Friday, April 18, 2014

Taking the Bull by the Horns

When the SCCA first released their National Tour and ProSolo schedule, my friend Greg McCance tossed the idea of a codrive out to me, way back in November.

"Are you serious about letting me codrive?" I texted. "I'd kind of like to do the Irvine (El Toro) event, since it leads into my spring break..."

After me asking several more times over the next two months if he was serious, I finally got plane tickets since I was planning three other trips simultaneously (two to Boston and one to San Antonio) and made hotel reservations.

And before I knew it, Spring Break was here. It probably didn't help that every week, there seemed to be a new snow storm here in Maryland, so that it felt like spring was never quite going to get here.
This happened any number of times between December and March.
I did laundry Thursday night and mostly packed (since most of the non-clothes stuff was already taken care of due to my NSTA trip to Boston the previous week), then after work, busted ass home to finish packing and catch my 5:30 flight.

Upon settling in to my seat, iPod going, I felt the first kick. Yep, it was going to be six hours of seat-kicking-screaming toddler behind me. I sighed loudly, and the woman beside me says, "I'll switch seats with you if he's going to be a problem." I guess she was his mother, but I still gave her a look of doom as I simply said, "No thanks, I can't sit in a middle seat." I really can't, especially if I'm by myself. It was bad enough during the trip to San Antonio where Pat was in the window seat and the woman whose body didn't obey the rules of personal space was in the aisle seat. I just wish she'd been as "accommodating" when she and her husband decided to put the child behind a stranger instead of in the middle seat (behind her, and the husband behind me). Meh, the worst part, for me, was realizing I'd forgotten my Southwest drink coupons, but the stewardess got me my drinks with a quickness and I was asleep before long.

I feel asleep shortly thereafter.
I arrived in San Diego around 8:30 local time, and grabbed my rental car to head up to Irvine. I'd received a message from McCance telling me that the Billy Brooks wasn't going to make the trip, so I could run open class if I wanted to. I was sad, as I was also looking forward to seeing Billy, but I was happy to run open class too. Greg said he'd handle the registration changes, and so I didn't worry about getting to the event site until the next morning.

The official fish of the front desk
I checked in, texted Greg to tell him what room I was in, set my alarms and then fell asleep.

Saturday morning, waking up at 5:30 local time felt great, considering it was essentially 8:30 my time. Greg had texted me telling me his phone had died, and what room he was in. I went downstairs to grab a bite to eat, thinking to meet up with him, and after about 15 minutes, we realized we weren't at the same hotel after all. He gave me his GPS coordinates so I could make it to the site via Google Maps, and off I went.
Walking course Saturday morning, there was a bit of wind.
Since he'd towed the car with Bret Norgaard's ambulance, there really wasn't anything to do in terms of car setup, so I just wanted to check in and walk course. The registration computers were acting up, so after saying hi to Jason Rhoades and a few others, we just walked course, then I checked in. One more course walk, and then it was hurry-up-and-wait until my work assignment.
Back in the chair
I checked in early so that Paul Russell could give me a quick refresher on the buttons, since I hadn't worked start since the Wendover ProSolo last July. I was working the shift just before I needed to run, so I started getting antsy towards the end of the shift, hoping my replacement (Kinch Reindl) or a substitute (Howard Duncan) would be stopping by soon. I still hadn't even been behind the wheel of Greg's car, so this was going to be one of those times where I was thrown into the fire immediately, learning the car as I drove up the stage lanes... on cold, sticker tires....

Howard stopped by soon enough, and I saw that Greg was in the process of bringing the car up to grid. Because we were running Greg's numbers (78/178), I would be unpaired for the morning runs, which I thought sucked. I always like having someone to run against. I told Greg, "If we ran 34/134, this wouldn't be an issue!" and I had my magnets with me (since I thought I'd be running #34, L1), but it was too late to switch.

