GPS upgrade & fine tuning
AiM recently released the new GPS08 module (replaces the GPS05). Back in January I attended an AiM advanced data analytics seminar to learn some new tricks with the software as I’ve typically focused heavily on Motec software. During the seminar it was announced that the GPS08 module would be coming out soon and would vastly improve the GPS accuracy. It’s not to say the GPS05 module is bad, however, the GPS08 unit would be able to leverage the Russian Glonass-System GPS satellites in addition to the standard American GPS satellites (Glonass adds 24 additional satellites to the existing 32 US satellites). In quick a back to back comparison my GPS05 unit was receiving data from approx. 10-12 satellites whereas the GPS08 unit was getting closer to 15-17 satellites (the count varies on your surroundings and satellites position). From an accuracy standpoint, vehicle position (relative) and speed are now as accurate as any system on the market. In fact, it’s likely the most accurate GPS available, and will be great for events held during poor weather or in in hilly/forest areas. Also for what it’s worth, supposedly this GPS system is so accurate that it more or less replaces only beacon or sensor based systems.
I also took this time to refine a few warning input and outputs between the AiM MXL2 and Hondata S300. Got to love CAN, Wi-fi (AiM) and Bluetooth (Wi-Fi) communication.
Also with Lawrence tuning expertise in the passenger seat and me behind the wheel, we did a bit of partial throttle tuning in the neighborhood using the AiM wideband and S300. We probably doubled the fuel economy at partial throttle while also maximizing the responsiveness at each load point. Even though I’m running the temporary (small) motor, this is a great test bed to refine the map for this chassis.
Oh yeah and I also finally got around to putting up the Speedvision flags I’ve had in storage.
Continue reading “Upgrading GPS Module”
I’ve been planning to attend for the past few weeks but finally pulled the trigger early last week once the suspension was back from being rebuilt.
No changes were really made to the car aside from installing the carbon splitter.
The drive to LA
It was a long journey going down but thankfully we didn’t hit any traffic on Saturday morning.
The X5M kicked ass a usual and made the haul over the grapevine with ease. I averaged around 14-16mph going 60-80mph with the trailer. Also this was my first time using the electronic trailer brakes via the built-in wiring in the X5M. Normally I just use the X5M brakes. The controller was super easy to use and did a great job balancing the braking bias and minimizing the effort on the X5’s system.
Also following was Jackson (redGSRguy) and Lawrence in Jackson’s ’98 K-swap ITR. Since we stayed at a friend’s place outside LA, the total drive time was about 5hrs.
So early Sunday morning, about 5am, we got up and headed to Lake Elsinore which was about 2hrs from where we stayed overnight.
I promise, I’m not really a show guy. I know…I know the last two events I attended were car shows, but this was different. I’ve never been to an Eibach meet and likely wouldn’t have attended had Mark Krumme not asked a few weeks back when he dyno’d the Moton shocks. He said they’d love to have my car in the main Eibach booth and it would be a great opportunity to meet a lot of SoCal folks and businesses. And boy did he not disappoint. Going into this I didn’t know what to expect, however, upon my arrival Mark, Tony and Jarred parked the car right in front of the main entrance, in probably the best spot in the show. Super cool!
What I also didn’t expect or fully appreciate was being able to meet up with so many old school people/businesses I hadn’t seen in years. Like 12-16yrs in some cases! Aside from attracting a lot of car show/stance folks, pretty much the who’s who of the Honda world in California/West Coast attended.
Also, lot of people kept coming up and introducing themselves as Instagram followers that have been watching the resurrection online for the past few years. It was super cool, especially seeing their enthusiasm. Emjoi’s are great but seeing peoples expressions in person so much better. Call me old school.
Anyhow, the meet was a blast and to cap it off we had an impromptu ITR meet. Sadly a lot of ITR’s left before the picture but we ended up getting about eighteen cars parked together for a picture. That’s probably the most I’ve seen together since throwing ITRCA NorCal meets back in 1998-2001.
Despite the painful drive back (we didn’t get home until 3am after driving for almost 8hrs straight and being wake for almost 24hrs), I’m really glad I attended. We’ll how next year goes but with some more planning I bet we could make this a lot easier to attend.
Continue reading “Eibach 2016 @ Storm Stadium”
In record time, Anze rebuilt the shocks and had then back at my door step by Saturday morning (they originally received them on Monday afternoon. Overall the results were very good with the only issues being a broken rebound adjuster on the passenger front shock (expected) and a semi-busted high-speed compression adjuster on the driver’s front shock (expected). Given the age, the shocks were completely disassembled rebuilt with new seals, fluid and nitrogen. Also the hoses were replaced with banjo/swivel seals and the passenger rear line was also sleeved with a fire wrap due to the exhaust pipe location. Lastly, the rebound valves were replaced with units that matched the new spring rates.
The reassembly took place on Saturday before a quick test drive around the block. While I haven’t had it on the track yet, I can say that so far it feels like I’m riding on a cushion of air. The street around my house is pretty horrible so I have a good idea on how well the suspension is works between 5-40mph. It’s absolutely amazing how good this car feels. Also a big thank you Angelo & Brian at Anze, and of course to Christian (Xian) for putting up with me.
Continue reading “Rebuilt Motons by Anze”
Door (number) lights
I reinstalled the endurance racing door lights to give the doors a more finished appearance and to round out the original setup of the car. The intention was to illuminate the door numbers for nighttime racing per Belgian Procar rules. The units are made by Hella and use a small 23w bulb. I may install the roof light (same look/design), however, I’ll probably keep it off until I can replace the broken lens (awaiting on a replacement from Germany). Also the weight is maybe a quarter of a pound (if that), so no real weight gain by adding them.
