of Spec Racer owners, that the above two motions needed to be made. These motions reconfirm the Board of Directors’ original intent to: 1) not allow any Renault powered Spec Racers to compete in SCCA events after 1/1/97, and 2) not allow any events to be sanctioned that include any Club Spec Racer or any other deviation from the Spec Racer classes listed in the GCR as of publication to the membership The following two motions that refer to the SR/SRF were also passed. SPEC RACER PARTS: (LOWE/BINKS) Compliance teams and/or the Chief Steward may exchange any part on SR and SRF with a like part for compliance checks and purposes. PASSED. SR/SRF MOTION: (LOWE/EANDI) To add the following to the GCR. PASSED. Section 12.1 .5.D.6.a.: All rubber oil lines may be replaced with braided metal covered (Aeroquip type/size 8) lines that utilize Aeroquip type/size 8AN fillings. Section 12.1.5.D.12: All rubber fuel lines may be replaced with braided metal covered (Aeroquip type/size 6) lines that utilize Aeroquip type/size 6AN fillings. Replacement lines shall be attached with no modifications. Accordingly, for 1995 through 12/31/96, these two classes remain the only two Spec Racer versions which can compete in SCCA sanctioned events and no modifications can be permitted beyond these two specifications. I hope this is helpful to all of you in understanding how the conversion is to take place and the reasoning that went into it. As of this writing, nearly 200 Spec Racer Fords are in circulation and so we are generally on-track to accomplish the changeover within the required time frame. However, you would be well advised not to wait until the last minute because both Ford and Roush are only able to produce at a certain rate in order to maintain their quality standards. While we have been generally successful in turning around orders and keeping our backlog short, we can’t guarantee this in the future if you all decide to convert at once I The Board of Directors also made the following statement regarding the SMART Racer: “The Board is aware of representations being made by various parties regarding the potential future National Class and/or Spec Racer status for the so called “SMART Racer” or “World Sports Racer”. The Board wishes to state to membership and all interested parties that it has no present plans for either of these possibilities. No application therefor has been made and that there is no interest by the Board or Competition Board in creating new National classes. As a practical matter, the earliest any new class could achieve National status would be the 1997 competition year but remember that National class status is not automatic regardless of participation numbers and that it is created at the sole discretion of the Board of Directors.” Beginning December first, 1994, SCCA Enterprises, Roush Industries, Ford and Ford SVO combined their efforts to establish a repair program for the Spec Racer Ford 1.9 engine. The purpose of the program is to address and repair the occasional minor engine problem. The intent of this program is not to perform complete engine rebuilds; no machining operations will be undertaken. Parts will be replaced as necessary, the engine dyno’d to confirm correct operation and horsepower output and then resealed. No engine will be considered for repair if it has been determined that the seals have, in any way, been tampered with. Engines overheated, run low on oil, abused or otherwise improperly maintained, also will not be eligible for repair. Roush Industries will be performing the actual work, however, in order to begin the repair process first contact Dave Liddle at SCCA Enterprises to obtain an engine repair information form. Repair price quotes will only be available after receipt and inspection of the engine by Roush. All repairs will be priced on a case by case basis; parts, labor and a dyno charge, as well as shipping costs combined. All of us involved with Spec Racer Ford hope that you never need to use this program, but it will now be in place, should the situation arise. A reminder, it is mandatory for ALL Spec Racers (SR & SRF) to have the upper control arm straps installed, and the rain light modification completed by 1/1/95. That’s about all for now. Everyone at Enterprises would like to wish you, your families and your loved ones a happy and safe holiday season. Sincerely; 1994 Spec Racer Ford Pro Series Results From SportsCar - “Pro Racing Update” “After qualifying, I talked to Tenney,” Scharf said. “We both decided not to fight it out early on.” But seven laps into the race the inevitable duel broke out, as Scharf (Team Duke/Valvoline/Midwest), managed to slip by Tenney. He then held him off until lap 13, when he brushed a tire wall on Turn Five, allowing Tenney to regain the lead. “With everybody using the same motor, any mistake is costly,” Scharf said. “There was no room for error today.” “I got a good run at Keith,” Tenney said of his pass to re-take the lead. “He got just a little off line and was able to take advantage.” After retaking the lead, Tenney was there for good despite four full course yellows. “We’d set up the car so it would be fast through the corners,” Tenney said. “Knowing this was a long and bumpy race, I held back at about 85 percent through the first half, trying to save the car’s tires and brakes.” The Spec Racer Pro schedule was tight, with practice, qualifying, and racing all in one day, and the course was very busy, as a field of 31 identical Spec Racer Fords scrambled to get it all done. “This is probably the most intense day for the crew we’ve ever experienced, having everything in one day,” third-place finisher Jon Mirachi said. Mirachi, driving the Racers Edge-sponsored SRF, qualified fourth but grabbed third place on the race’s first lap and never relinquished the position despite several charges by third-place qualifier Howard Libengood (Racers Edge) and fifth-place qualifier Adam Wright (Dublin Dental Associates). Libengood ran in fourth-place for 19 laps before falling back with a flat tire, ending his day in 23rd place. Wright dropped to eighth-place on the opening lap but steadily climbed his way back up through the field, gaining his race-finish fourth-place position on lap 20.