As the time wound down, the fifth driver -- a third gen Camaro newbie who actually wasn't ESP legal, but was recruited by the rest of the guys so we had a seventh driver for Hoosier contingency -- didn't show up. So, to condense the launches and not have two bye-pairings, I got to run against Tim Bergstrom in the yellow Mustang that he shares with Britt Dollmeyer at the Tours. Chris Darquea and Elliot Speidell were the first pairing, and Greg would be matched up against John Hogan in the second drivers lane.

I asked Greg what I needed to know. He didn't really have any advice for me, but asked if I wanted to use the launch control. I balked, since I haven't really used launch control since I drove Stompy back in the day. I sat in the car to see how awkward it would be to launch how I was used to, and it was definitely awkward, since the emergency brake is on the far side of the console and required that I dig the bottom part of my arm into part of the driver's seat. Still, I felt I'd be better off without the LC.

I started off awful. No... awful doesn't even cover it. I completely boned my first two runs, and didn't realize it until halfway through the second one. There are no more "DNFs" but instead, you get assessed a 10 second penalty for "missing elements of the course." Really? SMH. So, crossing back over to the left side, I concentrated on staying on course, then did the same thing on the right side. I felt my times were pretty meh, and once Greg went out on warm tires, he proved me right.

So, after our first runs, Greg was leading, and I was fourth. I had so much time left to gain, especially on the left, and while I wanted to walk the courses during the break, I also wanted to get something to eat. We swapped the tires front to back, then ended up eating at Jack in the Box (such creepy photographs they have there!), and missed the walkthrough time. :(
Greg dropped a ton of time -- almost 1.5 seconds -- and stayed comfortably in the lead. I started off with a great 1.1s improvement on the right... but was DSQed for forgetting to take the 1s off the car. :( :| >:|

Greg told me to shrug it off, and I tried, I really did, but I never did match this time again. And it ended up being the difference between a trophy and nothing. I am so mad at myself.

Still the left side was giving me fits, and while I did get down to a 33.7 on that run, things went downhill from there. I spun on the next right side run, pushing too hard in an unfamiliar car through the crossover (Morgan Trotter thought it was funny how hard I was laughing as I brought the car to a stop), and then redlit and had a scary, scary DNF on my last, left side run, where the sun was in my eyes so badly that I literally couldn't see anything, much less the course, once I got into the "Chicago box" area. I haven't had that happen since the 2003 DC Tour, where the finish during the sixth (!) heat was more by memory and feel than anything else.

I dropped to fifth spot, knowing full well I should be in third.

We went to dinner with Annie Gill, opting for Mexican, and forgetting to set "no tolls" on our Google Maps. Eek. We eventually got to the place, and the food was good if a bit pricey for run-of-the-mill Mexican.
Greg called it the "John Holmes Special." I don't ever think I'll order flautas again.
I dropped Greg off at his hotel, and went back to mine to mull my myriad mistakes over... and over.

Sunday morning was less breezy and more overcast when I arrived on site. I wanted to walk the courses, especially the left side, and did so. My second walk through was punctuated by Tom Berry noting how well I was launching Greg's car sans launch control. It was something I'd been concerned about, and to have someone of Tom's caliber make note of it was nice and allayed some of my fears about driving the car. In fact, my 60ft times ranged from 1.708 (my last left side run) to 1.831 (my first left side run).
It didn't change the fact that I couldn't drive the way I wanted and needed to on the course. I'd rest on my Saturday afternoon left side time, and would never match my DSQed time on the right, only getting a 32.8 on my first Sunday run and coning a 32.2 (and not even realizing I'd coned). Frustrating.
Me driving the unicorn.
I'd get a chance to redeem myself when I had my name drawn for the bonus challenge. And, just like at Packwood, I'd throw it away with a poor launch; the 0.8 something on my left side run killed me, but I couldn't get the car staged the way I wanted to, and so knew I was staged too deep. I ended up losing by 0.044, and the guy I lost to ended up winning the whole thing over Ed Runnion who lucked into the final round by a double redlight on Joe Austin and Jeff Wong.
I needed air! 
It all ended up great in the end. Greg was in the Super Challenge, paired up with Mack Tsang to start. Mack coned, giving Greg the advantage as he headed over to the faster right side, and Greg came back with the win, putting him against Gary Thomason for round two. It was a similar story; Greg had an advantage due to a rare cone by Gary, but this time, Greg didn't let up near as much on the right side. He took the win again.
Now it's time to spray tires.
Tom Berry was the next opponent, and shockingly enough, Tom caught his first red light of the weekend. Having worked as starter during ASP... I mean, SPA, I had noted how machine-like Tom and Marshall were at the line, so that red light surprised me almost as much.

