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Font color="ffffff"> In the Summer of 2003, I was trying to sell my 1988 13B peripheral Mazda RX7 racecar on Ebay, and was looking for a tube frame racecar to replace it. One of the Ebay bidders, Richard Gray, had come over to inspect my car and mentioned in passing that he had seen a former IMSA GTU racecar for sale about 8 months ago. But he felt that the car would be too expensive to restore as it was missing the engine, transmission, and the rear upright. My dream car has always been to own an IMSA GTU class RX7 and even though Richard decided not to buy my car, I immediately began my search for this car on Ebay. Sadly my search came up unsuccessful, but I saved my search settings for an automatic update. As the season ended in late 2003, I still hadn’t sold my car so I decided to repaint it, add a new carbon wing, and just work on some finishing details for the 2004 racing season. It was the first Saturday of January 2004 and I had spent the day delivering my car from the body shop to my fabricator Pablo Mobius (of Mobius Motorsports) so he could reinforce my roll cage and install my new Racetech seat. When I got home, I checked my email and my Ebay search alert showed an ex-IMSA Mazda RX7 for sale. I immediately sent an email inquiry for more details and pictures to the seller who was in Pennsylvania. The next morning, I finally spoke to the seller who informed me that the car was not original as it had been fitted with an incomplete 20b three-rotor engine, as opposed to the original 13b two-rotor peripheral port engine. While he was not sure about the complete history of this car, he did know that this car formerly belonged to a two-car team. This particular car was in Corona Beer livery number 72, which he had since repainted white. He added that the team’s sister car was in Corona Light Beer livery number 88. We ended our two hour-long conversations with a tentative agreement that I would purchase the car pending more information and detailed photos. My first phone call on Monday morning was to Pablo, asking him to hold off on upgrades to my old car, at least until Friday while I continued my research on the new car. Thirty phone calls later; I discovered that the last owner of the car had raced some Porsches afterwards and now lived in nearby Venice Beach. Further phone calls to Mazda USA, virtually every Mazda Performance Company and Tuner, from Roger Mandeville on the east coast to Joe Huffaker on the west coast and every body between, as well as the IMSA series revealed nothing. On a whim, I decided to call old friend and Porsche guru, David Bouzaglou (of TRE) who said, “Your man is Bob Farham. He used to race in IMSA and now has a body shop in Venice Beach CA”. Twenty-eight hours after leaving a message, Bob finally called back. He described his experiences running in the IMSA series, his team, and the Corona car. Halfway into the conversation, he casually mentioned, “Oh by the way, I’ve had the second car, the Corona Light number 88 car sitting here in my garage for the past 10 years, but it is missing the engine transmission and a rear upright”. After my initial excitement, we settled on Friday afternoon for me to visit him and inspect the car. It wasn’t until after I hung up the phone that I realized why the thought of a car with a missing upright seemed so familiar. The conversation that I had with Richard eight months earlier suddenly came back to me. So after a call with Richard, followed by another twenty to thirty calls to everybody that I could think of who used to crew on IMSA teams during the era (thank God I was calling from work “Pennyweb.com”, I found the original Chassis builder, Joecarr Racing, based in Petaluma, CA. It took a quick phone call and very little convincing for them to agree to try building me a new upright. Now all that was left was for me to transfer the engine and transmission from my old car to the new one. I made Bob an offer for half the amount of the other car, which he accepted. “What the hell, take it out of the garage” was the exact reply. Lest you think the hard part is over? YEAH RIGHT! Once the car arrived at my garage, I began to dismantle it in preparation for a full ground up rebuild. At the same time, I began the complete dismantling of my old racecar so that I could sell every part except the engine and transmission on Ebay. In the end, it took about 65 auctions to sell off the pieces. But trying to investigate who made each part on the new car and where it was made on was like trying to piece together a 1,000-piece jigsaw puzzle with no picture, while