The annual autumn race at Road America, and we bring three cars!

Our three team cars: #196 Fart-kontroll Saab 9-3, #179 Molasses Pontiac Firebird, #195 Gensoku Mazda Miata.

We love going to Road America. It's a terrific race track with a variety of corners, hills and long straights. In addition, there are plenty of really good restaurants in the area which give the team a chance to socialize when we are not at the track.

Our original plan was to take the Fart-kontroll Saab 9-3, and Travis McCormick was anxious to bring his Molasses Firebird up from Iowa as it ran pretty well at its last race at Raceway Park of the Midlands near Council Bluffs.

In the final weeks before the Road America race, a miscount of who would be driving with us meant we had nine drivers for the two cars, plus a couple of others who had expressed interest. With a potential of eleven drivers, Mark Fitzpatrick's Gensoku Mazda Miata was added to the entry list. Fortunately it did not need a lot of work to prep it in time for the race.

Old intercooler at bottom, replacement above.

The Saab was in pretty decent shape after the previous race, so we decided to make a few upgrades. We started with the intercooler. The stock intercooler on our Saab had both inlet and outlet at the same end, which meant the air traveled in a U shape. Other Saabs came with a flow through intercooler, with inlet on one end, outlet on the other. Just such an intercooler setup had been removed from a parts car, and it took only a few minutes to replace. The front bumper sits directly ahead of the intercooler, so we cut a large opening in the bumper cover and the aluminum bumper frame so that air would ram directly into the intercooler.

Large opening cut in the bumper for better air flow.

ChumpCar had made a rule change regarding suspension bushings, and the OE rubber bushings could now be replaced with polyurethane aftermarket pieces. We found just what we wanted at eEuroparts.com in the Powerflex Black lineup of parts. The Powerflex Black bushings are made of a very stiff polyurethane, too stiff for street use. We ordered a full set in order to stiffen the front and rear of the Saab.

Finding a good set of racing brake pads for the 9-3 has been difficult. There are several companies that will make brake pads to order, but there is little available off the shelf. We have been using EBC Yellowstuffs, and they last a weekend, but just barely. EBC also offers a more aggressive brake pad in the Bluestuffs line, but they are a special order. eEuroparts.com came through with a set of Bluestuffs for front and rear. In addition, the brake rotors were looking a bit rough after three weekends of endurance racing, about 3,000 miles total. We had installed the Saab Viggen brake setup with larger diameter rotors prior to this season, Frozen Rotors is our preference as the discs last much longer than standard.

During a test day at BIR a few days before the Road America weekend, we gave the changes to the 9-3 a bit of a workout, and were especially impressed by the braking.

The Miata was in need a bit of alteration before it could compete in ChumpCar again. The reason it ran in the Exception Class (EC) at Brainerd was because of the roof. ChumpCar gives each car a basic value, and the roof added value to the car, which would award penalty laps at the beginning of each race. The biggest difference was that it still had the rear glass, as Mark still used it for his street Miata, and ChumpCar requires all glass other than windshield and mirrors must be removed. To run without the top meant that there would have to be a roof net, so that was added.

At its previous race at RPM, the Firebird suffered fuel starvation in some corners while the gas tank still had plenty of gas. To remedy that, Travis added extra fuel pumps in order for the fuel pressure to remain high until the tank was truly empty.

Dinner at Al and Al's Steinhaus

We arrived at the track on Friday afternoon and met up with team members from other locations. Our driver lineup included the usual suspects: Tim Winker, Mark Fitzpatrick, and Mike Mandy. Ben Wedge, Eric Peterson, Jeff Gadbois and Skip Starkey would be returning. Aidan Hicks was back for his first event this season. Travis was on hand with the Firebird, and Mike Borden would be joining us for the first time. Ten drivers altogether. In addition, Larry and Cyndy Walter were on hand as crew, as were Sweden Torgerud, Bethany Porter, David Hueppchen and Jim Hickstein.

Once the race cars were race ready on Friday afternoon, most of the team headed for Sheboygan where we had a sumptuous German dinner at Al and Al's Steinhaus. Good food, good bier, good company! And not one BMW team in sight.

On  the grid prior to racing.