The other surprised at this point was how nonchalant Greg was about the whole thing. I've seen a lot of people in the Super Challenge, from both the grid and the starter's chair and seen the range from the stoicism of John Ames and Gary Thomason, to the machinations of Andy Hollis, to the giddiness of Tom Hoppe and Tony Savini. Greg was none of these things. He never seemed concerned whether Morgan and I were spraying the tires or checking pressures, he never seemed too concerned with what I was yelling at him when he'd come in from one side or the other.

I guess the only thing to say -- and anyone who knows him will back me up on this -- is that he was just being Greg.

The round of four was the first time Greg had to start on the fast side, and I was sad to note that I hadn't been paying attention to the crucial differential point -- the amount of time at which it seemed the person starting on the left wouldn't be able to overcome it. Greg was against the CS winner, Jeff Stuart, for this, and came in leading ~1.2s. As he drove by into the left staging lanes, I was telling him, "1.2, 1.2! It's going to be close!" because that was about what I thought. Well, evidently, he was more than covered, because he proceeded to lay the smack down and broke out.

He was headed to the final round, against the toughest of opponents.
Greg would take on Paul Russell for the top spot in the Super Challenge
Yep. Greg had to battle a kart, and everyone knows that a kart in the final round is nearly impossible to beat. From getting antsy at the tree, to overdriving to stay ahead of the buzzing in your ears, karts are a menace in the final rounds of a Challenge.

What the video doesn't show is what happens seconds later on the left side. Paul Russell cones. So, Greg -- working on a breakout run -- comes in 1.9 ahead plus the 2 seconds from a cone. I'm yelling at Greg, "He coned!! He coned!!"

Greg evidently didn't hear. But strangely enough, Paul didn't realize he'd coned either. Still, despite all that, McCance took a convincing win, not coning nor overdriving during what could have been a near victory lap for him.
Just another day for team #fastndrunk! Photo by Eric Hyman
We loaded the car up and Bret already had the smoker and grill going for celebration when we got there.

I had a great time despite what I felt was subpar driving. I guess I shouldn't be too awful hard on myself since I haven't really autocrossed since Nationals, and Greg's car wasn't exactly the easiest car to jump into and just drive. The rest of the guys -- Elliot, Tim, John, Chris and Adam -- were really cool too, and I look forward to running against them again.

I had nothing planned for the next day and a half, so I ended up just wandering aimlessly on Monday. I wandered a few trails for a little bit -- I didn't want to go too far with a busted knee (from Boston) and improper shoes, plus it was highly ill-advised to hike along due to mountain lions (!) -- then went to the San Diego Archaeological Center where I talked with one of the archaeologists there for a while. It was very cool being able to talk to another scientist as a professional and share views on how archaeology relates to forensics, biology and anatomy! Then, wandering the grounds, I find a small burial ground and go back to the building to ask her about it, and learn some more about the history of the area and its role in the Mexican American War.
A San Pasqual tribal burial ground
The large cross in the background is that of Felicita, the daughter of the last traditional chieftain, Pontho, of the San Pasqual. She lived to be over 100 years old herself, and various stories abound about her and her father being sympathetic to the Americans wounded in the short-but-fierce battle of San Pasqual.