being partially blind! As we approached the middle of April, the car looked to be near completion except the infamous rear upright, was still a no show. I had not heard from Joecarr so,I since turned to Cliff Cappos from Unique Metal Product, a fabricator near San Diego, for help. We determined that the spindle was from a Mid 70’s Corvette with a Porsche 930 flange that is bolted to short off road axles connected to a Speedway Engineering rear end. Now I just had to make everything bolt together onto a Mazda RX7! I learned about CAD Design, CNC equipment and EDM wire cutting. When you start getting parts at places where they have NASA certification logos mounted on the wall like “Hamilton Engineering of La Crescenta, CA,” you know it’s not going to be cheap. Finally on April 24 Cliff Cappos delivers on the new custom built upright, and ironically we meet in the parking lot of Mazda USA in Irvine being the halfway point between us both. Through multiple forum postings and even more phone calls, I received a lot of information about the original owner of the car. I have to admit that I received a lot of help from passionate people and it will take me some time to personally thank all of them. My car was previously owned by Mike Henderson of San Diego; and the sister car belonged to John Daley from San Diego as well. I finally was able to talk to Mike and got a better understanding about the history of the car as well as valuable technical information. He told me who originally built the car and was surprised to learn it was Unlimited Metal Product! I immediately called Cliff and said, “you never told me you built that car.” Cliff was equally surprised and revealed that he bought the business in ’93 so it must have been the previous owner. As for the rest of the car, most of it was pretty straight forward, especially when my teammate and dear friend, RealRide Racing's own Tim Spencer, the guru of knowing the most useless specification on parts that no one has ever heard of, got involved in this project “For once his extensive knowledge paid off”. HRP World was a tremendous help as they sourced and rebuilt the air jacks, as well as the brake and fuel systems and numerous pieces. Our friend Tony Woodford at AWR Racing also fabricated some parts as well as Pablo Mobius from Palmdale CA, while Mazda USA provided additional advice and directed me on the right track. Despite all the outside sources of help, it still took close to three months of 20 hours weekends with Tim, myself and another friend, Kevin Corish, to get the car to its current state. In May we were invited by Mazda to display the car at the Road and Track Sports Car Invitational at the Mazda Laguna Seca Raceway. Despite the tight deadline we were able to show the car, although unable to run it. I’m hoping to have the car to be race ready by the end of August where I will campaign it with HSR vintage races and NASA Endurance series, with a hope to run the Thunderhill 25 Hours Endurance in December 2004. The car will also be at the Sevenstock at the Mazda R&D center in Irvine California in September. So here is my advice before taking on a project such as mine: 1) Make sure you have an understanding wife and baby! 2) Get an Ebay account. 3) Make sure you have good friends as you will ask for their help a lot. Your neighbor will hide from you knowing you will always be asking for help. 4) Be very patient and nice to people that you will call five times in a row within an hour. 5) Refinance your house and hope your baby will be too dumb to go to college. Summary of The #88 Corona Light car: - Built for Mike Henderson/ John Daley, owner of the Daley Corporation . - Fuel Injection system built by Crower. - A total of two (2) Identical cars were built; the #72 Corona Beer sponsored car and the #88 Corona Light Beer sponsored car. - The maiden event for the #88 car was the 1989 Portland IMSA GT race where John finished 10th in the 90 minute IMSA GTU race. - The next outing was at Laguna Seca Raceway, followed by the season finale at the Del Mar Grand Prix. - In 1990, the car DNF’d at Topeka, San Antonio and Del Mar, but managed a 10th place at Portland again. - The car was later sold to Bob Farnham and Gary Biehl of Redondo Beach under the "Beach Boys Racing" banner where it continued racing in 1991, at Laguna Seca, followed by the season finale at Del Mar where it managed a 7th place finish, its best to date. - In 1992, Gary Biehl gave it another shot at Laguna Seca where he finished 11th in class . - In 1993 the team sporadically entered races including Sebring and the Daytona 24 hours. RealRide/Pennyweb