Saturday morning was cool and overcast. All three cars were lined up in the pits awaiting the start, getting a final once over, checking fluids and tire pressures. Mark was first up in the Saab. Travis started in the Firebird to make sure all was well with that car. Jeff was aboard the Miata as the cars took to the track.

All three drivers fell into a comfortable pattern. Mark brought the Saab in after about an hour as he would also be driving the Miata later in the day. On new tires, Mark set the fastest time for the weekend in the Saab, 3:00.874. We were in 23rd position just prior to the first pit stop. Ben wedged himself into the aluminum seat for his stint. 

Travis brought the Firebird in next as the thirsty V8 demanded fuel, turning the car over to Mike Mandy. Jeff drove nearly two hours before turning the Miata over to Aidan.

Ben drove a steady pace in the Saab, turning laps in the 3:05 to 3:10 range, depending on race traffic. He radioed in that he felt a vibration but was unable to pinpoint what it might be. The Saab was up to 17th place when Ben came in for the driver change on lap 52. 

Skip was out next and also turned consistent laps until he, too, felt the vibration, and knew it would require immediate attention. Unfortunately the Miata came in for a driver change and the Firebird broke down on track at the same time  It was a few minutes before we could take a look at the Saab. The diagnosis was a torn outer CV boot in the left front, which allowed the grease to leak out and the CV to fail. Fortunately we had a spare left front axle and set about to make repairs. It took just over an hour, and the Saab was back on track in 53rd place with Skip finishing out his driving stint.

Mike Mandy managed a fast lap of 2:58.700 in the Firebird before turning it over to Eric. Eric had only turned a few laps when the rear end failed. The Pontiac was out for the day.

The Saab made its final stop after 74 laps with Tim prepared to take the checkered flag. On his first lap he spun the car under hard braking due to a failure of the anti-lock braking system (ABS). Without ABS, the rear brakes would lock up and the rear of the car wanted to pass the front. Tim took it easy under braking which meant slightly slower lap times, but managed to move up from 50th overall to 44th by the end of the race, and 15th in Class C.

The Miata ran a steady pace all day, with stellar drives by Mike Borden and Mark in the late stages, ultimately finishing in 28th place overall and third in Class A!

Everyone set about making repairs for Sunday's race. The wire for the ABS sensor in the left front was broken, apparently a byproduct of the axle failure. A bit of splicing and it was again functional.  Brake pads were replaced as necessary and fluids were topped off.

The Miata also needed brake pads; the rears were worn down to the backing plates.

One of the local Camaro teams offered to help with a rear end for the Firebird. They had a couple of spares among their parts stash. Unfortunately neither was an exact match so compromises were made. The best choice had rear drum brakes, which were incompatible with the master cylinder. Since the fronts do the majority of the braking, it was decided to make a few laps at the start of the race, and if the front brakes were incapable of slowing the car, the Firebird would retire early.

Tim works on team strategy in the pits.

Overnight rain made the track wet for the start of Sunday's racing. That would be an advantage for our front wheel drive Saab. Skip was the first driver as he wanted to head home early. Mark was aboard the Miata, while Travis was first up in the Firebird as he was most familiar with its quirks.

Mark came in on the pace lap because the rear brakes were locked up. It was determined that a caliper piston had become displaced due to the worn out pads on Saturday. Repairs were made and the Miata was on track a few laps down.

Skip was pretty quick, using the Saab's FWD to move up through the pack. He was running 15^th overall when another car bumped the Saab in the right rear door and both drivers were given a black flag for making contact. It was time for Skip to come into the pits for the driver change anyway, so skinny Aidan attempted to make himself comfortable in the cavernous driver's seat. After about ten laps he called in that the transmission was stuck in 4^th gear. He made it back to the pits where it was discovered that a bolt holding the linkage together had fallen out. Another bolt of the proper size was located, but getting it into place was difficult. Ultimately we turned to Sweden, Aidan's girlfriend and a professional mechanic, to make the repairs. Her smaller arms allowed her to reach in among all the hoses and wiring to install the replacement bolt. The repair took about 15 minutes, which translated to about 5 laps lost.

Travis, too, was given a black flag after he tagged and spun one of the many BMWs. Damage to the Firebird was minimal, but Travis decided he'd had enough driving and the car was again turned over to Mike Mandy for the next stint.

