By on June 25, 2014

Were you ever taught something you already knew, something you normally teach others? That moment of surrealism came for this regional LeMons Judge while attending the Newbie School in a new racing series called the World Racing League. Baruth already gave you a tease: I set aside the idiotic ironic Indian Chief hat of LeMons for a weekend stint as a racer/pit crew/errand boy with the same team that brought you the iconic Ford Fairmont Wagon: now with more Granada.

To see the stance is to know it: Property Devaluation Racing made a worthy successor to their Fox station wagon.  So when these guys offered me a spot in the Granada and their similarly-spec’d Thunderbird Turbo Coupe, I took Friday off, forked over the fees, picked up another Fox Body loyalist from Hobby Airport (you might remember his Homer Simpson car) and hit the road for College Station.

I drove the Granada for 10 minutes during the Friday afternoon test ‘n tune session, and felt great: the Granada’s flat cornering with mild understeer was a natural transition from my street going Fox Body Cougar.  But the first day of racing?

Logging 100-ish miles in the Thunderbird was a different story: the Granada’s tame demeanor was replaced with something a (handling savvy) teammate later explained as body roll induced oversteer. The Thunderbird had razor-sharp turn-in, so sloppy steering inputs netted body roll which reduced the rear tire’s contact patch, easily inducing oversteer.  Lap 1 resulted in a huge spin entering a corner at around 50mph.  Lap 2 was no better: a similar wipeout left me bewildered, frustrated.

Both times I self-reported my impending black flags before the staff received word from the corner workers. Perhaps LeMons taught me well.

Not well enough. The Thunderbird’s owner’s words in my Nerdie helmet kit were clear: spin again and you’re out for good.  It was the reality check I needed, quickly swallowing my pride and methodically retracing the track at a slower pace. This let me understand how drastically the Thunderbird sits/lifts with my steering inputs.

Racing the Thunderbird was like a scientific experiment: repeat the process but alter a variable every time.  Enter the turn at the right speed, monitor your steering inputs and smoothly accelerate exit post-apex.  If you turned too hot, the rear tires howled: slightly dial the wheel back and they shut up.  Thank goodness for TWS’ banked oval, it was the only place I blipped the throttle, downshifted to 3rd and comfortably unwound the Thunderbird’s wicked Windsor V8 to pass “slower” cars. Sure I was slow and hyper-conscious elsewhere, but the banked oval experience continues to give me goosebumps.

Now the World Racing League is an interesting series: damn near any class of car races on the same track.  I was passed by far more professional drivers in LeMons cars, Spec Miatas and misc. track beasts to the point my left hand seemingly spent more time doing the “point by” for others than grasping the tiller. And a certain Poorvette absolutely clobbered every car out there, as you’d expect from the wholly under appreciated C4 Corvette.

I learned something besides the obligatory “damn that was so exciting I’d totally do it again” statement of any autojourno in my shoes: my racing technique toolbox just multiplied. The Thunderbird gave me a new set of tools, items previously more foreign than Portuguese.  So now I Know What I Don’t Know. Several of my friends suggested I embrace this new addiction to hone my skills, as I’m now a racer.

No dice.

Racing brought me a short term joy that I will gladly spend another $1000 in fees, gas, hotel, meals, etc. to replicate another weekend.  But the Thunderbird helped me cross a (final?) frontier: I did what made moonshiners so famous, racing/working on a boring car made from bits of more impressive vehicles. This experience crystallized my plan to write the definitive story of Ford’s underappreciated chassis.  I told others about this (including a working vacation to the Detroit Public Library) and they agreed: that’s a book they’d read.

Which isn’t exactly the point: like the benefits of grade school music programs, racing helps you in your real world.

It’s a deeply personal experience that everyone with a modicum of disposable income should try. Go race and then make yourself. Just don’t get motivated to write a book about Fox Bodies, that’s my schtick.

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21 Comments on “Super Piston Slap: I Know What I Don’t Know...”

  • avatar

    Not to turn the comments into book club, but. . .
    Have you read “Going Faster” by Carl Lopez?

    I read it the first time years ago and it really really helps you define what the car is doing on the track and how your inputs are affecting the car.

    Highly recommended and it’s always a battle to get it back from whomever borrowed it last.

  • avatar


    Sorry for posting this here, but I didn’t have a lot of time to go searching for your email address.

    Thought you might be VERY interested in this:

    • 0 avatar

      Wow! Quite nice, but spoken for:

      • 0 avatar

        Ah, the Panther coupe. Seemingly far rarer than the GM B-body coupe, but just as cool.

        Granted, most of the B-body coupes I’ve seen were Buicks, Pontiacs, and Oldsmobiles, guess Chevy buyers preferred sedans. Man, I’d give a lot for a ’84-85 LeSabre coupe, an 88 coupe, or a 1980-81 Bonneville coupe…

        • 0 avatar

          Neighbor had a mid 80s Ford LTD Crown Victoria coupe, silver with black roof and sail panel emblems. I lost track of it after I moved out in 2007. I’ll take a B-body of equal condition coupe over it all day long.

