The rear trailing arm arrived! A huge thank you to Mark Hein, Frank Gyuru, Integral Machining, and Roy at Crummy Welding. The machining and welds look fantastic and I think it’s better then the original modified arm. This is beyond my best expectations!
Things are moving pretty quickly now as already got the arm painted and hopefully will be ready to reassemble later tonight or tomorrow (assuming the paint/coating is cured).
Continue reading “Long awaited Arm returns home”
Over the weekend I flew out to Florida to visit Mark and his wife, and what a fantastic weekend we had. Mark is such an increasable guy and a wealth of information. His history in racing is stunning, especially his involvement with Honda since the 80’s. I’m not going to go into all the details of the trip as I want to respect his privacy, but here’s a small sample of pictures I’ll share:
His British Super Touring Accord:
Continue reading “Visit to Mark in Florida”
As promised some time ago, I’ve spent a great deal of time gathering pictures, videos and literature covering the Belgian Procar series, EERC, BTCC and Britcar series.
Starting in 1997 and in 1998, the Honda Integra Type R pretty much dominated the Belgian Procar series, and was a heavyweight contender in 1999 and 2000. The fame is similar to that of Realtime Racing in the US. In fact, I believe Realtime even used some parts from a few of the teams.
Starting around July 1997, several shops (Foss-Tech, PSI Motorsports, ELR and Mardi Gras to name a few) were commissioned by Honda Motor Europe to prepare a Honda Integra type R chassis to Group N and Super Production race specifications. The intent was to shatter as many lap and endurance records as possible across several racing circuits in Europe. The idea being to generate media and spectator interest to coincide with the European launch of the DC2 Integra Type R. Ultimately several events were won and eight lap records were broken in seven different countries between six drivers; Marco Werner, James Kaye, Altfred Heger, Gabrielli Tarquini, James Thompson and Thierry Thassin.
While is this only a very small sample of what I’ve gathered, below are some videos and pictures covering races in 1998, 1999 and 2000. In particular the 24hrs of Spa for all three years.
Sadly however, I’m still trying to locate videos for 2000 and 2003, when Mark participated with my car.
Continue reading “History 201”
The Fluidyne radiator/oil cooler is back from Piranha Ultrasonic and Fluidyne after getting fully inspected and ultrasonic cleaned. No damage was discovered, however, the ultrasonic cleaning did remove a decent amount of fine silt, calcium buildup, Redline water wetter deposits and some fine aluminum shavings. Everything is now is squeaky clean and it’s also sporting a new 14″ SPAL fan that’s welded to bracketry on the core, rather than zip ties through the fins. Additionally, a new radiator cap was also added as the original piece around 15yrs old and likely to fail at some point. Going forward the cooling system will be filled with distilled water and a small amount of Honda coolant. I’m sure some folks will disagree but I’m 100% against Redline water wetter. I HATE that stuff. If not properly maintained and frequently flushed, it will leave deposits throughout the cooling system.
New XRP HS-79 PTFE hose with Hypalon outer covering
As part of overhauling the cooling system (water and oil), I’ve also chosen to replace the radiator hoses with new Honda pieces (trimmed to fit) and also replaced the old stainless oil cooling hoses (unknown age & condition) with XRP HS-79 Hypalon PTFE hose. This hose is by far the coolest stuff I’ve played with. Silly I know, but I’ve been ogling over it since seeing it at the XRP SEMA booth in 2001. HS-79 is incredibly lightweight and flexible and features a larger bore size then other hoses of the same size. It’s also 5-ply with a PTFE inner liner, silicone outer liner, high tensile stainless steel reinforcing braid, outer braid of aramid fiber/Kevlar, and a black CSM Hypalon out coating for abrasion resistance and ease of cleaning.
