Let me start out by saying that it seems like forever since I have written a report. So much has happened in the last 2 months that it will be difficult to cover everything. Naturally, I’ll try : ) The reason for the delay is simple, procrastination. At the end of June, I was within days of starting the car and decided to wait until it was running to write a report. As it turned out, I didn’t have time due to the CFOG-I 20th anniversary event that I had built my time line around. After that, I took a break. Up to that point I had been working on, planning for, or thinking about the car every waking moment for 7 ½ months. So let’s roll back the clock to early June….
June was a pretty busy month. With only 6 weeks before the big event, I was starting to panic. The guy in Chicago who agreed to do my exhaust, continued to have problems with his TIG welder and continued to delay fabrication. I didn’t have the coolant tubes welded together yet either. Heck, I didn’t even know of a shop near by who would want such a job. Welding aluminum tube is a difficult task. I also was still finishing the installation of all of the tanks and system lines. I’ll start with the exhaust. After two separate one week delays, Brett (custom exhaust fabricator) committed to a Sunday drop off date of June 12th, Father’s Day. The plan was to trailer the car to Chicago and leave it with him for a week to fabricate the exhaust. I would then pick it up 6 days later on Saturday in order to gain as much fabrication time at home as possible. I arranged to leave the trailer up there to save fuel on the way back. When I got there, we unloaded the car and pushed it in. Unfortunately, I had a dragging PS rear rotor at the time that made it really tough to push. I was so bad in fact that it took me nearly 4 hours to load her up! Anyway, we discussed the layout and the direction the 1 ¾” primaries and 3 ½” collectors would be located. We decided that the pipes would need to go on the high side of the heads and through the triangle opening in the removable rear shock tower support. Kind’a tight. Each of the Borla XR-1 mufflers would need to be angled at about 45 degrees back and to the side to fit. All of the connections would be slip-fit and I told him I wanted the entire system ceramic coated. Since he and I had been planning for a while, he already had the materials in house to perform the task. I told him again that I must pick the car up on Saturday. After our discussion, he showed me some of his “toys”. He and his group make a Lola T70 kit car that they hope to sell to the public in the near future. This car took 1st place at Carlyle just 3 weeks before. He also showed me a 67 Mustang fastback road race car running a 351 with over 600hp! They had built the car from the frame up and claimed that it had a perfect 50/50 weight distribution both longitudinally and transversely. Next he showed me a Porsche 914 he had built with a SBC. He was selling it for a new project. Last he showed me his Fiero that he was putting a 3800SC in. This is one of the reasons I agreed to let him do my car. Not only was he a kit car builder, but he was also a Fiero fan! Brett worked on the exhaust all week and when I came to pick it up on Saturday, he had not gotten the tubes TIGed together yet. Only the tack welding had been done. After I examined the construction, we disassembled it so he could TIG it together that coming Monday. As I had guessed, several things needed to be changed to get the headers to fit. Along with other items, I would need to move the oil filter location away from one of the primaries. Separate from the exhaust issues, it was also pointed out to me that the front brake duct outlet would need to be relocated to help cool both sides of the rotor more efficiently. This could be done by aiming the outlet near the hub and blocking off the open holes through the rotor mounts. This would in turn force the air through the 48 vanes of the rotors and cool both sides. After the information exchange I connected the trailer and we loaded the car. Brett would send the headers to LOKO in a suburb of Chicago to get ceramic coated and then they would be shipped directly to me. It was estimated that it would take a week. Naturally I was concerned. At the time I was planning to take the first week of July off as a last ditch effort to get the car ready for the CFOG-I 20th event. One week meant that I would get the exhaust on Thursday of that week with only 3 days to spare before the planned startup date. Luckily they arrived on Wednesday and by the end of Thursday, they were installed. As a side note, they were very difficult to install. The slip-fit was tight and the tubes seemed to move during the final TIG welding. I will correct this problem the next time I take it apart otherwise it will be a chronic problem for years to come. During the wait time for the exhaust, I was fabricating several other systems including the coolant lines. I purchased some aluminum tubing from HRP. I purchased several 90 degree bends and straight tube sections in both 1 ½” and 1 ¾” sizes. I cut the bends to the proper angle and hose clamped several tubes together to form the correct shape. Using a tip from John Callies, I