While the rest of the crew looks on, Sweden does the work.

Jeff had gone home Sunday morning, which left us short of drivers. Most had no desire to drive the Firebird with its questionable brakes. We were able to track down a driver from another team whose car failed on Saturday. Derrik Cole from the Left Shark Hyundai Tiburon team agreed to give the Firebird a try. He was able to set the fast time for the day in the Pontiac at 3:03.750. Unfortunately the replacement rear end gave up a few laps later and the Firebird was pushed onto the trailer for the long trip back to Iowa.

Eric was second up in the Miata, followed by Mike Borden, who set the fast time for the day at 3:11.621. Since they had each already done a full driving stint earlier, Mark and Aidan split the final stint to finish the race stopping only for a driver change which meant a quicker pit stop.

Tim and then Ben were the last two drivers in the Saab. Tim set quick lap for the day at 3:03.781, pretty good for a guy in his 60s. For the final laps, Ben kept pace with Aidan in the slower Miata, allowing for a team photo as the two cars took the checkered flag.

The Saab was credited with 25th place overall and 10th in Class C, while the Miata finished 34th overall and fifth in Class A.

Thus ended a rather successful season for the team. The Saab finished every race this year and added over 7,000 racing miles to the odometer. The Miata made a successful debut with a class victory and also finished every race entered.

The BIR Jinx is Broken!

Fart-hinder Racing has been a part of the ChumpCar World Series since it first arrived at Brainerd International Raceway in 2010. Though our Saab 900 quickly failed due to a spun rod bearing, that car became a regular at CCWS races at Brainerd, Iowa Speedway (Newton, IA) and Road America. The team has entered nearly every race at BIR in all those years, but has never finished a race weekend there when ChumpCar was the sanctioning body.

That finally changed this year when our Saab 9-3 - known as Fart-kontroll - not only finished, but finished in the Top 5 overall both days!

In addition, the Gensoku Mazda Miata ran steadily to finish well in only its second race outing.

New team shirts! L to R: Jaret Salmonson, Ian Seppanen, Skip Starkey,
Mike Mandy, Tim Winker, Mark Fitzpatrick, Eric Peterson and John Stiller.

To top it off, we finally had some team t-shirts printed up with a logo designed with the help of Mark Mahla, a graphic artist in Duluth who has a fondness for motor sports. (See top of this column.)

There were a few more changes to the Saab prior to this race. Due to the difficulty of locating racing brake pads for the 9-3, we switched back to EBC Yellowstuffs as they are nearly always available from eEuroparts.com. The Yellows are probably not the best endurance racing pad, but they have served us well, lasting a full weekend before needing replacement.

During our first season of racing the 9-3 one of the front wheel bearings failed, which in turn caused a broken axle and the end to our race weekend. To avoid that happening again, we replaced both front wheel bearings and front hubs with new parts from eEuroparts.com.

ChumpCar had arranged a special price on BFGoodrich g-force Rival tires, so we decided to give them a try. Mark had tried a set on the Miata for the previous race and was satisfied with their performance.

There is very little adjustment available for front end alignment on the Saab other than toe-in, so we lengthened the three holes on the top of the strut towers to allow for camber adjustment as well. A couple of hours in the hands of Russ at Archer Racing and both the Miata and Saab were properly aligned for the rigors of racing.

Both rear doors were a bit dented, so we decided to replace them with doors provided by Hanover European Auto Parts. Mike took the doors home to Ely and spent a day stripping them of glass, motors and much of the inner structure. A stock rear door weighs about 45 pounds; the doors on the race car are down to about 15 pounds apiece.

Ready for another weekend of racing at BIR.

Since the new doors would need paint and new sponsor decals, most of the old decals were removed. In addition, nearly all of the required decals are different between sanctioning bodies, so those were removed from the front fenders. It was a good opportunity to touch up the paint, so we did.

Several drivers signed up for their first time as part of the Fart-hinder Racing group. Skip Starkey had driven with other teams in ChumpCar, so had a good record behind the wheel. Ian Seppanen and Jaret Salmonson had not done any wheel to wheel racing, but both had competition experience, Ian as the driver in a Nissan 240SX in stage rallies, and Jaret in autocross. In addition, John Stiller drove over from Michigan to crew for us, and brought his driving gear just in case.