The downside is the cost and assembly process. Per foot this stuff is ungodly expensive, but worth it for the ultimate hose solution. Assembly wise, you need to use special hose ends, crimp collars and a custom hydraulic crimping machine. Thankfully about five to eight years ago I made the investment by purchasing one of these machines from defunct Baja/Trophy truck team and have been looking forward to putting it to use on this car. I’ll try to take more pictures later but here’s a side by side comparison of the two hoses and the crimp machine.
Continue reading “Thermostat Testing + More updates”
ELR wheel studs arrived
Thanks to Mark (Hein) and Marc (ELR), I finally got the handmade wheel studs from Europe. While I was going to settle for basic ARP units, Mark said the ELR pieces are worth the wait/cost. Boy was he right, they are beautiful and will perform great during rapid wheel changes. Also the knurl is perfectly sized.
Continue reading “New ELR wheel studs”
Some of the harder to see carbon bits
Continue reading “Carbon Overload”
Mid January Update:
Front bumper & lips are back from painting
As you’ll recall the front bumper didn’t match the correctly (not even close). While I didn’t want to repaint the entire car (it’s a racecar not a show car), I had a friend work his magic to get an almost perfect match. The results are pretty surprising. I also had both the OE and extended (P1 spec) lips refinished and painted to match.
Continue reading “Wet Paint”
Exactly one year ago today I started this build thread and the reception and interest I’ve received has been absolutely amazing! While I’m normally a pretty private guy, everyone’s curiosity and support has continued to push me to share the progress. Thank you!
Due to the holidays and year-end related work, I haven’t made a ton of progress since the Dec 18th update, however, several items are in motion:
Rear trailing arm is almost done
A few pieces still need to be welded, however, the arm is pretty close to being ready. Once finished, I’ll be able to button up the suspension, bleed the brakes, get the car back on the ground, test the air jacks and get it on the alignment rack. Hopefully by month end I’ll have this done.
Continue reading “1-Year into the Build thread”
For those that didn’t see my post on Instagram or Facebook, exactly one year ago yesterday I took delivery of this amazing race car. I’ve had it on the track a few times and have almost completed an extensive and rather exhaustive resurrection. Best of all, I’ve made some AMAZING relationships with some truly great people and shops from around the world. It’s great to see how helpful people are, especially with a 15 year old race car. A special and HUGE thank you goes out to Mark Hein, the original owner/builder/driver. The success of this resurrection couldn’t have been possible without his help.
THANK YOU and I can’t wait to get “old yeller” back on the track in 2016!
To celebrate, below are some historical racing shots in it’s prime; at Spa Francorchamps and in the Speedvision & Speed World Challenge Series:
Continue reading “One Year of Ownership”
For those wondering why I keep working on the car rather than getting it on the track, I’m still waiting on the ELR wheel studs and modified rear trailing arm (I sent it out last July and was hoping to get it back a few months ago). The current ETA is the next two or three weeks. In the meantime, I’m keeping myself busy with a long to-do list since the car is more or less stuck on jack stands until then. Once the arm and studs arrive, I’ll be able to button up the suspension, perform a full alignment and corner weight, do quick dyno tuning session with Lawrence and get it back on the track.
Cobra Sebring Pro Technology Seat
After realizing how small tight the passenger seat was, and considering the current OMP driver’s seat is not the original seat for the car, I was in the market for replacement drivers seat so I could move the larger OMP seat to the passenger side (plus is would give the passenger side head protection). Originally Mark used a Cobra Suzuka and while I like that seat a lot, I wanted something with side to side head protection (the OMP won me over for that very feature).
After some research, I decided on the Cobra Sebring Pro Technology. The seat is basically the same as the Suzuka but incorporates side head protection and is HANS compatible. The seat weight is about 11lbs and uses a full carbon fiber shell. It also exceeds (3 times) the FIA 8855-1999 standards @ 63g. The Technology/Outlast part of the seat is in relation to the foam and fabric used (energy absorbing foam padding, Dinamica upholstery with leather anti-wear patches and Outlast heat/cooling regulating system). I absolutely love this seat.
Continue reading “New Seats + Misc Prep”