drilled holes in the clamps before use so that the aluminum could be tack welded together. That way the clamps could be removed to allow for a full TIG weld around the seam. After figuring out what tubes needed to be made, I disassembled all of the smaller pieces and packaged them to be shipped to John. He had offered to bead the tube ends that would have tubing clamped to them. Since beading machines are hard to find, I took him up on his offer. One week later, they arrived on my door step completed. Thank you, John! Next I took them to a local welding shop that specialized in welding pressure vessels. They did a great job. After that, the installation was simple. Since the tubes were the correct shape, all I had to do was connect them to the hoses and components, and clamp them. This final install of the tubes also took place during my time off the first week of July. As part of the electrical hook up, I fabricated the dash board. The goal was simple; make a dash that was easily removable and easy to read while putting the controls at a minimal reach distance. Setting up the dash was far more difficult than it appeared. I decided that I would need to put the seat and steering wheel in place to determine the driver’s view. From there I positioned myself in a comfortable driving position and traced around the blind spots caused by my hand and steering wheel location on the blank dash with a pen. Now I knew where NOT to locate the gages. I set up the dash so that the switches and knobs were close to the steering wheel but out of view during normal operation. Switches can be operated by feel. The gages were located so that the most important ones were viewed inside the steering wheel, while the less critical ones were outside the wheel view. After determining the instrument location, I cut the panel and test fit the knobs and gages. Once I had everything where I wanted it, I took it all apart and painted it flat black so that glare would be reduced from the windshield. The instrument side of the dash was painted blue to match the tube frame. After, all of the electrical was complete, I decided to install the battery and check to make sure that everything was working properly. My first try was unsuccessful. In my infinite wisdom, I had forgotten to plug in the dash. Take two. I turned on the ignition switch, nothing. This time I forgot to turn on the master power switch. Take three. Ignition, GO; fans, GO; fuel pump, GO; start…… She turned over! I was bouncing off the walls! I thought for sure that with all of the wires running around everywhere, I would have missed something. Fortunately I did not. Or at least that’s what I thought. Later I would find out that I had no ground hooked up to my water temperature sensors. A simple fix. Now that I knew it would turn over, I focused on getting the fluids to the engine. The plan was to have a couple of friends come over on Sunday July 6 to help me put in the fluids and start her up for the first time. I finished all of the systems just in time for that Sunday in July. Mark and Dana showed up bright and early at 8:00 am. We started by filling the clutch fluid and bleeding it off. As we went along, several small leaks were found mostly due to fittings that I had tightened but not enough or fittings that I had not tightened at all due to some other fabrication project in that area. Next, we filled and attempted to bleed the rear brake master and lines. We found a leak in the banjo nut fittings on both sides where it connect to the caliper. I suspected that we might have a problem here. Due to suspension clearance problems I had to install a banjo bolt and nut to make a 90 degree angle out of the caliper. To do this it was necessary to drill and re-tap the caliper hole. I used a neat trick that may help others do a similar job in the future. I took the caliper off and put it in the bench vice so that the hole to be drilled and tapped was facing downward. Next, I loosened the bleed screw and attached about 15 psi of compressed air. This created a positive pressure inside the brake chamber eliminating the possibility of shavings getting in. Unfortunately my plan did not completely work. As I tapped the new hole diameter, it was slightly crooked. The leak was being caused by the inability for the copper ring of the banjo nut to compress uniformly around the hole and seal the rim of the caliper. To correct the problem, each caliper was removed from the car and placed in the vice again. With the compressed air hooked up, the caliper hole face was hand filed flat. Every 4 or 5 file strokes, we put in a new copper washer and compressed it with the banjo nut. The washer was then removed and checked for even compression all the way around. Once the rear brake system was assembled bled off, the front system was a piece of cake. Next the oil and coolant was added to the system. This was done simultaneously. Mark and Dana added a mix of water, water wetter, and coolant to the radiator. Once it was full, they moved to the back of the car to the surge tank fill tube. Interestingly enough, as completely different as this car is from the stock Fiero, the coolant system is basically the same. There are two fill points and the motor