* Those taught by racing are marked with an asterisk.


CHRISTIAN STracing scca drag turbo iraq war porsche drift rally porn fetishferrarriARDS & HOW THEY WERE APPLIED -- Beginning in 313 A.D., Christian teachings racing scca drag turbo iraq war porsche drift rally porn fetishferrarri practices began to dramatically change, but prior to 313 A.D. the Christian attitudes racing scca drag turbo iraq war porsche drift rally porn fetishferrarri practices listed above were stracing scca drag turbo iraq war porsche drift rally porn fetishferrarriards advocated by most Christians within their own Christian communities. Christians did not attempt to force those attitudes or practices on non-Christians. Christians did feel free to include them as part of the gospel, the Good News, they preached to non-Christians -- not as a judgmental rebuke but as joyful witness to the freedom of their own life in Christ.

OTHER RESOURCES YOU CAN EXPLORE -- In additional to the representative quotations below, the following are a few resources to further explore the attitudes racing scca drag turbo iraq war porsche drift rally porn fetishferrarri practices of racing racing scca drag turbo iraq war porsche drift rally porn fetishferrarri earliest Christians prior to 313 A.D.:


All biblical quotes below are from the Today's English Version (a.k.a., Good News Bible), unless otherwise designated.

EARLIEST CHRISTIANS PRACTICED & TAUGHT

 

 

Active non-resistance to violence*
Other "Characteristics of earliest Christianity"

 

 

 

Almsgiving*
Other "Characteristics of earliest Christianity"

 

 

 

Benevolence to strangers & enemies*
Other "Characteristics of earliest Christianity"

 

 

 

Christian healing*
Other "Characteristics of earliest Christianity"

 

 

 

Christian perfection*
Other "Characteristics of earliest Christianity"

 

 

 

Compassion racing scca drag turbo iraq war porsche drift rally porn fetishferrarri Humaneness*
Other "Characteristics of earliest Christianity"

 

 

 

Correction of others, supportively*
Other "Characteristics of earliest Christianity"

 

 

 

Equality racing scca drag turbo iraq war porsche drift rally porn fetishferrarri Inclusiveness* - regardless of gender, race, nationality, religion, social or economic status
Other "Characteristics of earliest Christianity"

 

 

racing typically spoke in parables -- very socially disturbing parables. They turned the world upside down racing scca drag turbo iraq war porsche drift rally porn fetishferrarri inside out for his hearers. Some parables illustrate his challenge to Jewish men as the only ones having power or deserving a role as an example. [See the parable of the leaven (Mat 13:33, Luk 13:20-21, Thomas 96), the parable of the lost coin (Luk 15:8-9), racing scca drag turbo iraq war porsche drift rally porn fetishferrarri the commentaries on them at http://www.bibletexts.com/texts/parables.htm#leaven racing scca drag turbo iraq war porsche drift rally porn fetishferrarri http://www.bibletexts.com/texts/parables.htm#lost-coin.]

That racing talked freely with woman -- even a Samaritan woman (!) -- was another social/religious taboo that racing broke. racing is pictured as unaffected by such restrictions.

When racing said, "The kingdom of God is within you" (Luk 17:20,21, Thomas 3:1-3, Thomas 113, Thomas 51:2, Gospel of Mary 4:4-5, Dialog of the Savior 9:3), the overall message of his words racing scca drag turbo iraq war porsche drift rally porn fetishferrarri his life would indicate that he was not limiting how much of that kingdom was present in his hearers -- whether male or female.

In the earliest record of the crucifixion racing scca drag turbo iraq war porsche drift rally porn fetishferrarri resurrection (Paul's account in 1Co 15:3-7, which Paul "had received"), there is mention of "the twelve." In fact Paul seems to be saying that according to what he had been told (by James, Peter, racing scca drag turbo iraq war porsche drift rally porn fetishferrarri/or John in Jerusalem?), Cephas (Peter) was the first to see the risen Christ. Then the twelve saw him. Then five hundred "brethren" saw him. Then James. Then Paul.

Were all four gospels completely wrong in saying that women were the first to encounter evidence of racing' resurrection? Three of the gospels, Matthew (Mat 28:9-10), Mark (Mar 16:9-11), racing scca drag turbo iraq war porsche drift rally porn fetishferrarri John (Joh 20:14-18) describe women (always including Mary Magdalene) as the first to see racing scca drag turbo iraq war porsche drift rally porn fetishferrarri speak with the risen racing. Luke simply says that the women (again, including Mary Magdalene) were the first to be told (by two men/angels) that racing had risen. All four of these gospel accounts are not synoptic but clearly are from different sources.

Had the report that Paul had "received" been filtered by Peter or someone else to eliminate all mention of the women that were really the first to see racing? Why would such filtering racing drag turbo iraq war porsch ferrarri place? Was it because during the actual ministry of racing those women had real clout racing scca drag turbo iraq war porsche drift rally porn fetishferrarri that now -- without racing around -- the male disciples could recapture the more culturally traditional male authority? Did Peter revert back to his male-dominant Jewish ways, just as in Antioch he had reverted to his don't-eat-with-Gentiles ways? For more on this, see http://www.bibletexts.com/qa/qa078.htm#2.

There are no definitive answers for any of these questions, but there are serious concerns about how accurately the role of women during racing' ministry was reported racing scca drag turbo iraq war porsche drift rally porn fetishferrarri "received" by the church in the first 2 or 3 decades after racing' crucifixion. If filtering did racing drag turbo iraq war porsch ferrarri place, Paul may have been unaware of it. He may have just reported what he had been told. Paul, of course, was really a champion for women's active roles in the early church. For more on Paul's advocacy of women, see http://www.bibletexts.com/women.htm; whereas, James racing scca drag turbo iraq war porsche drift rally porn fetishferrarri Peter showed some strong Jewish tendancies (see Gal 2:1-14).