Afterwards, realizing how close I was to Escondido, I decided to head over to Stone Brewing for a light lunch and a brewery tour. It was pretty cool to get to try some Stone brews that aren't readily available, plus they have a variety of other local brews on tap, such as Coronado and Avery.

I picked up a few things in the store, and texted Greg to see if he would be home to drop off the shirt and hot sauces I'd picked up. Bret had cooked up some more delicious meat, so I was invited back for that. I ended up staying the night, and was the only one who managed to see the lunar eclipse. 
45 minutes before showtime.
I wrapped up the trip with a quick visit to Heather and wandering around Balboa Park until it was time to go to the airport. I probably should have extended the stay a day or so, but hindsight and all that, right? ;)

Prickly pear native to the area
San Pasqual-Clevenger Trails, South. So tranquil.
Small plaque on the back of another memorial. I wonder how many people see it.
Part of the Desert Garden at Balboa Park

Vicious looking cacti
Iconic architecture of the Casa del Prado

Coronado Island from takeoff

I came home to freezing temperatures and a rain/snow mix. So, after Pat picked me up at the airport, I drove my WRX over to DuClaw and ordered a HellRazer. I thought it tasted like home.

I must make some decisions about car setup, and soon. The DC ProSolo is next weekend. 

Saturday, March 29, 2014

Followup : Mishimoto Induction Hose Install

Last weekend, I installed my new turbo inlet hose, and left off with an issue with my power steering. When I got home from work on Monday, I poked around, and sure enough, the fluid was cavitating like no one's business. Looking around on the Internet, I found a video of someone with the same problem who explained a simple fix.

As it turns out, this is KatieO's "Rumblewagon," and the fix was as explained to her and her husband by JJ at IAG. When JJ saw that I'd posted this video, asking if anyone else knew anything about the issue, he responded to call the shop. I called on Tuesday and was told to replace the spring type clamps on the power steering "suction hose" with screw type clamps (not that I didn't want to do that anyway!), and if that didn't do the trick, then do the O-ring.

I decided to do the O-ring, the clamps and just plain replace the hose. For one, the old hose was pretty stiff, no longer flexible. I'm sure that the power steering problem was caused when some pressure was applied to the hose during the inlet install. Due to its inflexibility and the type of clamp on it, the seal at the power steering pump lost integrity. The new hose with new clamps solved that issue, and the new O-ring was just insurance; the old O-ring was pretty inflexible too.

As an added bonus, I have all new synthetic ATF fluid in the power steering. Yes, I made an awesome mess in the garage.

During the power steering fix, the UPS guy stopped by with a little box from Mishimoto that included a new coupler I'd ordered. That was a pretty easy install, and makes the inlet look better than the cheapy coupler I'd picked up from Autozone.

While I was messing around, I installed another goody that I picked up Friday, and that is the Perrin master cylinder brace. I looked at these previously, but at the time, they weren't legal in Street Prepared, and I didn't have the room to put it in anyway with the external reservoirs that were part of the AST 5200 struts I was using.
A pretty easy install
This was a pretty easy install -- just remove the 10mm bolts holding the fuel line bracket, pop out the clip holding some vacuum lines against the fender, jack the car up for room to get to the fender well, and then bolt it in. Just make sure you have the appropriate allen wrenches for the Perrin-supplied bolts. Oh, and I should note that it helps to have small hands to maneuver around amidst all the hoses. ;)

So, hopefully the weather holds tomorrow so I can go to Hershey for the Susquehanna SCCA event!

Monday, March 24, 2014

Install : Mishimoto Induction Hose

So, a few weeks ago, I responded to a post on NASIOC about the need for a hawkeye WRX as a test vehicle. I'd seen it when it was first posted, and it kept getting bumped, so finally, I just sent a private message. Shockingly, almost a month after the initial post, they were unable to get a reliable person to response... until me.