must be running to top it off correctly. While Mark was working on filling the surge tank, Dana and I were filling the oil. We started by adding 10 quarts to the oil reserve tank. With a dry sump system it is necessary to prime the system while filling. Dana poured oil into the tank while I was under the car with a drill spinning the dry sump motor. The final count, 15 quarts. She was thirsty. Last but not least, the fuel. As I have mentioned before, this 645hp beast drinks normal 93 octane pump gas. Wow. It sure seems like a lot of horses for 93 octane. Now, the part that I have been waiting for, for over 2 years. We would try to start her up. With all fingers crossed and all systems checked, I went through the sequence. Ignition, GO; fans, GO; fuel pump, GO… “wait, wait, wait”, Dana said, “we have a fuel leak!” I shut off the pump and turned off the whole car. After finding the leak to be a scored carburetor crush ring, we tried the fuel system again. This time, no leaks. I completed the starting sequence again. “Okay, START!”, I said. Rurrrrrr… Rurrrrr, Voorrrummmm! And with that she was running! We all were checking the fluids and watching for problems as we tried to be serious, but the smiles were impossible to hold back. Once the nervous factor wore off, there was a sigh of relief and we shut it off to check all the systems again. Everything looked fine with the exception of the fuel pressure. It was bouncing around +/- 8 psi. Okay to idol, but to dangerous to run under race conditions. To get out of the fumes, we pushed it outside and started it up again. I was later told that the neighbors heard it over a ¼ mile a way just at 1600 rpm. I want to send a BIG thank you to Dana and Mark. I couldn’t have done it without your help! With the car running, there was light at the end of the tunnel. All I had to do was finish some odds and ends to make it drivable, and of course, fix the fuel pressure problem. After several conversations, I decided that I had a bad fuel pressure regulator. I ruled out the possibility of an incorrect fuel pump or pump problem since I had worked with Fuel Safe to design the tank. As it turned out I was wrong. With only one week remaining, timing was critical to make the Waterford event on July 17. I was able to order the fuel pressure regulator on Monday, July 14 and it arrived on the 15th. I had to load the car that evening. After installing the new pressure regulator, I found I had the same problem. I immediately called Fuel Safe to confirm the pump specification. There was a miscommunication and a high pressure 100 psi, fuel injected pump was installed. No wonder I couldn’t get the regulator to bring it down! Anyway, that killed any hope of running at Waterford, the goal of my project for the last 6 months. I guess that’s racing. But not all was lost. The Saturday before, 6 days after the first start up, I decided to take her for a test drive down the street to make sure that there were no other issues. After a full check I primed the oil system. I climbed in and strapped myself tight. I fired her up and slowly backed out. Well, at least reverse worked. Once on the street (I live on a county highway 7 miles from the nearest gas station. I put her into first and gently gave it some gas. Surprisingly, it was easy to start rolling. The shifter seemed slightly misadjusted, so no speed shifting would be done today. I crawled along at about 30 or 40 mph (I guess) in 3rd trying not to make too much noise. Right! I got on it and off of it several times to break in the clutch as recommend during my short 6 mile drive. At one point, I decided to get on it to find out what 645hp really felt like. I started in 2nd at about 2500 rpm. I choose 2nd because it only goes to 105 mph before redline (7500 rpm). This would keep me relatively slow. I pressed the throttle from ¼ to ¾ in about a 1.5 second time. The nose came up about 5 inches and the back squatted as it fought for traction! This thing took off so fast that I swear the sides of the road blurred. I had to pull myself up to the steering wheel. The back end wiggled as it continued to fight for traction all the way to 6000 rpm where I let off. Holy cow! I wasn’t even pushing hard or in the peak horsepower band! After that simple demonstration, there is no question in my mind that this car will never run anything worse than an 11 flat in the ¼ mile. A very conservative number indeed. Even with the fuel pump problem I was still looking forward to going to the 20th anniversary show in Detroit. I had met many people on Pennock’s Fiero Forum (internet group) that I wanted to see in person. In the weeks prior to the Detroit show, I had been in communication with George Ryan frequently. Actually one night while talking to him on the phone in the shop, I asked him “you want to hear something cool?”