Gensoku Miata and Fart-kontroll Saab passing the pits.

Our driver lineup would be Mark Fitzpatrick, Ian and Jaret in the Mazda, with Mike Mandy, Skip, Eric Peterson and Tim Winker in the Saab. Larry and Cyndi Walter were there as crew, as was Eric's girlfriend Alicia.

There were fewer entrants to this year's race at BIR, due primarily to a tight schedule. There were races in both ChumpCar and World Racing League only a week or two away from this race, and many Midwestern teams had to pick where they were going to spend their time and money. Ultimately there were a mere 17 cars that started on Saturday, and only 12 on Sunday.

Fortunately there is little to report on the race itself. Both the Saab and Mazda ran a steady pace both days. At the finish on Saturday, the Saab was classified in 4th place overall and 3rd in Class C behind a couple of very quick E30 BMWs. That meant a trip to post-race impound, the first time we have been among that elite group. Many competitors dropped by to congratulate us and comment on how quick the Saab was, especially at higher speeds. Mike Mandy set the fastest lap in the Saab for the weekend at 1:55.25, also a second faster than the previous fastest lap in that car. The fastest lap for all drivers in the Saab was quicker than the car's previous best lap, which indicates that the team is making progress on setting up the car, and that all drivers are pretty damn quick.

The Gensoku Miata finished in 7th place, 2nd in EC (Exception Category). Class EC is for those cars that don't quite fit the ChumpCar rules. The Miata carried the optional factory hardtop, which adds a load of penalties due to its value. The Miata would normally run in Class A in ChumpCar, but the penalty laps would have put it several laps down from the rest of the field at the start of the race.

Sunday started well with Skip at the wheel of the Saab. Not long into his stint, Skip brought the car into the pits with a vibration. A quick check of the lug nuts revealed that the rears had not been properly torqued when they were swapped for the day's racing. He was back on track with minimal loss of time. Tim was next up, but had to bring the Saab back into the pits after a lap as the hood pins had not been properly latched. Another quick fix, but some more time lost on the track.The only other unscheduled stop was late in the race when Mike saw the brake fluid warning light come on. The only reason was that the reservoir was a little low due to brake pad wear. A few ounces of ATE 200 and the Saab was once again in the hunt. At the finish, the Saab was once again in 4th overall, but 2nd in Class C.

The Chump Faces BMW that won on Saturday went home early on Sunday with transmission woes, but not before one of their drivers tucked in behind the Saab for several laps just to observe how it handled. His comment was that it rolls a lot in the corners (we knew that, still working on improving the suspension), and that the driver -- Tim -- looked pretty smooth behind the wheel.

With a shortage of drivers, John Stiller was pressed into driving the final stint in the Miata. He did well, bringing the Mazda roadster to the checkered flag in 6th overall, 2nd in class EC.

Eric, Tim and Mike show off the prizes awarded for our fabulous finish at BIR. Note the new team t-shirts.
Celebrating with some fine selections from Lake Superior Brewing Company in Duluth.

Thus ended another weekend of racing. The Saab and Mazda are both proving to be reliable race cars, and the driver lineup has been exceptional with only a few seconds separating the lap times of the quickest and the slowest. There were a few off course excursions, but none serious, and no bumping of other cars.

Our next race is a couple of months away at one of our favorite tracks, Road America.

FHR runs WRL at BIR

The Fart-hinder Saab 9-3, a.k.a. Fart-kontroll, survived another full race weekend with nary a bobble. World Racing League sanctioned a pair of 8-hour endurance races at our home track, Brainerd International Raceway, and we were there with the ONLY Saab currently competing in the World Racing League.

In addition to the Saab, team member Mark Fitzpatrick had just completed work on a 1994 Mazda Miata R. Eric Peterson, who had done the welding on the Miata roll cage, was invited to drive as well. Due to lack of track experience, Eric signed up for the BIR Performance Driving School a few weeks prior to the race. Unfortunately, the Miata, which had been driven to the track, suffered an engine failure. With less than three weeks to the race, Mark scrambled to figure out options. Fortunately (it's always nice when there's a "fortunately" shortly after an "unfortunately") he was able to locate a "ran when removed" used engine of unknown mileage near Milwaukee for about half the going salvage yard price. Even more fortunately, a work related meeting took him to Milwaukee and he was able to borrow a pickup truck for the trip. With one week before race day, the substitute engine was fitted to the Miata and fired up. All looked promising to make the start of the race.

There were three new drivers as part of the Fart-hinder group for the weekend. New to the team and to endurance racing, that is, but not to competition.

Jeff Gadbois was used to Formula Fords, Spec Racers and Sports 2000, and had seen success in those purpose built racing machines. It had been several years since he had been behind the wheel and he was anxious to give it a try again.

Paul Moormann had done some ice racing, including setting pole position for an ice race in his initial year of racing and earning him Rookie of the Year honors. He had also helped to build and co-drive a Saab Sonett with a Saab 900 turbo drivetrain, and later drove that car in a few regional rallies with some success. Paul has worked out of his home as a mechanic and is quite familiar with the Saabs of our era. His expertise as a Saab tech has already been valuable to the team.

Our third newbie was mentioned above: Eric Peterson.

The Saab gets up to 110 to 115 mph before turn 3 at BIR

The Saturday event was slated for 10:00 a.m. to 6:00 p. m., and the green flag did wave at the appointed hour. However, the race was red flagged, then black flagged only eight laps in due to a timing problem. The track's timing and scoring transponder antenna loop under the start/finish line was not picking up signals. About the time a new cable had been run through conduit under the track, the WRL timing computer hit a glitch. More time was lost while software was loaded onto another computer. The green flag fell again at 12:30 p. m., but the race was shortened by a half hour as the track policy is to end all racing by 8:00 p. m. in order to placate neighbors on nearby lakes.

Tim started originally in the 9-3, but Jeff was behind the wheel when the second green flag was waved. He had an obligation that evening and didn't want to be late. On fresh Yokohama tires, it wasn't long before Jeff set a lap at 1:58.884 and hit a top speed of 114 mph. That turned out to be the fast lap of the day for the Saab.

About to get passed by the Tubby Butterman BMW.
In the meantime there are dragsters on the old main straightaway.

The Miata was entered under the team name "Gensoku" in class GP3. It ran well on the replacement engine, but the alignment seemed to be changing. The car had been aligned by a local racing shop earlier in the week and all was set to spec including the recommended torque on the bolts. In talking with another Miata racer later it was found that slipped alignment was a common issue with Miatas under race conditions. The fix is to nearly double the torque on the bolts for the alignment eccentrics.

Paul was the second driver in the Saab and quickly fell into lap times around two minutes as well. Travis McCormick was back to drive third, while Tim took the cleanup position.

Over in the Miata pit (which was right next to the Saab pit) Eric drove the second shift, followed by Mike Mandy. Mark was back in the roadster for the checkered flag. While the Miata ran lap after lap without any new issues, more experienced teams in GP3 were not having much luck, The Team Hackcent Hyundai spent a lot of time in the paddock and dropped well down in the pack. The usually reliable JAB VW Golf succumbed to a blown engine, with piston rods hanging out of the block like one of the zombies on The Walking Dead. Difference was the Golf engine was truly dead. That elevated the Miata to first in class, the position it held until the finish.

Team formation at the checkered flag.

On the final lap, Mark slowed a bit to allow Tim in the Saab to catch up, and the two crossed the finish line in team formation.

A couple of other cars failed in the final laps - the Team Generations Nissan 300ZX suffered a blown engine in the final 15 minutes, and the North Loop BMW 325 lost a ball joint just before turn 2 - which elevated both the Saab and the Mazda in the final standings. The Saab finished 7th, and 7th in class GP2 behind the race winning Honda Civic and five BMWs. The Miata was classified in 8th place overall and the winner in GP3.

Both cars were in generally good shape after nearly eight hours of racing. Some checking of fluids, swapping of tires, and they were ready to face another day.

Since Jeff and Paul had only signed up to drive one day, that left five drivers. The Miata had only been entered for Saturday, so all five would be driving the Saab.

Eric was first out, and ran a clean stint. His lap times were consistent, and competitive with what the other drivers on the team were turning. His quickest was just under two minutes, at 1:59.68. Darn good for a rookie.

Second up was Tim, who also set consistent laps right around two minutes, with a few that just broke the two minute mark. Mike also ran in the 1:59 to 2:03 range during his stint.

Leaning hard for turn 4, Travis McCormick at the wheel.

Mark took to the track next and ran similar lap times, with the official fast time of the day for the Saab at 1:57.031. Unfortunately that was still ten seconds a lap off the the pace of the race winning Honda Civic and most of the BMWs.

When Travis got behind the wheel for the final stint, the Saab was in a solid tenth place. His instructions were to run consistent laps as the chance of catching the car ahead were nil and the 11th place car was about 20 laps behind. By now the tires were going away, too. Even so, his lap times were only a second or two slower than the others on the team, and he held on for tenth overall, eighth place in class GP2.

Fart-hinder Racing is now better equipped to record data during the races, with apps such as Harry's Lap Timer and RaceChrono recording lap times, speeds at various places around the track and g-forces during acceleration, braking and cornering. The 9-3 still has a stock gearbox, with an open differential, so the inside tire often lifts enough during cornering to spin a bit. The suspension is better than it has been, but can be better still.

Our next race is at the end of July, a ChumpCar sanctioned weeked consisting of two 7-hour races at Brainerd. There are several conflicting endurance races in the region within a week or two, so entries at all are low. Both the Saab and Miata will be competing at BIR.

A Great Beginning for 2016

April in the Upper Midwest is a mixed bag when it comes to weather. It can be as snowy as any day in winter, or it could be warm enough to be doing yard work in t-shirt and shorts. At Fart-hinder Central in northern Minnesota, the race cars are often still under a pile of snow or hidden away in a garage that can't be reached by anything short of a sled dog team. Since the first ChumpCar race at Road America is usually in April, Fart-hinder Racing has usually chosen to skip this event.

Photo by Trisha Spettel,  Ace Photography.

This year, however, was different. Following a mild winter, temperatures in March were often warm enough to work outdoors. In addition, Snowbird Mike Mandy was anxious to get a start on racing and returned to his summer home near Ely several weeks earlier than usual. The team's primary race car, a 1999 Saab 9-3, was in pretty good shape at the end of the 2015 season, in need of a clutch after an early failure at the autumn race at Road America. The car had been left over the winter with team member Aidan Hicks to do the necessary repairs at his place of employment, a car dealership in the Minneapolis area.

The decision was made to enter the ChumpCar Landjaeger Cup at Road America, a pair of 7 hour races at America's first and still the best road racing facility.

Some changes in the ChumpCar rules meant we could use something other than OE springs, though there were still restrictions. Some measurements to the assorted coil springs in the parts cache found that the front springs from a classic 900 were the same outside diameter as those on the NG900/OG9-3. However, the wire size was a little larger, meaning a stiffer spring rate. That spring rate would be increased further by trimming a few coils. There is not much available for the rear springs due to their conical design, but Hanover European Parts had given us a pair of Eibach lowering springs for the rear. They weren't quite racing springs, but lowering the rear end would also lower the center of gravity.

Photo by Trisha Spettel,  Ace Photography.

The front brakes were upgraded to the larger rotors found on the 9-3 Viggen, 308mm vs. 288mm that came on lesser 9-3s. The calipers and brake pads are the same, just moved out a little with a slightly different mounting bracket. The rotors were cryogenically treated for longer wear, sourced from series sponsor Frozen Rotors.

Minnesota Saab Club member Jim Hickstein happened to have a complete Viggen clutch package that he donated to the race effort. While the stock clutch has generally not been a problem, the beefier Viggen clutch would give an additional margin of reliability.

Race weekend looked promising weatherwise, with clear skies and temperatures around 70 degrees. We zipped through registration and tech with little difficulty, met the new Central Region Chump Staff, did a few final checks on the racer, then went to dinner in Sheboygan, where we usually stay.