From SportsCar - “Pro Racing Update” Warren Stilwell qualified on the pole and out-dueled tough competition to win the second round of the new SCCA Spec Racer Pro series at Watkins Glen International Raceway. Stilwell had trouble early in the race, failing behind Keith Scharf into fourth-place, but managed to reacquire the lead on lap four and held on for the rest of the 15-lap contest for Ford-powered Spec Racers. Stilwell now leads Scharf by two points in the battle for the drivers championship. “With the series only five races long, it’s very important to finish near the front every time,” Stilwell said. "In Des Moines we finished fourth, so obviously this win is very rewarding." The battle for second place was fierce, with the ownership changing hands four times. At the checkered flag, Sean Sholtis ended up second. “I had some problems figuring out a couple of corners,” said Sholtis, who started the race in second place. “I thought that would allow Keith Scharf to pass me at the end of the race, but I managed to hold him off.” Keith Scharf not only fought Stilwell and Sholtis but late-race engine problems as well. Scharf was in second place with one lap to go but was unable to hang on, finishing third. “Watkins Glen is a very beautiful track-but also very demanding,” said Scharf. “I can understand why they used to run the Formula 1 races here…I’m happy to come here on my first effort and place so well.”
From SportsCar - “Pro Racing Update”
Stilwell was truly the class of the field all weekend, qualifying on the pole and leading every lap in spite of a great challenge mounted by second-place finisher Bob Boudinot. Boudinot tried everything in his bag of tricks to get by Stilwell, but to no avail. Boudinot was closely followed by Neil Tilbor, who stuffed the nose of his SRF racer practically up the tail pipe of Boudinot’s car. At times, race spectators were probably sure they were watching a single car with a four-digit number! But Boudinot held his position to finish second, although Tilbor made him work every turn of the 20-lap contest. Action was fast and furious right from the start. As the pack rounded Turn 10 onto the Mosport front straight Adam Wright and Leo Capaldi provided the race’s first harrowing moment, as Capaldi’s car tried to mount the back end of Wright’s machine when they exited onto the straight. The two were quickly sorted out and the only real casualty of the mishap was the AMB scoring transponder that went skidding across the front straight. By mid-point of the race, the fight for second had spectators on their feet all around the course as Boudinot and Tilbor battled for position. Just a little farther back, Chris Funk, Keith Scharf, Adam Wright and Howie Libengood duked it out for fourth. Funk pulled off the move of the race as he went wide to the left of the speedbumps exiting Turn 10 and into the front of the four-car pack to get the better of Scharf for fourth place at the checker. Wright settled for sixth while Libengood took seventh. Capaldi survived his first-lap skirmish with Wright to take the number eight spot and Jeffrey Mitchell and Robert Mumm rounded out the top 10.
From SportsCar - “Pro Racing Update”
The action behind him was as hot as the ninety degree temperature (made even worse by humidity that seemed almost as high). Everyone, it seemed, wanted to be in that number two spot. According to T&S records, five different drivers held the second slot and that doesn’t come close to reflecting the number of position changes each lap. The first two challengers for runner-up were Keith Scharf (Team Duke/Valvoline/Midwest SR/Spec Racer) and Jon Mirachi (Racer's Edge/Spec Racer). They battled for the first couple of laps while a train formed behind them. Bob Boudinot (Computer Discount/Spec Racer) and Neil Tilbor (Pro Spec Racer/Spec Racer) were the next set of challengers, followed almost immediately by Chris Funk (Pro Spec Racer/Spec Racer) and Adam Wright (Dublin Dental Associates/Spec Racer). By lap five Tilbor had worked his way to the number two spot, but he had nary a chance to breathe because his mirrors were way full of Mid-Ohio driving instructor Adam Wright. Wright took the position away on lap 12 only to lose it a couple of laps later at Turn Seven, when Chris Funk nailed him from behind and spun them both out. Tilbor took over again while David Underwood (Underwood Racing/Spec Racer) and Dana Webster (Teletrack Inc./Spec Racer) forged their way up through the pack. The battle between Tilbor and Underwood will go into the books as probably the closest Spec Racer Ford finish for position ever. On the last lap the two came out from under the bridge and down the long Road Atlanta hill side by side. They headed into Turn 12 still just a hair apart. Tilbor, on the inside, nudged ahead by just a nose, with the margin over Underwood just two-tenths of a second at the flag. “Wow, what a race,” said Tilbor. “There was so much stuff on the track from the earlier races; all of the oil and rubber made it slippery. It took all of my concentration keeping David [Underwood] behind me. It was really a dog fight to the finish.” Underwood appeared surprised as he was flagged into victory circle. “I knew I was battling for position but I had no idea it was for second and third. I had no crew here except for my wife and my young son. I started 15th and just worked my way up.”
Dallas Grand Prix - September, 1994
Miscellany from 1994 |
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| Rev. 4/24/98 | ||
| Feedback | ||
| I welcome your comments or ideas on this
information. Feel free to drop me a line via “Comments for the
Bro’s”. Barry |
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Finally, I
have included a copy of the cover of next months SportsCar. The photo shows a
cutaway style detail of the Ford installation. Inside the magazine is this
year’s race car buyers guide that lists all of the CSR’s individually. In
a later issue there will be a multi-page, step by step article on how to convert a Spec
Racer. Thanks to Rich Dahl at Eurosport for all of his assistance with the cover
photo and the article. 
“We had a great run,” said Stilwell.
“The car ran great on the fast stuff. I just pretended like every lap was
qualifying and tried to crank out a perfect lap each time.”
“I was
out there running by myself,” said Stilwell. “It was so hot out today that I had
a hard time keeping my concentration. About halfway I had to remind myself to pay
attention!”