Tales of FUN and WOE from the DooWops
About the middle of last week, we finally solved the brake problem we had
been having and could continue with the car prep for the event. It ended up
being something simple that both Greg and I had overlooked on more than one
occasion. Chalk one up to school of hard knocks and get on with the show.
Thursday, I was having a problem getting the engine to fire for the first
time. I spoke with Dave LaTourette from Davesport (the Autronic distributor
in the area) and he suggested that I change the coil packs (from a '95
Miata) to an MSD box and the 1.8 hall effect distributor. This meant a trip
to North Bend to pick one up (used) from Dave and a return to install it. I
got it installed and checked the rest of the system and everything seemed
OK, so I decided to power up the ECU and push the start button to see if
anything would happen. Luckily, it fired right up, much to my relief. I
call Dave back and tell him that I would like to schedule some tuning time
for friday at lunch time.
It isn't as easy as it sounds.....
I can't run the car with the 'baseline' map from the manual in it as it is
just too risky, so I have to head out to pick up Dave and his tuning
equipment in my streetcar and head back to install it all on the rally car.
I meet him at 8:45 at his place and head back home to get things set up. We
get all the equipment installed in about an hour (with a run to Radio Shack
and Shucks thrown in for good measure) and crank up the car. Again, it
fires right up and we start tuning once it is warm.
We back the car out of the garage and head for Dave's place (again). This
is the first time that the car has moved under it's own power since the new
engine was installed and we are figuring on a 2 hour round trip, plus about
2 hours tuning time. No testing, then a 4-hour road trip.....does this
sound like a bad idea to anyone???????
Oddly enough...we pull it off.
Dave is pressed for time and we only get it mapped to about 5000 rpm and
about 15 psi boost. The good news is that I will make the event. The bad
news is that I am basically having to drive with (literally) half throttle
for the entire weekend since as soon as I floor it, I hit the boost cut or
rev limit. It makes for an interesting challenge, to say the least.
I get back from North Bend (where it was snowing heavily) and Greg has
packed up almost everything for the weekend and we start loading the car and
waiting for Karen to get home to load the rest.
We hit the road about 5, just in time for BIG traffic. On the way down to
meet with Claire and Dennis Chizma, my cell phone rings.....it's Greg
We forgot the skid plate.......have to go back to get it.....CRAP !!!
Finally, we get the plate on and head back south. We arrive at the hotel
about 9pm tired and hungry. The car behaves itself and everything seems
normal.....except the alternator is charging at 14 volts.
Saturday morning we take the car to tech inspection and pass without issue.
We're ready to race.
The Terratrip decides that it wants to take the weekend off and refuses to
work. Despite trying to find the problem 3 or 4 different times and
completely re-wiring the system, we are without an odo for the event. This
is less than ideal, because Karen is in the 'silly seat' for the first time
and I was hoping to give her as much information to work with as possible.
Instead, we are basically 'flying blind' now.
Day one goes off without a hitch and we even have a chance to catch some
BEAUTIFUL scenery on the transit to the Quinault Reservation where some of
the stages are held. Beautiful area down that way.
We survive day one with just the usual rocks in the brakes and a spin by me
as a result of being a bit stupid. No damage done, just about 15 seconds
lost and pride damaged a little.
Sunday is the 'COOL' day of the event with the 'Brooklyn Tavern' and 'Smith
Creek' stages. Words do not do these justice, but they are an absolute
blast and are a hell of a challenge.
Again, no major dramas and Karen has figured out the notes so that she is on
time with ALL the calls and only loses her place once. She is a quick
learner and did a hell of a job all weekend.
On the Smith Creek stage, there is a long straight that leads into an
(almost) 90' left that is VERY fast. We are flying into the corner and I
throw the car in as Karen says 'isn't that Alan?' referring to the guy in
the silver suit holding a tow rope on the right side of the road. To make a
long story short....it was. Unfortunately, it didn't register until I had
the car straightened out after the corner and I could not back up on stage.
I had nothing to gain by NOT helping them since I was handicapped by the
fuel map situation, but I just saw them too late.
Sorry guys....they didn't tell me at the start of the stage to look for
someone off there, or I would have at least tried to get you out.
We run the last 2 stages and head for dinner with the usual report to Greg
and the rest of the service crew, which is 'no drama, just the usual rocks
in the brakes' and basically decide to just get to the finish.
Brooklyn Tavern is the last stage and it is now getting darker and a bit
foggy. I ran 8:02 on the first run through and was a bit disappointed that
I didn't break into the 7 minute bracket but not too bummed because I was
basically having to save the car. On the second run through, it was a moral
victory for us with a 7:54 still with only half throttle available. I'm
looking forward to that one again.
On the way to dinner, I check the voltmeter and it is now in the 'normal'
12.5 volt range.
We have a good dinner and tell lots of 'war stories' from the event with our
fellow competitors and have a lot of good laughs.
Heading home, Karen decides to ride with me in the rally car to make sure
that I am wide awake. We get to the on ramp for I-5 and I realize that
voltage is now about 12.0 volts and is not going to be coming back up. We
call Claire and Dennis in the tow rig and let them know that we have a
problem and we continue north.
Just below Olympia, the voltmeter is now reading 8 volts. It's clear that
we are not going to make it home. We pull into a shopping center to come up
with plan B which is basically trying to find a place to get a battery at
9pm on a sunday evening. Eventually we track down a Wal Mart 3 exits up the
road and get a new battery. Greg and I wait with the car while they get the
battery with the service truck. This is no fun....
We put the new one in and it is reading 12.5 volts and the car fires right
up. North we go, but with no lights on in the rally car, only the ECU and
fuel pump. Not the preferred method of travel, especially in the
rain.....but it's working.
About 20 minutes out of the shopping center we go past a cop. The service
truck is up front, I am in the middle with the rally car, and Greg is at the
rear guard. I see the cop and flip the lights on. He pulls out anyway and
chases us down. He pulls in behind me, but does not turn his lights on.
Eventually, he pulls alongside, glances over (as if reading the names on the
window) and (I guess) finds out that the registration matches the name on
the window and he goes on his way.
We dodge a bit of a bullet there.....
I leave the lights on the rest of the way home except for short distancs
where I am the only one on the road. It works. I get in about 11:45 and
park the car.
So........
All in all, a GREAT event and a fun weekend except for the trip home.
Now, I just have to change the alternator and hopefully everything will be
back to 'normal'
I would be remiss if I didn't say thanks one more time to the following
people:
Greg Knepper (crew chief) for working tirelessly to help get the car done in
time
Karen Avila (my wife) for giving it a try (and LIKING it)
Claire and Dennis for their usual great support in service
Dave LaTourette for tuning it the day before the event
Jay Woodward for the set of plug wires for troubleshooting
there are others, I'm sure.......
Cheers,
Matt Manspeaker
Seattle, WA USA
89 323GTX - Open