. He asked what it was, to which I replied, “It’s running!” I walked over and fired her up. Even though he was in Oklahoma at the time, I think I could see him smile. Things like that had been happening to me for the last 3 or 4 months on the internet with this PFF group. What a great bunch. Now I would finally get to meet many of them. I met up with the convoy (caravan) on I55 just north of St. Louis. I had already spoken to Chuck Hodges and George on the phone, but I will never forget meeting Blake. I introduced myself and Blake gave me his name. I said “Blake as in, Blakeinspace” (his PFF name). He said yes. I thought that was pretty cool. Blake asked me what was in the trailer. I told him it was open and to go take a look. He came back and said “Oh, your THAT Paul Hosler.” I couldn’t help but smile. The trip to Detroit was a blast. My wife and I had a great time talking with everyone on the 2 way short range radios. We got there late on the Wednesday (7/16/03). Thursday was the big track day at Waterford. I did start the car up twice so everyone could hear it run, but that was it. The first time I started it, and the second time I let Eric (Boomtastic) start it up. Eric is building a Prostreet Fiero with the engine in the front. A very cool car. We had been talking and I thought it would be cool to see the look on his face sitting in the drivers seat starting up the 600+ hp beast. I wasn’t disappointed. I hope he enjoyed it too. Later I got a chance to ride in the pace car 4 different times. Three times was in Ron’s Indy Pace Car (with working lights!), and the last time was in George Ryan’s Cadero race car with Eric at the wheel. Lots of fun. Later that evening Blake and I went cruising in his Formula and met two cool couples from Alberta and Adam (Squoch). I finally got to meet squoch. The next day I should have gone to the drag strip, but without my car running, I decided to catch up on the local activities. I spent most of the day getting rested from the trip and Waterford. By the time Saturday rolled around, I was ready for the show. I had asked CFOG-I if I could have two spots. I told them that if I could, I would remove the body so that everyone could see the inner workings of the car. The plan worked out well. I also started it up. I still had some fuel problems, but with Keith and Eric helping me, I wasn’t too worried. Keith has been racing his “Orange Pumpkin” for as long as I have been in the Fiero community. Actually, it was a treat for me to finally meet him after reading so many of his articles in the national news letter. When we fired it up, it drew a crowd quick! I was surprised. I thought that maybe 8 or 10 might come over who were close, but it turned out to be about 40! I was flattered. There were several prototype Fieros there including the famous 1990 as well as both the first and last Fiero made. They also rolled out the #55 GM Goodwrench car. Wow! This is the first time I had seen a real one. I shouldn’t have, but I did. I sat in it while no one was looking. I was amazed to find that the seat, tube chassis, steering wheel, pedal and center armrest position were EXACTLY THE SAME. I had no idea that I had copied the feel of the real car that closely. Later that evening, I got a chance to meet “Hulki”, the Father of the Fiero. When I first saw him, I wasn’t prepared. I wanted him to sign my dash because I actually made the passenger side removable just so he could sign it! After I told him that, I ran to get it. Fortunately I found him again in the parking lot and he signed it. Joy! That night my wife and went to the Banquet. I had brought along a copy of two 20’ long engine blueprints that John Callies had given me. John had told me that the prints were doing no good in his attic and he wanted me to show them to other Fiero enthusiast so that everyone could enjoy them. On Friday I hung them up on the wall for all to see. One of them was of the Iron Block SD4 used in the IMSA GTU cars and the other was the Aluminum Block SD4 used only in the GTP-L Spice Huffaker car. I was very excited to show the copies (too much handling on the originals would destroy them). After I took them down, I heard that there was going to be an auction for charity during the banquet. I decided to donate them to the auction. I’m really glad they went to a good cause. For me that was the best part of the banquet. After the show and the LONG drive home, I started working on the fuel system redesign. After 3 weeks, many phone calls, and consultation from both John Callies and Paul VanDerLey, I think I finally have it figured out. Speaking of Paul VanDerLey, he and his wife Kay, got a chance to stop by for a visit on July 30th. I was impressed that he wanted to see the car. After all, there isn’t much he hasn’t seen or done with a race car. We talked for about an hour and a half while my wife Sharon and Kay walked in the garden and discussed the sights to see in St. Louis. Paul gave me some insight into ways of making the car better. Many of these were things that they had learned during their development in the 80’s. Paul said that the car looked “very familiar”. Before he left, I got a group picture of the four of us in front of the car and he signed my dash right beside Hulki. My goal is to have all 7 original race team members sign my dash eventually. I know where 5 of them are right now, so I think I can pull it off. Again, a very busy two months. I plan to have the fuel system finished within the next 2 weeks and then I will be able to hit some local events. That will start a new chapter in the history of this car; the racing years.
