After a very pleasant race weekend in Zolder, I had a big setback in Spa. With free practice, qualifying and two races, there was actually enough time for me to reach the limit in terms of driving. Unfortunately, things didn't go well right from the start.
In free practice the brake pedal felt really bad. I had previously installed new brake calipers on the front axle. By bleeding them several times, it was a bit better in qualifying, but the pedal could still be pumped up. Finally, I removed the calipers for bleeding and oriented the valve upwards as good as possible. Then the air finally went out. But the starting position was already ruined. I was in 45th position out of 60 starters and 2nd in the class 2B up to 1600 cm³. My lap time of 3:15 min was about 5-10 seconds below what I had hoped for. 3:10 min is the sum of my best sector times, but even there should be a lot of room for improvement. There was also a very fast Europa TC this weekend at Spa (English race series) that lapped 2:59 min. I don't think I can do that time myself. The Twin Cam has 180 hp and weighs 620 kg, but I think the 3:05 min range is realistic.
In the first race there was a serious eaccident in front of me shortly after turn 1. It happened to the leader of my class. Someone hit him on the right rear wheel and he spun to the right into the wall. Fortunately, everyone involved is in good health. Of course, the safety car came out, because the accident site on the straight down to the Eau Rogue had to be cleared. After the safety car period, I decided to just manage the race and bring home the full number of points for the class classification without taking any risks. But that was not as easy as expected. About two laps after the end of the safety car, I felt that the engine didn't rev up as good as normal and another lap later the monitor of the electric water pump showed 36°C. That was the temperature of the air in the system. This was the temperature of the air in the system, but not of water. Luckily I was at the end of the lap and was able to save myself to the pits with the rear end of the car steaming. I jumped out and took the bonnet off. The water hose that carries the hot water out of the engine to the radiator had slipped. Probably the clamp had come loose. I quickly put the hose back on, screwed the clamp on as tight as possible and my crew brought buckets of water from the box and filled it in. Fortunately, the electric pump can bleed the system without the engine running. After three buckets of water I jumped back in and got back on track just in time. It was just enough to finish 43rd overall and 1st in class in the classification.
I was lucky in disguise, because the oil was able to maintain some residual cooling due to its sheer volume (about 7 litres) and the good oil cooler. It was heated up to 120°C (normal in racing conditions is 95 - 100 °C). The large water radiator also helped, of course. Depending on the weather, I drive at 75 - 85 °C in racing mode. Before the water poured out of the car, it flowed through the engine at least one last time. I was terribly lucky.
Between the two race heats, I bled the car with new coolant and installed a new silicone hose with new clamps. The subsequent test run of the engine went well. That's why I was able to start the second race, which took place on Sunday in changeable weather. The monoposto drivers, who drove shortly before, told me about streams of water crossing the track. And since the forecast according to my app announced rather more rain, I decided to use rain tyres. Because you have to be at the pre-start 30 minutes in advance, the decision has to be made early. Unfortunately, mine was completely wrong. Already on the parade lap, the track was 80% dry. So I just wanted to drive through steadily without changing tyres. But unfortunately, at 8000 rpm, the impeller of the alternator broke and cut the cable between ignition coil and distributor. That was the end. DNF in race 2.
Because so much went wrong this weekend, I'm going to take a break to check and fix everything. The starter motor had also broken in the meantime, although I had just replaced it at the end of May. I will only drive the last race of the season at the Nürburgring in October. Until then, I will check up the whole engine. I have already ordered new rod and main bearings, as well as a gasket set. Now I'm still looking for a good quality starter and alternator. The entry fee for the missed races will be saved for upgrading the gearbox.
Enough letters, here are photos:
