#racing

Randy Pobst came to the Where The Elite Meet To Cheat 24 Hours of LeMons to drive Speedycop’s MR2-chassis’d Lancia Scorpion, but we couldn’t resist seeing what would happen if we put him behind the wheel of the Goldbrickers MGB-GT. In the rain. The result was startling.

Here we are at historic Charlotte Motor Speedway, after a long day of BS Inspections, and we’ve got quite an interesting field of cars preparing for tomorrow morning’s green flag.

My grandfather was a big rally- and ice-racing fanatic during the 1950s and 1960s, running everything from a Renault Dauphine to a Corvair in every Minnesota race he could find. Eventually, he picked up a Corvette, which he loved almost as much as his Saab 93, and the trophies started to pile up. On my trip to the Midwest last month, I managed to talk him into letting me have this one for my office.

Having the Falcon next to it for scale makes identification of this crazy, small-block-Chevy-powered drag car much easier. It’s not the kind of vehicle you expect to see at Colorado’s Bandimere Speedway on Test-n-Tune Night.

In the LeMons world, the Index of Effluency is the Holy Grail, the elusive prize that makes teams ditch their RX-7s and E30s and install cages in the likes of Hillman Minxes and Pontiac Executive wagons. You get the IOE by turning many, many more laps than anyone ever imagined your car could do, and we’ve never had an easier IOE decision than the selection of today’s winner: the Swamp Thang 1978 Ford Granada coupe.

The formula for taking the win on laps at a 24 Hours of LeMons race remains the same regardless of whether a race has a Sears-Point-bulging-at-seams 170 cars… or 20, as was the case at this weekend’s swampy, sweaty Cain’t Git Bayou event: you have a team stacked with drivers who turn consistent quick laps, your car never breaks, and your drivers never get black-flagged. Driving a Mazda (which, in my opinion, is the most reliable LeMons marque) certainly doesn’t hurt. Team Hong Norrth stuck with the plan that got them two wins earlier in the year, and now they’ve just grabbed their third LeMons Overall Win trophy in 2011.

I must admit that I assumed the first-ever Ford Granada in LeMons history would fall apart on the track within minutes of the green flag, but the Swamp Thang is still groaning around the course after nearly two hours.

I’m back on the LeMons trail again, this time at Circuit Grand Bayou aka No Problem Raceway in lovely Belle Rose, Louisiana. It’s so hot and swampy here in August that we’re running the race from 8:00 PM to 10:00 AM, making it more like the 14 hours of LeMons. It’s all sugar cane fields, bugs, sweat, and excellent Cajun cuisine here, and we’re having a great time.

The D15B7 engine that Honda installed in my beater/daily-driver ’92 Civic DX was rated at 102 horsepower. Car and Driver managed to get the ’92 DX down the quarter-mile in 16.7 seconds… but that was at sea level, in a brand-new car. With its tired 200,000-mile engine gasping for air at 5,280 feet up, my Civic is definitely short on power in its new Colorado home. The good news is that I have an Integra GS-R B18C1 engine in the garage, and it’s getting swapped into my Civic very soon. That means I needed some “before” dragstrip numbers, so I can see just how much improvement the new engine will bring. Time to visit Bandimere Raceway for Test-&-Tune night!

40-year-old cars have an edge on the Index of Effluency, LeMons racing’s top prize. Chrysler products also have an edge. And, of course, French cars have a huge edge on the IOE. When you race a car that’s simultaneously 40 years old, a Chrysler, and French… well, just keep it running most of the weekend and the big trophy is likely to go home with you.

While today’s Arse Sweat-a-Palooza winner on laps is indeed the same Honda-motorcycle-engined Geo Metro that won the 2008 Arse Freeze-a-Palooza, it’s really a much different car now. In ’08, the Geo Player Special (then known as the Metro Gnome) had the CBR900RR engine driving the front wheels, via an ingenious chain drive that used a toilet plunger as a grease seal. Since that time, the engine— now a CBR1000— has been moved back and now drives the rear wheels.

Were a reality show being made about the Arse Sweat-a-Palooza 24 Hours of LeMons, the old-time hot-rodder crew and Spec Miata-champion drivers on the Model T GT team, just off their triumph of a feature in Hot Rod magazine, would be the dramatic focus for sure— the 302-powered ’27 Ford ended the day’s race session in first position. However, there are three former LeMons winners within a single lap of the Model T GT… and the T’s flimsy Mustang T-5 transmission is stuck in fourth gear and showing every sign of impending total disintegration.

I came down with some sort of terrible New England vasculo-plague at the Boston Tow Party race, and so the croakers said I couldn’t travel to hot, sticky Thunderhill Raceway in California for the second annual Arse Sweat-a-Palooza. Bummer! That doesn’t mean you won’t get to see who and what are racing this weekend, however, because Assistant Perp Nick Pon was kind enough to send in his photos of today’s car inspections.

The Organizer’s Choice, which goes to the team that most epitomizes what LeMons racing is all about, is one of the trophies that many teams chase for years. You can take the Org Choice home by racing a monstrous piece of rolling sculpture, dressing the team up in ridiculous costumes and having them stay in their bewildering roles all weekend, slogging through an all-weekend death march to keep a never-belonged-on-a-race-track car in semi-trackworthy condition, or some combination of all of the above. The LeMons HQ staff chooses the Org Choice recipient via a highly scientific procedure involving a lot of shouting and hand-waving during the panic-stricken, million-things-to-get-done 20 minutes before we drop the checkered flag on Sunday; sometimes the decision is an easy no-doubter, but other times we’re ready to tear out our spleens using rusty bottle openers, so agonizing is the choice. The Organizer’s Choice decision at the Detroit Irony 24 Hours of LeMons, a few weeks back, was definitely of the latter type.

Between Nissan’s Leaf racer and a new EV-only racing cup, electric auto racing has been coming along in recent months, although significant challenges remain. For one thing, batteries are still extremely heavy, and for another, they take a long time to recharge. Finally, thermal management issues conspire with both of these battery challenges to force EV races to be quite short. And in search of a solution, one team that’s entered into the EV Cup is looking to the original EV racers for inspiration: slot cars. Rather than getting hot and heavy with big batteries, figures Drayson Racing Technologies, why not charge the car as it’s racing at speeds upwards of 200 MPH? Luckily HaloIPT has come aboard the project, bringing its eponymous wireless Inductive Power Transfer technology to bear in order to create life-sized, wireless, slot-free slot cars.