Thank you for your interest, Paul Hosler 8/11/03
------------------ Paul Hosler - Silver '87 GT Daily diver. - Modified IMSA Tube chassis racecar (in progress)
IP: Logged
10:59 PM
PFF
System Bot
GTFiero1 Member
Posts: 6508 From: Camden County NJ Registered: Sep 2001
Very Cool writeup Paul! It was so cool to finally get to see your car in person, it is a very impressive piece of machinery - and I hope one day to see it on the track!
I enjoyed reading that part with the trip to the gas station. WOW!
Hey... on your fluids, for the radiator are you using Dexcool? or the green stuff? I think the orange stuff tastes better So does my cat Or..., at least she did I wonder if I can use anymore smilies?
And on the oil... what weight and brand? Royal Purple? Amsoil? regular dino juice or synthetic? What's that? Myself... I prefer Coastal 0w-20
You using DOT 5 brake fluid? Most importantly - What brand windshield washer fluid?
Is your radiator aluminum? Factory car part or a custom job?
Hey... I miss you guys, I've got a few pics I'm sending your way, about 1.5mg a piece... so I will send just 1 per day so as to not kill your inbox.
------------------ REMEMBER: stoplights synch'd for 35mph are also synch'd for 70mph. (and for 140mph, now that I think about it.)
I know the write up was long, but what I really use it for is for me to keep track. More or less, this is my journal. I have just posted it because I know some of you guys are interested. I really didn't expect anyone to read the whole thing! And, as you know, anone who starts me talking about my car, it's tough to shut me up... Again, long winded, but so much happened....
Blake, Coolant is a mix of about 10% green stuff, 15% water wetter, and 75% water. Typical race car coolant mix. The oil is Mobil 1 15-50 Syn. The Brake fluid is Dot4 570 degree Wilwood. I couldn't afford much more. Windshield wiper fluid ?!?!? I miss you guys too.
All of you... Thank you for your comments. I look forward to meeting each of you at different events in the comming years.
IP: Logged
12:07 AM
Aug 19th, 2003
fieromadman Member
Posts: 2217 From: Oconomowoc WI, USA Registered: Jan 2003
i just read this!! cool stuff, now i wanna hear about what class you plan on racing in and some track numbers and experiances! Did you get it running perfectly with the new fuel system? it sounds like it!
Man i wish that i could afford something like this! It would be the only car that i would ever need to make me happy for the rest of m life!!
AWSOME!!
IP: Logged
01:32 AM
PFF
System Bot
fieromadman Member
Posts: 2217 From: Oconomowoc WI, USA Registered: Jan 2003
ALl I gotta say, is that looks amazing. I have seen a few posts from you and your sig has had me wondering, now I can see more of what you have done. Good job.
Is there anyway to see other pictures of your car, namely the chassis, I am starting a FWD to mid engine RWD conversion, albiet it a little different than yours, at least seeing some shots of the chassis might give me some more ideas on how to tie it all together.
Again, the car looks great.
------------------ The Raven :Under Construction "James" 1985 GMC Jimmy, 3.2L turbocharged intercooled hybrid
The engine has many impressive specifications that I'll share. The parts list reads like a Winston Cup car; 412 ci, Callies crank, JE pistons, Comp cam, and prototype Pontiac 867 heads. That's right, I said prototype. Again, there has been another original part put into the car. Best of all, now I can say that the car is "powered by Pontiac"! As it turns out, the heads he sold me with the motor were heads that he received from Pontiac Motorsports (John Callies) in 1984ish to use as development for Winston Cup racing. This set of heads lays claim to the following firsts; the first "hot burn" chamber, the first 60/40 heads, and the first high intake.
Other helpers around his shop couldn't believe that he was selling these heads. Paul said "well, it's my personal engine, and they come with the motor." Don't worry, I'll take good care of them Paul.
IP: Logged
09:52 AM
Aug 25th, 2003
Doug Chase Member
Posts: 1487 From: Seattle area, Washington State, USA Registered: Sep 2001
Another good write up, Paul. Reading it reminded me of building my rally car. You sure run into a lot of stupid little annoying problems in a project like this, don't you?
It was good to meet you at the 20th and it was good to see the car in person. I wish I lived closer to St. Louis so I could help you out.
MinnGreen.... I can't possibly expect everyone to read the whole thing. I am impressed that anyone even caught it. The search function is a good idea.
Doug.... I was impressed with your car too. The truth is that you are actually racing and I am not. I respect that alot. The first event to "break her in" (gently) will be an autocross in St. Louis. I figure A-Mod class.