  • avatar

    I will purchase a copy of your book. Your race weekend sounded like it was a blast.

    I have appreciated the Fox body. I parted with mine this year after my planned life fell apart and it was left without a garage from a future home. Total ‘appreciation’ or ‘sunk costs that were not returned’ was $7,000 USD.

  • avatar

    Drove my bro’s 240Z back to back with this car. Holy cow, talk about two different cars.

  • avatar

    Detroit area meet & greet @ the NAHC?

  • avatar

    So was the “body roll induced oversteer” something that was particular to this particular Thunderbird, or was it the way all Thunderbirds were set up? Was it the result of trying to drive a production T-bird like a NASCAR T-bird, or something with the chassis setup on this car?

    Thank you for sharing Sajeev; when Jack mentioned you were driving a “difficult” car, I wondered what he meant. Now I know.

    • 0 avatar

      I seriously doubt it was set up to do this, it just happens with age, abuse and swapping of parts around the Fox Family. Also consider that LeMons cars are made to a budget, and abused to no end for hours at a time in endurance racing.

  • avatar

    The Homer car you linked too is one of the greatest things I have ever seen.

  • avatar

    Not that I ever really gave you any /real/ crap for your two spins, but I think you get a pass for them. After racing the Granada on track for 2 hours on Saturday and not having a single issue with the handling (despite non-existent front sway bar bushings) taking the T-Bird out on Sunday was a complete handful. I had to tip-toe around every corner for fear of the rear end switching positions with the front.

    I just accepted the fact that I couldn’t get the power down out of a corner and was very gentle with the throttle. I was doing fine for an hour when the car unexpectedly fishtailed after a high speed corner where I just breathed off the throttle for a second (going onto the back straight) and I couldn’t catch it. Based on the gear and RPM, I later calculated I was doing over 90 when I went off into the grass sideways. The whole time all I could think was “Don’t roll!” over and over in my head. When I finally stopped, I was staring at the flagger at the end of the back straight. I had slid sideways the entire length of the back straight, and was almost at the tree line.

    This was the first incident that genuinely scared me in the 15 or so races that I have been in. It shook my confidence, but I decided to keep going but dialed it back a few notches. After a few more laps, I spun again, but much less dramatically. That was it, I was done. I wasn’t comfortable in my ability and didn’t want to hurt the car or let the team down (more than I already had), so I voluntarily ended my stint early. It was a major blow to my ego and I genuinely felt bad.

    Then Marty (the car owner and team captain) hopped in the car after me, and immediately brought it back into the garage after one lap. He pronounced the car practically undriveable. The tires were rotated and pressures checked, then he took the car back out and ran without incident. After his stint, he told me he was surprised I was able to keep the car from spinning for as long as I did, and that the handling was WAY better after he brought it back in. That definitely made me feel better about myself, and they thought enough of me to let me hop back in the Granada later that day. I ran without incident, that is until I blew up the transmission and/or clutch.

    So yeah, the point of this is that I don’t think you got a fair shot, and given how the car handled when I was out there, you shouldn’t beat yourself up about it. You also knew enough to know when you were in over your head (like I did) and decide to call it a day before endangering yourself or others. Lessons learned all around! And despite the mishaps we had, I still had a blast, and now get to tell the odd story that the fastest I have ever driven a car was an ’82 Ford Granada at 140+ MPH :)

    • 0 avatar

      Oh don’t worry there’s no beating myself up about it, this was an eye opening experience and helped me learn something I never even considered previously. Plus, it was great to finally meet one of the Heros of non-Mustang Fox Bodies.

      • 0 avatar

        Right back atcha :)

        The biggest clue that the handling of the T-Bird was sub-obtimal was the fact that the T-Bird could run out 4th gear at the end of the front straight without going into 5th (I did touch the rev limiter a few times), whereas I had to shift the Granada into 5th at the start/finish line, way before the end of the straight.

        Considering both cars were essentially mechanically identical, it was clear that I was getting WAY more speed in the sweeper before the straight out of the Granada. In the T-Bird, it was a constant fight to keep the car going in the right direction until I could straighten the wheel. In theory, I should have been going faster in the T-Bird since it doesn’t have aerodynamics by Lego unlike the Granada!

        • 0 avatar

          Scott, you just had to be ever so gentle with the delicate bird. If you were nice to her she was nice to you.
          In the afternoon stint in the bird on sunday I was having to shift to 5th before the start/finish. If not I would have hit the limiter shortly after.

          Lesson of the race for me: Fox Bodies are woefully undertyred with 245’s, especially in the heat of a Texas summer.

          • 0 avatar

            Billy Jack, it doesn’t surprise me that the T-Bird was back up to speed once the tire situation was sorted out on Sunday morning. As I said, I’d actually expect it to be faster than the Granada.

            And yes, 245s are barely adequate. I can’t believe that they previously ran on “mediocre” tires!

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