Monthly Archives: August 2009

August Update

Lots to tell in the past two months since the last motor from the Stohr went kerblammo. Here’s the skinny:


Hey, so believe it or not, this car actually runs races. Even better, it’s finished every race it’s started, through some luck of the engine failure scene. Mid-America and a HPR R/R since the last update:

HPR Test Day

Paul Leonard and I headed out to HPR to run some laps together for fun. I was shaking down my new single-pass oil cooler and lines etc, as well as seeing if the new engine was going to
hold up. We took lots of videos for fun.


So it’s been a run lately with engines, oiling, and such. Here’s the skinny on that:

New Motors Acquired

After a Heeeeyooooooge pain in the ass, I finally have two replacement eBay stock motors. Both are sub-1000 mile 08 GSX-R stockers. Both came from “SHY Motosports”, which as an eBay store, and they treated me to the WORST customer service experience I’ve had in 30 years. Even a month later, I remain boggled by the horrible performance of these people. Perhaps my situation was an exception, since they have lots of positive eBay feedback, but I remain boggled by their incompetence and general disregard for me. The whole thing probably took fifty phone calls over four weeks to finally resolve correctly. They did, in the end, make it all right, and both engines were crated well and delivered as described. Still, they won’t get any more business from me.

New Motors Tested

The first motor I had shipped straight to me. I installed it in the car over a few easy afternoons.

More importantly, I installed this new engine with a brand new Setrab 650 oil cooler (standard single-pass), all new fittings, and all new line. The net result is about +10psi in pressure compared to the old engine arrangement. The dips shown under braking on the datalogs are not only far less in magnitude (perhaps 25psi), but far shorter in duration. Pressure is now above 30psi at all times, and always higher while under throttle. So, something big is different, and better.

So, still noticable, but way less bad than before.

BRD Dry Sump Tested

I’ve been working with Jesse Brittsan of Brittsan Racing Developments to make a dry sump system for the Suzuki. More accurately, I’ve provided like 5 small ideas while he did all the work.

End result is that I have his new dry sump pan installed on the car. It has a whizzy design with the scavenge pump integrated into the pan, and runs off of the factory oil pump drive gear. Very cool. So, no extra external lines, no water pump necessary, so it’s a very easy install. I bolted up the pan in a few minutes, then spent the rest of the evening getting all the new -12 and -10 lines made. I re-used my 3-pass cooler (sent to Pacific Oil Coolers for cleaning, of course), so I now have 100% separate wet- and dry-sump configurations if I need them.

For an oil tank, I used the Peterson Flower Pot style tank, about 10″ around and 10″ high. This is the same (more or less) tank that West Race Cars uses on their dry-sumped Kawasakis, and since I have the West oil cooler duct, I had a good spot to mount the tank in the exact same spot as West did, using the same bracket and tank mount. Pictures of the installation and images of pressure drop comparisons are below.

Results with the system are *great*. Steady-state pressure is good, scavenge is good, weight gain was only 15#. See the datalogs below for the comparison of the wet versus dry sump system pressures, and of the pressure drops (or lack thereof!) in the corners with the new system:

Dry, with a chance of Oil Pressure

Just a week after my race at Mid America, it was time to return to High Plains Raceway to continue the regional summer series. It was somewhat of a return to normalcy, with a lot of the familiar faces back in the saddle, with me, Paul, and Rob Adams (Radical CSR) coming to play. A pleasant new surprise was Gary Stevens in his newly acquired ex-Chris Farrell WF-1, getting acquainted with his new ride. Also good fun was Richard Cottrill exchanging the spanner for a helmet, and taking some laps in the Rilltech shop Speads F1000. Newly painted and freshly rebuilt, the car looked absolutely tremendous. Also present was Mark Felsen in his Pro Mazda, which made fun chasing as well.

For my part, the weekend was about verifying the performance of the new BRD dry sump system that I had thrashed to install in the week between MAM and HPR.


We arrived Friday to run some laps at speed and see how it was going to perform at HPR. I had briefly shook down the system at the IMI kart track on Wednesday to basically verify installation, but that had come to a premature end when my sleep-deprived brain forgot to put the buttons on the left side of the body, causing it to come adrift and partially bend the rear body support. Oops.

Fortunately, Friday had way less drama, as the car pretty much seemed to operate without any issue. The only slight worry was that cold pressures were extremely high with the 20-50 oil, which I was running for comparative sake. Earlier in the year, I had run 20-50 in an attempt to try and band-aid the low oil pressures at HPR, so I thought I’d run the 20-50 with the dry sump as well, in an effort to make sure I had good comparative numbers. In short, it bumps pressures about 10psi over 10w-40 at normal temp, but you see quite a bit higher pressure when cold.

So, armed with confidence from Friday, we charged forward into Saturday.


Saturday was a fairly simple day, if memory serves correctly. With a small field of DSR, I did my usual routine of running brief practice and qualifying sessions, qualifying on pole with a new personal best 1:44.2 lap, linked above as Saturday’s fast lap. Gradually I keep getting this car more and more sorted out, feeling better and better.

The race would see me on pole, Rob next to me, and Paul, Gary, and Dwight Rider in his FC very closely matched behind us. We came up to the green flag assembled as usual, and I was caught totally napping by a VERY early green flag. That let Rob get a great jump on me, and it balked Dwight behind me badly enough that Paul was able to jump him and pull up into third spot behind me. I chased Rob around for the first lap, then got a nice run on him down the highway straight, outbraked him into T4, and began to pull out a lead. I pulled out several seconds’ worth of lead, and Rob faded away. I crossed the line well clear, and took another DSR win.

However, oddity of oddities, I began hearing an odd tickticktick sound around lap 11 or so. Turns out the chain had almost completely disassembled itself. All the o-rings were gone, and it had gone completely slack, and was flopping around the engine bay. After some drama with finding matching sprockets and chain, I replaced my chain and the rear
sprocket. As it turns out, I should have replaced the front too. Oddly, Paul experienced the same failure, grinding to a halt about 2 laps from the end, having completely rounded
off his rear sprocket. We both scrambled, but the cars ready to for Sunday.

As for the dry sump, pressures remained happily in the 50’s for the entire race, with temperatures in the low 230 range. Of particular note was that I was able to close off the
oil cooler inlet duct about 0.5″, as the dry sump system evidently runs cooler than does the dry sump. However, looks at the data showed dips coming out of the prarie corkscrew,
indicating that there was not quite enough good quality oil in the system. I added a tiny bit (1/4 of a quart), but that ultimately made no difference for Sunday.


Saturday had been a brutally long day for the corner workers, so very understandably, a good portion of them bailed for Sunday, leaving us too shorthanded to run the full course. So, they cut off the “North Loop” of the track, and we ran just the “West Loop” at HPR for the first time.

As with Saturday, since I had the field pretty well covered, I ran my usual routine of brief practice and qualy sessions in an effort to save the tires somewhat for the race. Again,
I qualified on pole with a 1:21.xx time, video linked above. Since Rob had gone home, Dwight was next to me in the FC, with Paul and Gary behind. This time, I wasn’t sleeping at the green flag, and pulled out to a large lead. The race was still only 14 laps, despite the shortened 1.5 mile track distance, so the race went VERY quickly. However, as I’d experienced at MAM, the car once again went badly off towards understeer, with the LF tire really giving up the ghost a few laps from the end. So the end of the race actually ended up a bit interesting, with Paul
breathing down my neck relatively hard, as my pace slowed several seconds a lap for the last few laps. However, it ended as it began, with me crossing the line first, and setting a new DSR record with the new configuration, 1:22.647.

Moving On…

The HPR N/N is in two weeks, and at this point, I am concerned about the car being able to last a full race, both in terms of the chain staying tensioned, and being able to keep the front
tires under it. There has to be some reason for that bad LF tire behavior – setup, driving, or both. On the engine side of the house, the dry sump system is performing very admirably,
with good steady pressure, and low temperatures. The only quibbles I’d throw are those brief dips visible on some of the laps, which may point to needing a different pickup from the scavenge, or simply a bit more oil in the tank. Getting another 5-10 psi out of the system would be good as well, so we’ll continue to monitor the oil system in that regard.

Stohrific Weekend

So it’s only something like two months later as I write this, but it still seems worthwhile to recount some of the details from my MAM trip this August!

This was the first real race weekend after installing a new eBay engine into the Stohr, following July’s engine expiration at the July N/N. The only test days on this were some laps run with Paul Leonard out at HPR, which showed promising improvements to what had previously been really bad oil pressure dips.

The trip out was discouragingly eventful, mirroring more than a little bit the Clockwork article I wrote for our local region newsletter. Not cool! A flat trailer tire on the way provided a bit of excitement for us, but other than that, things weren’t so bad.

On the way, I received an e-mail from a fellow by the name of John Hardy, who was interested in coming up to chat a bit about the car. I was thinking “who does this guy think I am??”, turns out, he’s a pilot with easy access to short-term flights! John turned out to be one heckuva nice guy, and it added a great dimension to the weekend to have him around the paddock. Can’t wait to see you in DSR John!