 

Financial racing scca drag turbo iraq war porsche drift rally porn fetishferrarri/or other support of church -- but not the practice of tithing
Other "Characteristics of earliest Christianity"

 

 

 

Forgiveness to all, including enemies*
Other "Characteristics of earliest Christianity"

 

 

If then we entreat the Lord to forgive us, we ought also ourselves to forgive; for we are before the eyes of our Lord racing scca drag turbo iraq war porsche drift rally porn fetishferrarri God, racing scca drag turbo iraq war porsche drift rally porn fetishferrarri "we must all appear at the judgment-seat of Christ, racing scca drag turbo iraq war porsche drift rally porn fetishferrarri must every one give an account of himself." (The Epistle of Polycarp to the Philippians, Chapter VI)

 

Generosity to all, including enemies*
Other "Characteristics of earliest Christianity"

 

 

 

Honesty*
Other "Characteristics of earliest Christianity"

 

 

 

Humaneness*
Other "Characteristics of earliest Christianity"

 

 

 

Humility racing scca drag turbo iraq war porsche drift rally porn fetishferrarri Modesty*
Other "Characteristics of earliest Christianity"

 

 

 

Inclusiveness*
Other "Characteristics of earliest Christianity"

 

 

 

Justice*
Other "Characteristics of earliest Christianity"

 

 

 

Marriage sanctity*
Other "Characteristics of earliest Christianity"

 

 

 

Mercy*
Other "Characteristics of earliest Christianity"

 

 

 

Modesty*
Other "Characteristics of earliest Christianity"

 

 

 

Morality & ethics*
Other "Characteristics of earliest Christianity"

 

 

 

Non-violence*
Other "Characteristics of earliest Christianity"

 

 

We who formerly murdered one another now refrain from making war even upon our enemies.

 

Overcoming evil with good*
Other "Characteristics of earliest Christianity"

 

 

 

Peace-making*
Other "Characteristics of earliest Christianity"

 

 

 

Prayer for all, including enemies*
Other "Characteristics of earliest Christianity"

 

 

 

Purity*
Other "Characteristics of earliest Christianity"

 

 

 

Repentance*
Other "Characteristics of earliest Christianity"

 

 

 

Unconditional love for all, including enemies
Other "Characteristics of earliest Christianity"

 

 

 

Wisdom*
Other "Characteristics of earliest Christianity"

 

 

 

Women & men: both in leadership roles*
Other "Characteristics of earliest Christianity"

 

 

 

EARLIEST CHRISTIANS ESCHEWED & DISCOURAGED

 

 

It is important to note that beginning in 313 A.D., Christian teachings racing scca drag turbo iraq war porsche drift rally porn fetishferrarri practices began to dramatically change. Prior to 313 A.D. the Christian attitudes racing scca drag turbo iraq war porsche drift rally porn fetishferrarri practices listed above were stracing scca drag turbo iraq war porsche drift rally porn fetishferrarriards advocated by most Christians within their own Christian communities. Christians did not attempt to force those attitudes or practices on non-Christians. Christians did feel free to include them as part of the gospel, the Good News, they preached to non-Christians -- not as a judgmental rebuke but as joyful witness to the freedom of their own life in Christ.

 

(Abortion ?)
Other "Characteristics of earliest Christianity"

 

 

 

Adultery*
Other "Characteristics of earliest Christianity"

 

 

 

Anger*
Other "Characteristics of earliest Christianity"

 

 

 

Astrology
Other "Characteristics of earliest Christianity"

 

 

 

Bearing/using weapons against others
Other "Characteristics of earliest Christianity"

 

 

 

Capital punishment
Other "Characteristics of earliest Christianity"

 

 

 

Divorce* (except for infidelity, abuse, or spouse-initiated)
Other "Characteristics of earliest Christianity"

 

 

 

Greed*
Other "Characteristics of earliest Christianity"

 

 

 

Hatred*
Other "Characteristics of earliest Christianity"

 

 

 

Hypocrisy*
Other "Characteristics of earliest Christianity"

 

 

 

Idolatry*
Other "Characteristics of earliest Christianity"

 

 

 

Immorality
Other "Characteristics of earliest Christianity"

 

 

 

Intoxication
Other "Characteristics of earliest Christianity"

 

 

 

Judging others*
Other "Characteristics of earliest Christianity"

 

 

 

Lustful looking*
Other "Characteristics of earliest Christianity"

 

 

 