GT1.... You can argue that it is a SBC. That's fine. I have been told that if there is a mix of parts, the heads are what decide the manufacture. Besides, it sounds cooler to say "Powered by Pontiac" than "Powered by GM".
If anyone wants specific pictures (chassis as mentioned), PM me and I'll e-mail you what you want. I think that's better than a long post. (sound funny coming from me, right? )
Where do you autocross at?? a guy I used to work with autoxs his '96 Imp and his group goes all over, GM plant in Wentzville, Family Arena in St.Chuck, and sometimes at Riverport Amphitheater (oh im sorry UMB Bank Pavilion,It will always be Riverport to me I dont care how much UMB spent to put their name on it)let me know where because I would love to see it run.
-T
post edited so it could be rewritten, this time in english....
[This message has been edited by Puckhead (edited 08-25-2003).]
IP: Logged
11:08 PM
Boomtastic Member
Posts: 2359 From: Athens, Alabama Registered: May 2000
Well, it's great to hear of someone else scrambling to get their car done for the 20th. I was doing the same thing, but left to go on vacation on July 5th, and that's when work ended on the pro street and she got loaded up and taken to the show "as is".
quote
Originally posted by R Runner:
The first time I started it, and the second time I let Eric (Boomtastic) start it up. Eric is building a Prostreet Fiero with the engine in the front. A very cool car. We had been talking and I thought it would be cool to see the look on his face sitting in the drivers seat starting up the 600+ hp beast. I wasn’t disappointed. I hope he enjoyed it too.
Naw, it sucked. Here's a sequence of pictures - you tell me if I had fun.
Receiving orders from Paul:
Ignition!
High on the fumes of race fuel! Yeah!!
That's when Paul said "Stab it again!", so I did!
IP: Logged
11:22 PM
Boomtastic Member
Posts: 2359 From: Athens, Alabama Registered: May 2000
Thanks again Paul! It was a pleasure to finally meet you, and an honor to get that close to your car! Next time we meet up, I'll toss the keys to the pro street to you so you can take her for a spin.
------------------
[This message has been edited by Boomtastic (edited 08-25-2003).]
IP: Logged
11:23 PM
Aug 27th, 2003
R Runner Member
Posts: 3703 From: Scottsville, KY Registered: Feb 2003
I am shooting for September 21 at Riverport. I used to race when the SCCA was at St. Charles Family Arena. It is much smoother than Gateway. Come on out! Bring the Fiero. Heck $30 and a drivers license, and you can run too. Maybe we can get a group of Fieros to show up!
What do you think?
------------------ Paul Hosler - Silver '87 GT Daily diver. - Modified IMSA Tube chassis racecar (in progress)
The autocross sounds great but alas I'm Fieroless until I find a house...but there are plenty of local forum members that would make it a get together (especially if the IMSA is involved) let me know I'd show up just to meet everybody and to take LOTS of pics
see ya
-T
IP: Logged
08:34 PM
R Runner Member
Posts: 3703 From: Scottsville, KY Registered: Feb 2003
It's so cool to hear your car is running. I love it, sounds like some machine. I wonder where did you find those seats, and steering wheel?. I can't wait to hear about you're races in the future. Outstanding work.
------------------ Help, Someone has lit a Fiero in my a#@!
IP: Logged
11:46 PM
Aug 29th, 2003
R Runner Member
Posts: 3703 From: Scottsville, KY Registered: Feb 2003
I had to look in my receipts. I cant tell you how many, but at least 200. The seats and seats and steering wheel would take some modification to fit in a stock Fiero. You would need to be best off to buy one of their front/back tracks. Also, notice the high sides. These are true racing seats. (read that as you need to set in them from the top and (foomp) squish your way in. Great for comfort and lateral G-force. Downright impossible for dayly use. I also got the harnesses from the same store.
Hope that helps,
Paul
IP: Logged
07:18 PM
R Runner Member
Posts: 3703 From: Scottsville, KY Registered: Feb 2003
Not the same as stock, but you get the idea. As for the outlet location, I could have done better. I found out later (after copying the IMSA prototype) that I should have blocked off the opening around the center of the hub and focused the air that direction instead of at the surface of the rotor. In my case the rotors are vaned and therefore draw air from the center near the hub. With my current setup, I am only cooling one side. Naturally it is better to cool both. Another project I plan on getting to this winter.
So does my cat 
I wonder if I can use anymore smilies? 