I took the car up on a Thursday night with my friend Casey in his BRZ tagging along to bring me home. We got a mini-tour of the Mishimoto facility, including their dyno and testing shop, and I was told that my car was being used to test fit a front mount intercooler that had been developed for a different year car. They wanted to see if it would fit without modification on the '06-07, and it turns out that it doesn't. :( The drive-by-wire system has a sensor in a place where a hose/fitting needs to be, so the '06-'07 kit will need to be different.

As a thank you for letting them use my car, Mishimoto gave me a new induction hose, and I finally tried to install it this weekend. I should have just included it in the list of things to install when I drop the car off at IAG next...
A shiny new silicone induction hose!
The weather was nice this weekend, so I figured it was as good a time as any to install the induction hose. It didn't seem like that big of a deal when I looked at the Perrin one that was in there. Unhook a few connections, yank it out, shove the new one in, and done, right?
It seemed so easy that one beer would cover it.
Boy, was I wrong. A silicone hose doesn't like to deform, for one. And the induction hose is really jammed into a tight space for two. Oh, and just for good measure, the hose going from the induction hose to the intercooler had a stupid compression-type hose clamp on upside fucking down so that even my hose clamp pliers couldn't get to it. I was extremely unamused by this

So, starting beer number two, I finally had rotated the offending hose clamp enough with a screwdriver applied on one side that I could get a pair of needle-nosed pliers on it and loosen it. I was able to removed the Perrin hose and I figured the Mishimoto would be an easy insert.

Still wrong.
The beginning of the blood sacrifice
After fighting with the new hose, and having Pat help me, I was no closer to having it properly installed by the time the sun went down. I'd wanted to go to Hershey in the morning to attend the PCA autocross there and get at least a little time under my belt before my first big event of the season (El Toro ProSolo, in Greg McCance's car), but it was not to be. I threw everything in the passenger seat in case it rained or something overnight, and gave up.
The turbo mocks me.
After a good night's sleep and a nice lunch at DuClaw, I was back at it. Before attempt 2.0, however, I reviewed the install video.
The only difference I saw in the video versus what I was doing was the removal of the intercooler. So, I got the 12mm socket out and pulled it off.

It gave me a little more room to work, but my hands are pretty small so it didn't seem to be that big of a deal to me. Still, things seemed to progress a lot more quickly with it out.... well, that and with a few more tools.
Matco's RTG1MB hook pick was extremely useful in getting the hose onto the turbo
The official install video lists some tools, but I'd add the blunt end hook pick to them, plus hose clamp pliers (for those nasty compression clamps), fingernail cutters (which you should use before you start -- I only broke two nails before I just cut the rest), bandages (my knuckles were torn up this morning, so I had several on to protect myself this afternoon) and beer (as my friend Curt says, it serves as a great anti-septic!).

Even though it was a good 20 degrees cooler today (45 versus yesterday's 65 degree Fahrenheit), I was able to get the hose in place fairly easily (I'd left it inside by a heater vent while at DuClaw), and with the hook pick, it went onto the turbo quickly. Next up was the intercooler hose, which, again, was fairly easy -- this one, moreso than anything else, benefitted from the intercooler being off. Then I made sure all the fittings on the new hose were on, and reattached the intercooler.
Replace all clamps with screw-type clamps when you can.

All I had left to do was find a coupler that would connect the new hose to my Cobb intake, and I'd be done. I ended up just going to the local Autozone and after conferring with one of the guys there (yes, I have an Autozone with competent people that work there!), I settled on a temporary fix.
I'll replace it soon enough!
So, I started the car up, and there were no codes or weird sounds. I drove it around the block, and the power steering felt heavy, so I popped the hood and checked everything again. I didn't seen anything that stood out, but I made doubly sure one of the hoses from the Crawford AOS was properly hooked up, and drove it around the block again. Same problem, and when I parked it this time, I saw a puddle of fluid in the driveway from earlier. Hrm. Not sure where that came from, since I don't think I disconnected anything with the power steering system, but I'll look at it again in the daylight.

So, the Mishimoto site shows the install as a "4 out of 5" on their difficulty scale. I think I'm going to go with a "3 out of 5" on the bandages scale.
It's not that it's a difficult install, per se, it's just that it's a PITA. You're trying to work in an extremely cramped area, and if it's cool out, none of the hoses want to cooperate. Trying to get the hoses to connect to their appropriate areas isn't easy either, between the tight working area and the cold temperatures. If you start with the engine up to operating temperature, and have the new hose at standard room temperature before install, it will go better. Also, take the intercooler off; every little bit of space you can get to work with is good. 

Needless to say, my patience with things like this is why I tend to have a shop do work for me, as I said in my ESP interview for SoloMatters. :) I'll be having the ancillary and radiator hoses installed by IAG while I'm at the El Toro ProSolo driving Greg McCance's unicorn. No offense to Fred and Evan, but they get paid to do this, and I don't! :)

Saturday, January 4, 2014

New Year

Yeah, I've been bad about updating. So many things going on... I should have done my writeup on my Nationals trip, but I was pretty disappointed in how I did, so I never really got around to it. Maybe this weekend, since it's too cold to do much else.

It's four days into 2014, and I figured I'd share some of my "resolutions." I'm not quite sure why a new calendar year always seems to be a good time to try to change things -- I know I've made mid-year resolutions before, and actually stuck with them better than any "new year's" ones. Anyway, here we go.
  • Journaling more. I used to write in a journal a lot. Not daily, but routinely enough that I filled up seven or so journals over the years. I started back in 1987, but stopped in recent years. I need to pick it back up, and not just in the journal, but also here, since blogging is a kind of journal. So, I guess this post is a start on this resolution, eh?
  • Procrastinate less. I'm really bad at procrastinating, and not just with stuff for work. My propensity for putting things off just cost me a lot of money all at once, and that's not acceptable. If I had just taken the time to get something looked at on my black Camaro when I first started hearing it, I wouldn't be installing a new differential and gear set in it now. I know I'll never stop procrastinating altogether, but I need to consider the consequences better.
  • I'm not exactly sure how to phrase this one, but essentially, I want to take more risks with my fun stuff. I need to push the boundaries of my comfort zone in order to improve, both with hockey and with autocross. I hate skating backwards, and I'm not very confident with stopping near the boards, and both of these things hurt me on the ice in the long run. In autocross, I need to just stop worrying so much about the car, and as Chris always said, "Just fucking drive." 
  • Wander more. There is so much to see out there, even close by. 
 So, there you have it. We'll see how successful I am. :)

Saturday, August 3, 2013


Episode VII in this road trip! For previous installments : 1, 2, 3, 4, 5 and 6.

I'm not sure which I dislike more -- running in the first run group like I did the previous week at Packwood, or working in the first run group like I would at Toledo. I do know that working grid in the regular competition rounds isn't high on my list either, but I've been doing ProSolos long enough that I could figure it out pretty well. In fact, at NJ, I just sort of started working grid because Howard had taken over start (since the lights were misbehaving at that event). The problem with doing a job well though is that it suddenly becomes expected of you...

Anyway, Pat and I arrived on site around 6:30 so that he could help Learic change her tires. I'd changed tires on the WRX the night before, so for me, it would just be a matter of checking pressures and such before I ran. I went to walk courses and think about some things that Tony Savini had noted the previous evening, and then it was off to grid with Marc Pfannenschmidt for the next hour or so. We were praised for our smooth operation, setting a high precedent for the rest of the heats when we left.