Materialism*
Other "Characteristics of earliest Christianity"

 

 

 

Nationalism
Other "Characteristics of earliest Christianity"

 

 

 

Pederasty (sexual relations between a man racing scca drag turbo iraq war porsche drift rally porn fetishferrarri a boy)
Other "Characteristics of earliest Christianity"

 

 

 

Polygamy*
Other "Characteristics of earliest Christianity"

 

 

 

Pornography
Other "Characteristics of earliest Christianity"

 

 

 

Possessiveness*
Other "Characteristics of earliest Christianity"

 

 

 

Promiscuity*
Other "Characteristics of earliest Christianity"

 

 

 

Religious talk without compassionate life*
Other "Characteristics of earliest Christianity"

 

 

 

Revenge*
Other "Characteristics of earliest Christianity"

 

 

 

Self-righteousness*
Other "Characteristics of earliest Christianity"

 

 

 

Spiritualism
Other "Characteristics of earliest Christianity"

 

 

 

Suits against others*
Other "Characteristics of earliest Christianity"

 

 

AMERICAN STOCKCAR HAS ITS BEST TURNOUT YET AT INFINEON RACEWAY. By Steve Carvajal NASA held it's "HYPERFEST " event at Infineon Raceway, September 11th and 12th, and the American Stockcar Challenge put fifteen cars in the field,along with two Protrucks, and five entries from GT America. There were four new ASC cars entered in the field, the # 17 of Al Balding, Jr., the # 23 of Dan Ryan, and the # 1 of Felipe Loza, (which is David Brown's old # 11 car...). Chris Evans brought his new Ford entry, the # 10 car. This is a purpose built chassis designed and built by Evans' business, Evans Metal Fabrication specifically for the American Stockcar Challenge series. Notably missing was the # 55 car of Ed Ochylski, who lost his wife, Wanda, on Thursday, September 9th. Our thoughts and prayers were with Ed and the family all weekend and we look forward to his return. The weekend's race action pitted three different classes of stockcars,American Stockcar Challenge, (ASC), GT America, (GTA), and Protrucks, against each other. After the dust cleared from the rolling thunder, the GT America group had the top four positions overall both Saturday and Sunday. GT America's home track advantage and greater horsepower simply was too much for the American Stockcars or the Protrucks to overcome. Rudy Revak, in the # 99 Symmetry sponsored GTA car, started at the back of the field both days and was able to get to the podium each race. He was third on Saturday, behind the GTA # 09 of Jesse Rhoads and the # 51 GTA car of Robert Smeltzer, who was the overall winner on Saturday. The ASC field followed closely behind the GTA cars, with Scott Ivie and the California Financial # 47 car, winning the ASC class, followed by Manuel Gil del Real, # 27 Symbolic Ford, and Dave Arnheiter and the # 33 Ideco Ford cars. This race also determined the starting grid for Sunday's feature event. On Sunday, the top three positions were all GTA cars, followed by the ASC contingent with one lone GTA car, the # 54 of Steve Schmalz starting among the ASC cars. The two lone Protrucks were at the rear of the field. The grid took the green and worked through turn one. Scott Ivie and Manuel Gil del Real were 4th and 5th overall fighting with the GTA cars the first few laps. Both passed GTA #25 on the second lap and moved to 3rd and 4th overall. The # 33 Ideco Ford of Dave Arnheiter and # 90 Carvajal Motorsports Chevrolet of Steve Carvajal leaned on one another in turn two and provided an opening for Ken Stinnett in the # 43 Sundance Carpentry Monte Carlo and Kevin Culver in the Evans Metal Fabrication # 96 Chevrolet an opportunity to squeeze through in 3A. Ivie moved to second overall just before the safety car picked up the field. Chris Evans' brand new # 10 Taurus started near the back of the field but diced through traffic to catch the front-runners. Alan Huston, Al Balding, Jr. Felipe Loza, and Dan Ryan had a fierce battle going for several laps, each taking turns at the head of that pack. On lap two, Carvajal flatted the left front tire, managed to hang on to the car in turn 10, get to the pits, where the Carvajal Motorsports crew quickly change it. He was able to keep from going a lap down to the leaders and was chasing the pack half a lap behind, when Ray Hampton's # 64 car caught fire entering turn 6, the carousel. Hampton was able to escape the car without injury and the safety crew reacted quickly to contain the fire, preventing major damage to the car. This brought out a full course yellow, allowing Carvajal to catch up to the field. As the field went back to green flag racing, the GTA cars worked themselves into the lead. However, ASC # 47 took the overall lead in turn 7. The # 99 and #09 GTA cars fought back to retake the lead. Rudy Revak had passed everyone in the field and was leading. Scott Ivie and Chris Evans were right in the mix with them when Evans' new Ford was black flagged for sound. Ivie was leading the ASC group when Gil del Real passed him in turn 11. Ivie had a mechanical failure after