We arrived late afternoon on Thursday, planning on getting a nice paddock spot early, as we’d been warned by Deane Todd. We set up near the northwest corner of the paved paddock area, which looks like it’s been through some sort of Allied carpetbombing…really, really bad. The one key, we were told, is to not park where there’s grass, since that’s where the puddles are when it rains. Turns out that was useful advice!

The plan had originally been to paddock with Deane Todd (LeGrande DSR) and John Stecher (Stohr F1000), but Deane elected to paddock further to the east. John arrived late Friday with the Shagvan, and we set up paddock together. Great fun to BS with not only a fellow racer, but computer nerd, so we had all sorts of crud to talk about. Later, Dad and John Hardy started sharing aviation stories, so everybody had somebody to reminisce with.


I ran a full practice day on Friday. My primary goal was to try and familiarize myself with the track, secondarily to make sure the car was going to keep its oil both cool and pressurized. Fortunately, it did both of those. When I checked laptimes in Colorado before leaving, it looked like the DSR record might be open for the taking, so that was my second goal of the weekend – to see if I could add my name to that list.

I ran the day on a set of R250 Goodyears that I’d had on the car whilst lapping with Paul the week before, so I knew there’d be a bit more time in the car once I put some 160’s on for Saturday and Sunday. Observations of the track itself: Turns 1-4 are great fun, and are a good challenge. The rest of the track is pretty straightforward – a few 180’s, one left, one right, then two chicanes, and back onto the straight you go. So, the track isn’t terribly technical, but it’s still up to the driver to be on the limit of the tires all the time. The other major observation is that it is B-U-M-P-Y! Holy cow. I was getting rattled around the inside of the cockpit like you wouldn’t believe – the video (Sat Qualy, Sun Race, at right) gives some indication of just how bumpy it is, especially in the T1 braking zone, but in lots of spots for most of the track. Noteworthy too is the fact that there is a large crown and seam in the middle of the track, over which the car wants to dart just a bit when you cross it.

As for the car: Holy Cow! Coming from 5000′ elevation to maybe 1000′ or so, the first time I went WOT on the throttle, I thought the world had ended! Picking up an additional 20% horsepower was quite an experience! Writing this after the fact, I know that a week later at HPR, it took me quite a bit to get used to the reduced power again, I kept thinking perhaps something had gone awry with the eBay engine. But no, great power, and the additional downforce/grip from the thicker air was great too. With 15/48 gearing, I was just about out of revs at an indicated 138mph at the end of the front straight at MAM. What fun!

Friday ended with no major dramas, other than that I could hear the car bottoming a bit on the bumps. Initial inspection showed that it didn’t seem to be bottoming too badly, which turned out to be incorrect.


Saturday’s regional was a bit of a mixed-weather affair. Practice/qualifying was mostly dry, though towards the end it began to drizzle just a bit. The first time I’ve experiencd rain in the Stohr. Boy was it miserable in the wet. Maybe something to do with the track or my driving, but yeeee-iiikes. Also true was that for our practice/qualy, as with every other session we had that weekend, the track was a disaster from the SM field running before us – huge clumps and swaths of mud everywhere from cars cutting apexes and spinning off track.

The track was drying for our qualy session, and I ran my best lap of the weekend at a 1:29.4, on the 160’s when they were at their freshest. I was really happy, since that meant only one good lap during the race would net me the DSR lap record of 1:30.4. Stecher in his F1000 was learning the track, finally having broken through his “I only get two laps when I come here” barrier. He uncorked a lap good enough for second place, so we would start beside eachother 1-2, which was exactly what we were hoping for. Based on some rough lap analysis, we figured we’d be really close on laptimes, and able to have some fun racing eachother. So far, so good!

I came in a bit early to save the tires, after having set a good lap, and checked over the car, everything looked good for the race. Finally, a weekend where everything’s going like it ought to!

The race start was a really fun one. John and I came up to the green side-by-side, and both got outstanding jumps at the green. I couldn’t believe my eyes as I watched him slooooowly walk away from me, perhaps due to a combination of lighter weight, and having 1 more tooth on his rear sprocket. Bastard! I followed him into T1, and spent the next few laps trying to find a way by. After a few laps, he went a bit wide into T3, found some understeer, and I snuck down underneath and by. Absolutely glued to my rear end was a fellow in an FE, who snuck by John as he again couldn’t get the car turned in T5. The next several laps remaind this way with me 1st, FE 2nd, John 3rd, and a light drizzle picked up. Whereas I had made a small gap after passing John, the rain affected John and I quite badly, and didn’t seem to have nearly the effect on the FE. We dropped from :30-:31 range into the :34 range he was doing, and the 3 of us closed up as it rained, but always I was able to out-horsepower
the FE down the straightaway.