ESP Grid, Saturday morning. Photo by Jen Merideth
While Pat struggled with getting clean runs in the 370Z (Him : "It doesn't handle like an ESP Camaro!" Me : "Duh! I told you it would be like an FS Camaro!!"), I started off with mid 0.6s RTs and decent enough times, except for my first run where I got seriously lost as I turned into the right hand sweeper. On my third run, however, the time was delayed, and as I pulled over to the left side for my last run, I see my running partner hasn't made it off course. In fact, people are starting to walk out on course, and then the SCCA truck rolls out. That can't be good.

Turns out that the brake caliper bracket on the ex-Merideth Mustang had snapped -- not for the first time, either! Fortunately, the damage was minimal, and they had enough parts with them to be able to fix it, just not in time for the co-driver to get runs in. In any event, clouds began to roll in towards the end of our session, and with our group's grid workers slacking at keeping classes together, ESP second drivers barely got two dry runs before the first of several deluges hit.

Very serious bizness.
I was sitting in fourth after the morning runs, with Shawn Alexander  in the lead, Dave Heinrich second and Dave Feighner less than a tenth ahead of me. I was only 0.4 back from Shawn. If it could stay dry in the afternoon, I was hoping I could make up the time.

With some timing issues (equipment malfunctions and the like) caused by the downpour, we ended up with no lunch break, so after taking the car over to paddock, it was almost immediately time to go back to work. However, there was a dilemma for another of the DC area ESP drivers... Evidently, something in the rear end of Sam Vassallo's Mustang broke during Adam George's runs. The initial diagnosis was the Watts link. Adam asked about driving the WRX for the afternoon session, but I pointed out that during a ProSolo, once you switch cars, you can't go back to your original vehicle. I didn't want him to be stuck in the WRX if the Mustang was fixable.

Sam went out to get some bolts from the local mom-and-pop hardware store, after Marcus pointed out that the broken bolt Adam removed wasn't the correct bolt.
He didn't buy out the store, but he brought back myriad bolts in the hopes one would work.
Meanwhile, Marc and I were whipping grid into shape in order to bust through classes as quickly as possible in order to avoid getting caught in the Toledo Tsunami II. While we may have come across as a bit irritable, I hope the competitors in groups 1 and 2 understood that we were trying to help them out by getting dry(ish) runs in.

As we turned the reins to grid over, another batch of storm clouds was building to the west. Marc and I had been checking the radar on his phone, and it looked like it could possibly miss the airport (going just barely to the north of us).
Pat vs. EricK. One time co-drivers, now mortal enemies. ;)
I'm sure the competitors of S5 weren't happy they'd been moved to the back of their grid, but with a few competitors working shift A, it was only fair they had time to get ready to run. The unfortunate thing was that the rain hit right when they were going out for their afternoon runs. Pat took one part-run in Learic's car, and came in, fearing he'd do something damaging in the wet on A6s. There was always Sunday morning, right?

The rain stopped before ESP was ready to go, though there were plenty of wet spots still on course. It was doubtful that any of us first drivers would improve, though the second drivers may have a chance, depending on when grid decided to send them this time.
Too. Many. Mustangs. Where all my F-bodies at??
As Dave and I pulled to the line, I realized that, yes, the course was going to be too damp for improvement. The airport doesn't drain particularly well since it's so flat. So, these runs were going to be for fun.

In the end, while waiting in impound, Dave and I talked about the few things we were able to learn in the dry areas on course, especially the finish slaloms. It was funny that we both were trying to do the same thing -- recon in the dry sections -- and despite vastly different cars, we were able to conclude the same thing; we weren't driving fast enough in several areas.
The rain was at least good for some striking photos. This one was taken by Craig Wilcox.