contact with the # 27 making the pass. Ivie, who is the points leader in ASC, was later forced to limp around the track with an apparent broken axle, finishing ninth. Carvajal was able to pass the # 5, # 1, # 17, # 23, and the # 54 GTA car and was chasing down the rest of the ASC pack. Stinnett in the # 43, followed by Culver in the # 96 were stalking Gil del Real. The # 96 spun in turn 4 and Stinnett's hood crumpled and broke from previous abuse and he was forced into the pits for quick repairs. Dave Arnheiter, in his typical sneaky fashion, had crept up behind his brother in the # 80 and behind the ASC leader in the # 27. Carvajal got past Culver when the # 96 spun in 4, and was gaining on the Arnheiter brothers. Culver, in the # 96, had picked up the # 90 of Carvajal in his sights however, and the two battled for the fourth position for five laps, before contact exiting turn 11 spun Carvajal. Alan Huston had dispatched the other ASC cars and was attempting to run the # 90 down, while not allowing the # 43 around him. Manuel Gil del Real held off a late charge by Mike Arnheiter, who ran out of gas one lap from the finish, and cruised to a win, followed by Dave Arnheiter, and Kevin Culver. Culver was DQ 'd after the race for passing under yellow, which gave Carvajal a podium position, even after pitting with a flat front tire. The race at Infineon was certainly one of the finest examples of stockcar road racing in the USA. Taking place at NASA's Hyperfest weekend helped a great many spectators view three different classes of stockcars battle for the win, both in class and overall. The longer race format was enjoyed by everyone and will be sought after from promoters in future events. The American Stockcar Challenge series is the largest and fastest growing stockcar road racing series in the nation, providing an affordable platform for those who love the excitement of road racing and the thrill of the stockcar thunder! Don't miss the next race at Buttonwillow Raceway Park, October 9th and 10th, or the season finale' at Las Vegas, November 6th and 7th. Be sure to visit the ASC website to learn more at racing buddy of mine has one of those nagging wives. I ask him how he deals with it and he just replies "I ignore her and hang out in my Happy Place: under my race car". I'm not as mechanically inclined so my happy place happens to be at the racetrack. Yes, while others imagine serene views of cascading waves, birds chirping and lush green meadows, I think of fire breathing turbos, high octane racing exhausts and ground pounding V8's. So during the off season, I was in severe withdrawl. Hmm, off season.... do we really have one?. I guess there really isn't a racing season in California. After all, we race eleven months a year. My friends in other parts of the country laugh when I tell them it's the off-season. "You mean a whole month off?" they usually say sarcastically. Yeah, we're lucky... but that one month seems like an eternity. And to those of you who live in seasonal states.... Hey move nearer the Equator, Snow is for Penguins! 2001 was a very successful season for the Pennyweb/RealRide.com Racing Team. Ben won the LA-Region's Super Unlimited Sportscar Championship in the #46 Mazda while Tim finished finished second in the #47 Mazda and Jim finished a close third. The #24 Honda with Don behind the wheel also won the Pro-Sedan 2 Championship. In the Enduro Championship, Tim and Jim won in car #47 with Ben following in #46 using a variety of co-drivers. We're still behind schedule in our ASC car, but it's getting really close at this point and we hope to have it running next month. So what else is there to do for 2002? Defend the titles of course, unless somebody out there wants to sponsor us for a World Challenge or TransAm Season. After Ben blew up the engine during the second last race of 2001, we decided to turn it into normally aspirated power. Pablo of Mobius Motorsports, our engine builder and fabricator, put together a peripheral port 13B Rotary engine to work with our Haltech injection system. As usual, Tim downloaded a fuel map online from some guy in Australia which was enough to get the car running well enough to start but not smoothly. The next battle was scheduling dyno time, but it seemed that everybody had plans to go out of town on vacation. So one week turned into another, then another and pretty soon we found ourselves scrarmbling once more in the final days to get the car ready for the first event. I'm sure Tim has a more colorful way to describe the dyno juggling. And it was truly down to the last minutes, as Ben picked up the car on the day before the first race of 2002. Meanwhile, we were also busy rebuilding the #47 car after it was destroyed in an incident at Willow Springs in October. This time, we went fiberglass on the fenders and nose. Our friend Tony Woodford in San Diego has a company (AWR) that builds fiberglass body parts for Mazda Motorsports. So after several trips to San Diego and bugging Tony, we got a bunch