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Nice stable Racer86!
Do you have a you tube page with in car videos?
Since my 92 Pancho Weaver Trans Am spec race car benefits from the help of a race engineer and a great mechanic this time I got to drop it off partially disassembled. Minus front brakes and transmission and let them prepare it.
Fresh 18 degree 750hp engine install, remove muffler install straight pipe. Replace the Weismann transmission with a G force GSR transmission with a custom input shaft. Since my current steel driveshaft likely will not fit with the new GSR decided to upgrade to a carbon fiber driveshaft. Lighter good for 6 to 8 hp more to the tires, and safer compared to having a steel driveshaft fail and cause expensive damage to the car or me. Also my current aluminum 3rd member housing with a locker will become a spare. Instead we will use a lightened steel 3rd member for strength and a torsen gleason differential. The torsen gleason is smoother and easier to drive on gas exiting corners compared to the harshness of the locker. Install new Alcon 6 piston front calipers, new hubs and rotors too. Install new Gold heat barrier firewall material. New oil filters and breathers and the swedged PTFE Dry sump oil lines (3 lines, 1 inch in diameter that run from the engine to the 5 gallon oil tank near the right rear tire, 2 lines for scavenging 1 line to deliver oil to the engine).
Nice stable Racer86!
Do you have a you tube page with in car videos?
Since my 92 Pancho Weaver Trans Am spec race car benefits from the help of a race engineer and a great mechanic this time I got to drop it off partially disassembled. Minus front brakes and transmission and let them prepare it.
Fresh 18 degree 750hp engine install, remove muffler install straight pipe. Replace the Weismann transmission with a G force GSR transmission with a custom input shaft. Since my current steel driveshaft likely will not fit with the new GSR decided to upgrade to a carbon fiber driveshaft. Lighter good for 6 to 8 hp more to the tires, and safer compared to having a steel driveshaft fail and cause expensive damage to the car or me. Also my current aluminum 3rd member housing with a locker will become a spare. Instead we will use a lightened steel 3rd member for strength and a torsen gleason differential. The torsen gleason is smoother and easier to drive on gas exiting corners compared to the harshness of the locker. Install new Alcon 6 piston front calipers, new hubs and rotors too. Install new Gold heat barrier firewall material. New oil filters and breathers and the swedged PTFE Dry sump oil lines (3 lines, 1 inch in diameter that run from the engine to the 5 gallon oil tank near the right rear tire, 2 lines for scavenging 1 line to deliver oil to the engine).
Have you been working with Pancho? . upgrades look great. did you go with a cambered 3rd member axle housing?
Have you been working with Pancho? . upgrades look great. did you go with a cambered 3rd member axle housing?
Working with Bryans Racing enterprises in San Diego. https://www.bryansracing.com/
Travis Bryans was an engineer for Childress racing for 10 years before returning to San Diego to open his own race shop.
Nope rear not cambered. He set up the 5 car with some very soft springs, front bump stops and max front rebound, handles great.
The 5 car above was Andy Porterfield's last SCCA race car.
My other car is the 10 that raced as a privateer in 88/89 in Trans Am and IMSA GTO.
It's waiting for fresh period correct 23 degree V8, hopefully ready in time for the next Monterey Reunion.
I have both cars on bias ply slicks, as an amateur I prefer bias ply slicks, they seem to suit my style of driving more than Radials.
Tell me about some of your race cars, what chassis and where did you race your 2 Camaros?
The bigger sports racers what are they, they look like they have V8s?
Did you have a race shop service and dial in all your cars?
02-02-2023, 05:42 PM