Some of the second drivers were able to improve, primarily due to getting a clean run on one side or another, but the top four remained the same going into Sunday's runs. Upon release from impound, I changed to the street tires -- I did not want to be caught in the rain Saturday night nor Sunday morning on the A6s -- then we headed over to Smokey Bones to hang out with some Ohio peeps for dinner before calling it a night, despite their best attempts to get us to go karting.
My phone is tethered to my pocket so that it doesn't magically disappear during dinner. Blurry photo by Sean O'Gorman.
Who's idea was it to start Sunday morning ProSolo runs an hour earlier than Saturday? It's like they hate night owls like myself. ;) Still, Pat and I got on site around 6:45, and I walked each course again. It's not like I didn't know what I needed to do, but walking helps me remember where I need to place the car.

The forecast was for no precipitation until later in the afternoon, and the early groups showed that the Saturday deluges had evidently wiped the slow off the course. Some of the ladies class competitors were dropping 1-2 seconds out there, and while that raised my spirits regarding ESP, it also scared me. I could drop 1.5s, but what about everyone else?

I watched and monitored Pat's progress while changing back to my A6s in paddock. His first two runs were fast, and put him momentarily into the S5 lead, but Joe Barbato dropped the hammer on his last two runs while Pat red lit and went slower. Still he held on to the second spot, 0.349 back from Barbato, in a car he'd never driven before.

It wasn't too long until it was my turn again.
Sunday's grid looks a lot like Saturday afternoon grid.
Pat went to turn on the camera, and it was dead. I was sad, but it meant I would definitely set my fastest times, since I couldn't record them. And, yes, first runs were fast, as expected, though I definitely left something on the table as I realized I'd left the AC/defrost on for my first run. :o I dropped another 0.5s on my first left side run, but my right side runs were killing me. I needed to step it up. I managed to barely nick the 30s on my last right, with a 30.9, and my subsequent 30.2 on the left was at that time only eclipsed by Dave Heinrich. It was good enough for third at that point, but with second drivers coming up, I wasn't hopeful to stay there.

Sure enough, Dave's son, Josh, came out of nowhere to grab second spot, only 0.1 off his dad, and running an impressive 30.2 on the right. Adam finally capitalized on the warm tires that Sam gave him and took fourth, a mere 0.006 behind Feighner. I would stay in the final trophy position, just a smidge over 0.7s back from the lead, knowing I left at least that much time on the table, and consoling myself with the fact that I was driving by myself on seriously old tires while everyone who finished ahead of me had been on stickers for the weekend.

I put the car in paddock, my name in for the bonus challenge and then started gridding up the Ladies Challenge to try to beat the rain. I didn't get lucky enough to be drawn for the bonus two weeks in a row (though Sam Krauss was drawn and could have driven my car, but he'd already left). The third epic flood (or was it the fourth? or fifth?) hit during the first round of the Super Challenge, making things very interesting, especially for matchups of R-comp vs. R-comp or R-comp vs. slick.
Voted least desirable umbrella girls for the event. ;) Alex says he only had one dry shirt, hence running shirtless here. Yes, he cleared it with the Chief of Safety.
The final came down to an ST car and an F125 on rain tires. The STC car, driven by Jason Frank, took the win.
Final round matchup
Pat had graciously changed my tires and loaded up my car during the Challenges, so all I had to do after we collected our trophies (and those of some friends who'd left already) was say our goodbyes. He'd ridden out with Adam, Sam and Mike Kline, so they left about an hour before me. Once I got on the road, I realized I was dead tired -- working in the rain probably didn't help -- and I only got as far as Youngstown before I grabbed a hotel for the night.

Toledo ProSolo Results

The rest of the trip was pretty easy. I stopped in Hancock to explore that part of the C&O Canal for a while, then rolled up to the house in the late afternoon. And sadly, the trip was over, marking what is the for me, essentially the end of summer.

Looking down the Potomac River
Abandoned structure near Lock 52. Probably the lock master's home.
Watch where you're slithering!
Tonoloway Aqueduct
Any place can be a rest stop.

Until next year, oh western frontier!

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Triskelion Racing

Post Title Origins
The Beers that Came Back