Continue reading “Some new Lights, Decals and Springs”
I was asked by a local import and track day enthusiast if I’d be willing to display my car at the 2016 CARS Expo – California Automotive Racing & Specialty Expo, held at the Santa Clara Convention center next to Levi’s stadium. It’s basically a very small version of SEMA (think Zoolander – Center For Kids Who Can’t Read Good small). A national parts distributor puts on the event each year which is part SEMA’ish vendor booths and part car show. Most, err 99.99% of the car show is America muscle, however, Wix Racing filters had a large display with Nelson Piquet Jr’s WRC car and a small handful of respectfully clean import street cars. Interestingly enough, aside from my car matching the yellow and black color theme perfectly, I also happen to have a very large Wix Racing filter installed. It was 100% a coincident, but wow the Wix people loved it. Anyhow, the race car isn’t a show car IMO, however, it was a great opportunity to meet a few people and also talk to the great guys at Wix (I’ve always loved their filters and it was cool taking shop with them).
The car got quite a bit of attention, especially when put on the air jacks, and in the end it ended up getting an award . Pretty cool idea placing a cam gear on the plaque. Like I said, because it isn’t a show car, but it’s cool to see people outside the ITR community enjoy the history and engineering behind it.
Back on track
Literally and figuratively, I just signed up for the Friday, May 6th NCRC event at Laguna Seca. For those that are local you should come check out the car and/or sign up for the event. We’ll likely reserve a garage and Lawrencebuilt (formerly Dynospot Racing) will be in attendance for track support and tuning Q&A. We’ll be spending a majority of time dialing-in the suspension, brakes and tires.
Continue reading “Trying out the Show Car Circuit”
The updates are slowing down a bit now that the car is more or less done, however, I’ll continue to provide periodic updates on any changes and track results.
While it’s far from a final result, I added a handful of stickers based upon the cars original sponsorship and series it completed in. Most notably, the car is now sporting number 38, the same number is ran under in the 24hrs of Spa (number 31 was only used for Speedvision/SPEED, or when Mark was the only driver). As for restoring the complete livery, I’ll likely make some other changes this Fall.
Continue reading “Some Finishing Touches”
In between storms (yes we’re finally getting rain in California), I was able to get the car outside and drove around the block for the first time in eight months. Despite still needing an alignment, the car drove great and boy did it look amazing in the sun. Also I’m now starting to mock-up the semi-historic livery.
Continue reading “Sunny in California”
I replaced the oil pump seal and after inspecting everything (post heat cycle), I can now say it’s officially leak free. YES!!!!
Back on the ground
Now that everything is more or less wrapped up, I was able to finally get the car back on the ground. Nothing looks stranger then seeing the car on the ground after being on jack stands for eight months. Damn it looks good!
Continue reading “Houston we have touchdown”
Rear anti-roll bar
The blades and end links are installed, just need to set the preload on the alignment rack.
Battery Isolator Issues
Randomly the other day the (new) battery isolator started to acting up and of course right when I get the car finished. When pressing the power button to activate the unit, the device will turn on, however, it won’t open the ground circuit to the car. Without the ground circuit open, the car doesn’t get a ground connection to the battery. In speaking with Mark over the weekend, he told me it’s a common problem, but one typically seen after being exposed to high amounts of moisture. Most likely my unit is just defective since is brand new and hasn’t been used aside from a few dozen power cycles while the cars been on jack stands. I’m still waiting for a response from on the company (they’re located in the UK), however, worst case I’ll simply bypass the ground circuit until I can get it replaced. Additionally, and Mark’s suggestion, I’ll carry a back-up unit in the event I have problems at the track.
Continue reading “Finish line is near”
I started around 1pm and didn’t finish until 5pm so this process took around four hours but I wanted to make sure I got the bleed just right. Since the entire brake system was overhauled (except for the rear calipers) the bleeding process took much longer than normal. For the fluid I’m using Torque RT700. This stuff is awesome and has worked wonders on my pig of a street car that sees the occasional track duty. Previously the race car was running on Motul RBF600, which worked fine given the extensive ducting system, however, I figured I might as well run Torque, especially given the higher friction pad compound (more friction equals more heat). As for bleeding process, since the entire system was new/dry, I was able to use the fluid recirculation method by running clear tubing from each corner and back into the reservoir. Additionally, speed bleeders were added to each caliper, allowing me to do a single person flush. The bleeding process went perfectly. I was able to get the air out of the front calipers almost immediately whereas the rear took a little longer. Given the lines and master cylinder were new, it took a while to get the air out of the rear. Also one problem with using new lines and master cylinder (that isn’t bench bleed) is that the fluid will become highly aeriated with small microscopic bubbles. This issue also arises if you pump (or bleed) the brakes too quickly or recirculate the fluid in too fast in the reservoir. To fix the issue you need to do a slow bleed and allow for 15mins of rest between each cycle. You’ll notice the microscopic bubbles in the recirculation (clear) hose will form larger bubbles after resting for a while. Eventually and after a few more cycles the fluid will become very clear and without any air. It’s a little OCD but you’ll get a perfect bleed.
Also for the pads I’m running titanium shims in the front with new Pagid RS29 (race compound) in the front and used RS42 (mild street/race compound) in the rear. Since I was having issues with the rear locking even with the bias control, I chose to add more bias by adjusting the pad compounds (previously I ran R42 front and rear).
Continue reading “Brake Bleeding + Fuel System Calibration”