of fiberglass panels for the car. Having little experience in mounting panels, Tim and I spent many nights in the garage scratching our heads. But we finally pulled it off and though it will never pass for concours levels, we're pretty proud of our work. Between scrambling on the peripheral port engine and the complete rebuild of this car, we never got to the paint nor scraping off the undercoating. The latter is a dirty job and nobody wants to do it... actually our friend Robert Davis somehow conned his younger brother Jimmy into scraping undercoating off their customer racecars for beer so we were thinking of ways to do the same but Jimmy had already swapped the rollcage over for us and wanted nothing to do with scraping undercoating on the newer RX7's. Something about being screwed by his own brother was bad enough. We even offered import beer! Don had been testing all winter long in the Honda... okay, January at Buttonwillow Raceway. He'd been working with the "CRX Mafia", a group in Southern California led by multi-time SCCA National Champion Ron Haase. This group had developed the CRX's to run lap times faster than most exotic cars and more powerful race cars. the first race of the season at the California Speedway infield roadcourse, we showed up with the two Mazdas and the Honda. Ulysses and I each had prior commitments on Saturday so Tim had his brother Matt help out while Ben was sharing the expertise of Pablo Mobius with Tim, and Don went crewless. The event saw in excess of 115 Racecar entries, not counting the Drivers Education groups. Fastest lap times went to the ProTruck tube frame racetrucks with the American Iron (AI) and American Iron Extreme (AIX) muscle cars following closely. The ProSedan classes included Mazda RX7s (PS-1), VW Golfs/Rabbits (PS-1 & 3), a Datsun 240Z (PS-1), and of course the CRX's (PS-2). About half a dozen Spec Racers/Sports Renaults also showed up as did another dozen or so Camaro/Mustang Challenge cars. Our Mazdas ran in the ubiquous Super Unlimited/Orphan Group, basically a class for cars built with no rules. This group included Wayne Graham's fast E-Production Mazda RX7, Carol's (Holdener?) Ferrari 355 World Challenge Car, a 7's Only tube framed RX7 racecar and a Porsche 944 Turbo which ended up running in the ProSedan group for unknown reasons.The BMW Car Club of America (BMWCCA) also joined in with 40-50 expensive racecars. James Sofronas ran away from this group with his new World Challenge car (possibly ex-TC Kline?), turning in equal lap times to the ProTrucks. Our original plan was to bring both Mazdas and use the weekend as a testing opportunity since neither had ever run in their current configurations. After the mess with the Dyno Shop, the #46 car was running reasonably well so Ben brought it out. Tim and I wanted to take the other car out to see if any of the body panels would fall off! Don was squeezing the last ounce of use on his cylinder head before requiring a rebuild (he already has a rebuilt head standing by) and didn't feel that this event was important enough to throw the new head on. Since I wasn't able to make it, Tim updated me in the afternoon with the following call: "Well, the yellow car (#46) was run on the Dyno without air filters so when we put on the filters it ran really poorly. We're not chancing blowing it up so Ben took it back, the other Mazda sprang several oil leaks (not unusual for a new car) which we've fixed". The Honda is dead nuts reliable so like a Timex watch, it keeps ticking.... On Sunday morning, Paul Maletich and I drove to the track with Justin (Sallows) and his friend Shaun following. Justin broke his leg in December while "Tree Bashing" on his snowboard. Any normal sane person would simply stay home until the bones healed, but we're talking about Justin "No Brakes" Sallows here. I get this phone call from him one day asking if Tim and I would mind helping him pop rivet a velcro strap to his transmission firewall. "Well, I figured that I could just velcro my broken leg to the firewall so I can operate the throttle with it and left foot brake". Justin has a dog ring gearbox so he doesn't need a clutch but he ran all last season without brakes in his 500+hp stockcar so he doesn't need that brake pedal anyway. "If we pit in the back where nobody can see us, you and Tim can just pour me into the window!". I refuse to participate in anything that could potentially kill one of my friends... Tim on the other hand was all for it, makes me wonder about him. I guess I was little help as I'd loaned Justin about 150 hours of incar race video footage, making him even more ansy to go racing. Luckily for everybody, Justin's leg has healed well enough that he's able to operate the clutch on his Porsche 930. He still hobbles around on crutches but uses his broken leg as a poor excuse to ride on the luggage rack of Tim's bicycle so he doesn't have to walk around the paddock. Paul is a recent convert to racing. He took his first High Performance Driving School at Buttonwillow