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Videos from NHRA Bandimere:  I have a couple videos posted that were taken of the car at the recent event at Bandimere Speedway (June 12th/13th).  This run was one of the freebees that I had.  There were several, which was nice, as it allowed me to work a bit on the over-rich condition I somehow developed.  Anyhow, I took it easy to an 11.98.  Here is one of the qualifying runs.  This run was nice, as I was able to get the trap speed up there - over 135mph.  Here's another run, also a 10.7x pass.  Sunday's weather brought on higher temperatures and many breakages from the various teams.  I made it to the final round, taking second place in Sport FWD.  The video is here.

Here's the first run - 10.66 at 133  This was the first pass made at the track with the car.  As I was unable to make it to the track between the time that I finished tuning the car (at the time) and the IDRC event, everyone just kinda crossed fingers to make sure that it would be fast.  Paul knew for sure; the night before I blasted by him on the road up from the shop on the way home.  He called a minute later and stated that I had a 10 second car.  That's pretty cool to hear, because previously the best this car had done was a high 13!

I was racing up against a guy named Al who used to run a shop in Denver.  This was his fastest run ever, and he stated after the race that his car made 775hp.  It's a bit unfortunate that my $10,000 street beater could hang most of the way with his $75,000 race car.  I suppose we won't really get a chance to do it again anytime soon, as Al doesn't run the performance end of his shop any longer.

On the day before qualifying, we stopped at a car wash and took the car out of the trailer to try and clean it up a bit.  I noticed that the brakes were making a pretty nasty noise, and upon further inspection the edge of the caliper was riding on the outside surface of the rotor - apparently the caliper relocation brackets were made just a bit off.  This was solved at the track with some washers I had in my bolt bucket.  Keith and I ripped up the street on the Falken tires and much to my enjoyment, the Quaife held up great.  In fact, the car pulled almost as hard on the street with those tires as it does on the track with the M/T 22" slicks (almost!).  The brakes stopped the car awesome as well, much due to the slotted design of the rotor (along with EBC Green stuff pads on Integra calipers) and the Integra booster & master cylinder swap.

First round of qualifying, I staged the car after a short burnout and laid into the 2 step for a couple of seconds.  Unfortunately, when the clutch was released, so was the end of the driver-side TCI axle.  The inner CV joint exploded in great fashion; it bent the intermediate shaft and broke all three of its mounting holes, put a hole in the alternator housing, and made an attempt to put pieces of the joint through the firewall.  After an hour of beating on the half shaft attempting to get it out of the transmission, we finally had all of the broken parts out of the car on the ground.  Brent ran up to a scrap yard and got a couple of CRV axles with the hope that the outside splines were as large as the TCI parts so we could just install it and try again.  This wasn't the case, so we removed the inside joint from the TCI part to try and put the CRV joint onto the TCI part.  Again no luck, as the tripod from the TCI axle used bearings with a somewhat larger hole (the TCI bearings were not found after the incident on the track).  Brent then swapped out the tripods and installed the CRV joint onto the end of the TCI axle, and held the factory boot onto it with two hose clamps.  Not wanting to test this much further, I babied the launches a bit for the rest of the event - that is, no 2 step!

Second round of qualifying, still anxious to make a number, I only managed an 11.4 at 120.  Somewhere around half track, the SCE copper head gasket failed.  The seal between each of the cylinders deteriorated, as did the outer seal under the distributor.  In doing so, my upper heater hose ripped a 4 inch hole in itself while blowing off of the side of the head.  Both of the oil cooler lines blew off the water pipe, and my radiator ballooned itself.  The throttle body gasket was damaged as well.  Most importantly, however, the wrist pin for cylinder three was bent.  Off with the head!

About this time, I realized that I forgot the spare head gasket on my tool box in Colorado, so I went in search of one through the pits.  The next morning, Vince (Golden Eagle) brought us one - thank you again - and we got everything back together in time for eliminations.  Compression testing after the run resulted in 200-195-160-190, along with a healthy knocking sound from the engine.  As my qualifying time was about a second off my pace, the MPH was much lower, and I had wet down the track, I was sure that the competition knew my car was hurt.  I didn't want to press my luck with the wrist pin issue, so the plan was to make a short burnout and then try to psych out the other guy.  To my surprise, when the light went, I was the only one who did.  I gave it about half track and then slowed it down to a 12.5 at 78mph pass.  I'm not sure what happened to the other guy, but I doubt that I will get lucky like that again.

Semi final round had me paired against Tyler's H22-powered Civic.  We estimate he makes 600hp with his combination, about 200 more than I do.  This was going to be a tough race.  It's safe to say that his car is dialed in right, as he works for AEM.  That said, it's awesome to see street-driven Hondas doing 10.3 quarter mile times (driven to and from the track, no less!).  He was faster on the pass, and went on to win the event the next round against a car with a hurt engine.  As it turns out, it makes 627hp & 427ftlbs according to the dyno graphs.  I'm pretty happy that I was able to sorta-hang with a car with that much more power and torque.

Bonus Video footage here.  This file is very large (around 13mb), but it's pretty cool, as it shows Doc Bob's Eclipse with his dual flame thrower kit in action.