About half-distance in, John’s front wing came loose, explaining the understeer issues, and he rocketed off the outside of T9, and continued into the pits, retiring early. After that, the drizzle finally left for good, and I was able to put some good distance on the FE that had been valiantly hounding me. The only issue of the race was that the bottoming I’d heard on Friday turned into the small “closeoff panel” on the underside of the 1st-gen splitter being ground away, and it finally came loose near the end of the race. Lesson learned. Other than that, I cruised to the finish and took the win, and set a new DSR track record! Mission accomplished for me, what a great first day!

With the help of the Johns, and my dutiful parents/crew, We quickly riveted on the spare “closeout panel” on the underside of the splitter, put it back on the car, gave it a quick checkover, and we were ready for Sunday. I raised the car about 3/8″ up front to prevent repeating the previous day’s rubbing, and called it good. Oil pressure data showed the usual dips from earlier in the year, but as with the previous week at HPR, only into the 30’s, versus the 10’s and teens with the previous lines/cooler/pump setup.

Finally this is starting to feel more like a race weekend ought to feel!



Lots of it.

Saturday night, the rain began. When we came back to the track on Sunday morning, paddock was a sodden mess, with some people returning to find a foot of water in their paddock spots. Everywhere, people were scrambling to try and move their things, dry out their cars, and generally frantically moving about to try and do what they could. Once again, this hearkened back to the Clockwork article, which the weekend was starting to follow a little bit too closely for comfort!

Stecher and I were in pretty good shape, me having secured our high-ground spot on Thursday. Our cars were slightly damp, but remained in good shape under his awning. Boy did that make the weekend nicer!

Sunday continued off-and-on with periods of rain, and being one of the last groups, we kept checking the weather hoping that the last bit of weather would pass us so we could have a dry race.

John had exacted some repairs to his front wing, and was looking in pretty good shape. We’d done a bit of chatting and realized that perhaps some of his understeer issues might relate to the setup of the rear of his car, where he was using the lower of two available motion ratios on the Stohr bellcranks. We’ll know for sure next year. For my part, I was feeling good. The car’s 1000/1250 setup was working pretty well, as the car felt neutral though controllable.

Sunday qualifying was brief for me. The track was dry, though dirty. I ran enough laps to get another :30 lap in, figured that’d be good enough for pole, and came in. Stecher verified that his wing repairs were going to hold. He ended up qualifying fourth, with the fast FE from Saturday next to me, and an FC just nipping him for third. The race start was a fun one. At the green, I left the FE quickly, making a gap for John to sneak through, and we went into T1 first and second. However, John went off track going into T5, and most of the field streamed by as he struggled to get back on the track. That was essentially the end of the race for me, as I quickly gapped the FE on a dry track, and cruised around to win DSR. About halfway through the list, Matt Miller came by in his Panoz MZR and just about pulled my nosecone off as he rocketed by on the straightaway. I hung with him through T1/2/3 complex, and was even a bit quicker there, but he left me for dead after T3, and he quickly disappeared in the distance. We chatted briefly in impound after the race – nice guy. Nice to meet you, Matt.

So, my first national race was a bit of a boring one, but a win nonetheless. I hummed music to myself the rest of the race and ran a nice 32.5-33.5 pace the rest of the race, and finished
about 6 seconds clear of John in 3rd, who set and reset his own new FB record. Deane slowed and retired very early on, and had left by the time the race was over, so I didn’t get a chance to talk to him on the way out. I did notice that towards the end of the race, the car went off towards understeer quite badly, a trend that has continued for the next few races, meaning that likely I still have some setup issues to sort through. From the start, the car hadn’t been as good as Saturday, perhaps owing to the tires being one race older,
and also perhaps the reduced rake/raised front height in an effort to keep the car off the ground. post-race inspection showed that the LF tire was well and truly toast, having not even the wear indicators left to show how much rubber was left. Got my money’s worth out of those babies!

I did manage to record Sunday’s entire race, but it’s not much fun to watch, aside from a few lapped cars here and there. You can see just how fast tht Panoz is as it goes by as well.

Moving On…

So, finally a successful, mostly clockwork weekend. About the only oddity was that the chain started to loosen up during the last race, which unfortunately, was a harbinger of things to come…

VIDEO: Saturday Qualifying ( 59MB )

VIDEO: Sunday Race Qualifying ( 233MB )

John Stecher’s In-Car, Saturday Race