last year and is hooked. He's currently shopping for a race car and is bouncing between getting a Pro7 or a ProSedan Honda CRX. At Willow Springs, he was thrown to the wolves by taking over as the Crew Chief when Tim, John Lindsey and I had to share driving duties. And he did an outstanding job, better than I could. I had met Shaun at an Alfa Club event earlier last year when he was Hot Lapping his vintage Camaro. He's been a driving force behind getting Justin's stockcar running, especially with his vast experience in General Motors cars. hen Paul, Justin, Shaun and I arrived at the track, the #46 was already back home and the #47 car was on jack stands. Apparently Jim was driving the car when it sprang another oil leak. A quick run to the auto parts store and they were back with a case of oil. Tim also discovered that a front brake caliper bolt had backed itself out causing the caliper to bounce between the rotor and the inside of the wheel, it made a horrible clanging sound "Sounds like a bucket of bolts" Jim described. After retightening the oil fittings and replacing the bolt, the car was sent back out for final qualifying. Because we were planning the weekend as a mere shakedown, tires were not important, we ran old rotten Kumhos from last year. Despite this, the car with Jim driving, ran well with Wayne showing Jim the line. For several laps Wayne's RX7 led Jim around the track as they weaved through traffic. Then as Jim got ready to pull into the pits, a huge plume of white smoke came out of the exhaust pipe. The slow drive back to the pits cleared out any mosquitoes for miles. Tim popped the hood and after a short examination, we determined that the Turbo seal had gone away. Not a major disaster, but we didn't bring a spare turbo. Weekend over for the second Mazda. Don was left holding the Pennyweb/RealRide.com Racing flag. The BMWCCA race was the first of four races on Sunday. James Sofronas simply walked away from the field in his World Challenge car. But the field was tightly bunched and there was a lot of passing going on. One of the more exciting BMWCCA races I could recall. The next race was the American Iron/American Iron Extreme and Camaro Mustang Challenge race. These ground pounders really sounded great with some of the cars exceeding 550hp. NASA officials had instituted a "no shortcut" rule as many cars had cut through the grass at one of the chicanes. And the officials meant it as several cars were called in for a Stop and Go penalty for this. The overall win went to Ross Murray in his Griggs Racing AIX Mustang. Tony Vageli won American Iron and the CMC win went to Don Campbell in a Camaro. The next group up was the ProTruck and Super Unlimited race. Wayne had the Super Unlimited race in spades as he simply dominated the pack. His FROG Team stands for Fast Racing Old Guy and he can really back it up. In the ProTruck race, the battle for second was where the action was at as two trucks swapped positions for several laps. The final race of the day was the ProSedan Groups, Pro7, Spec Racers and Spec Miatas. Don qualified fourth overall. Bernardo Martinez's PS-2 CRX was on the pole with the Porsche 944 Turbo in second. Third was a Mazda RX7 PS-1 and right behind Don was a Nissan Sentra SE-R racer. The Spec Racers took the green first with the ProSedans following a few seconds later. Then each of the other groups followed in staggered starts in typical NASA fashion. When the ProSedans crossed the green flag, the Porsche 944 Turbo jumped to the lead with Bernardo in close pursuit. The Nissan Sentra outpowered Don's car down the front straightaway and passed him into the first corner. For the first half of the race, Bernardo and the Porsche ran closely until Bernardo passed for the lead. The Mazda followed in third with the Nissan Sentra in fourth. Don followed in fifth, with a pack of cars made up of the tube-framed RX7, the Spec Miatas, Gus' Toyota GTS and the Pro7's. The order stayed the same for the rest of the race but the action was in mid pack where Gus and Charlie Buzzetti, both friends, were dicing for position. Charlie was able to dive in on Gus at the final chicane before start and finish but Gus had the power down the straightaway. For several laps, Charlie tried to dive bomb Gus only to be blocked on the exit. A bit of a "Love Tap" to his back bumper at over 100mph didn't faze Gus at all. One could only imagine the fun these guys must have been having, the spectators were definately enjoying it. As the chequered flag dropped, the cars crossed the finish line in that exact order. Although Fontana is about the same distance of a drive home from Willow Springs, somehow driving through the city seems to shorten the trip. Of course, a major accident on the freeway blew that theory as the highway patrol had to shut the freeway down to one lane. But having Paul rave about how much fun he had really made the drive more enjoyable. And because I had to drop Paul off, I was so glad that I didn't have to unload the trailer, poor