Team captain, Tim Winker, decided to see if there were any German restaurants in the area, since that region was where many German immigrants settled in the 1850s. A place called Al & Al's Steinhaus looked promising, so Tim, Mike and Mark found their way there. All three have spent time in Germany, and were hoping the menu offered more than bratwurst and kraut. It exceeded all expectations, with a full German menu and a salad bar full of pickled this and creamed that. Al & Al's will likely see the Fart-hinder gang at future Road America race weekends.

In addition to the four drivers who would also act as crew, John Hicks brought his 17-year-old daughter, Shania, for her first race weekend. She was pressed into service to maintain notes on what happened during pit stops and to check tire pressures. She also took some photos of the Saab in action.

A smear of red paint left by an errant MR2.

It was a cool spring morning when John Hicks took to the track in the 9-3. His stint behind the wheel had only one incident, a tap on the left rear door by a Toyota MR2. The Toyota driver was given a Black Flag and had to spend several minutes explaining to race officials why he hit another car. In the meantime, John continued to reel off laps until time for the driver change.

Mike Mandy was the next driver and again there was nothing serious to his shift behind the wheel. Mark Fitzpatrick took over at his designated time and started to reel off some quick laps. However, the low fuel warning light came on earlier than expected, and Mark cut his time at the wheel short, returning for the final driver change of the day with two hours left.

Tim Winker also had no issues aboard the Saab, but with 20 minutes remaining in the race, the low fuel light came on again. The earphones had become dislodged enough that Tim could no longer hear what the crew had to say, but radioed to them that he would be coming to the pits in a few laps. As he drove past the pits, the other drivers signaled that he should stay out. Tim cut back his speed a little to preserve fuel. He made it to the checkered flag with no difficulties; nary a bobble from the engine. When he pulled into the paddock, team members informed him that if he had come in for fuel, they would have dropped at least one position in class and several places overall. As it was, they did not lose any positions in the final standings, ending up 12th overall and 6th in a class full of fast BMWs.

The 9-3 performed well, and all drivers ran faster lap times than in previous years. Mark Fitzpatrick ripped off one lap at 3:02.50, the quickest we have ever turned in this car. The transmission gearing was perfect so that the drivers only had to use 3rd and 4th gears, topping out at 120 mph, higher than most of the cars competing. The new rear springs helped the Saab to set up for corners with a touch of trailing throttle oversteer. The larger brake rotors allowed for shorter stopping distances, hence quicker times at all corners of the track.

Photo by Vasil Zhmendak

The Dunlop Direzza ZII Star Spec tires showed a bit of wear on the outer edges from hard cornering, so were swapped around, with a couple of better used race tires installed on the front. The brake pads, however, showed a bit more wear than we have seen in the past. The combination of medium friction EBC Yellowstuffs racing pads and the new Frozen Rotors may have been great in stopping the car, but also caused them to wear faster. The pads on the rear were worn down to the metal backing. We had some decent used pads for both axles and installed those, hoping to get through Sunday's 7 hour race.

Tim was first in the driver's seat for what he referred to as "a leisurely Sunday drive." In the process he set a personal best lap time in the 9-3. But it was not without some drama. The brake lights insisted on staying on as the Saab left the pits for warm up laps. Rather than risk a black flag, the team called Tim in during the pace laps and rearranged the brake light switch ever so slightly. Problem solved and Tim hit the track again before the green flag, though he was way behind the pack.

YouTube Video: Swapping positions with Mazdas.

John was the next driver, for what was likely his final chance to race with us for a few years. He has taken a job in Italy and will be moving there soon.

Mike took to the wheel for his stint, followed by Mark. All still looked well for the team with quick pit stops and no need to change anything. As the race headed into the final hour, Mark chose to use the brakes less in an effort to save what little brake pad material remained. Even so, he set the fastest lap for the Saab in Sunday's race at 3:03.57.

Flagger Bob Kosky gives Mark Fitspatrick the
checkered flag on Sunday. Photo by Shania Hicks.

The checkered flag dropped on schedule and the Fart-hinder team began the celebration, along with all other finishers. Our overall position of 13th was satisfactory considering that our Saab has the original engine as installed at the factory in Trollhattan. We were again 6th in class, behind a bunch of modified BMWs. Our pit stops were better than in past years, very close to the five minute minimum required by ChumpCar rules. There was no extra time spent in the pits for repairs, and the brake pads lasted to the finish, though the pad material on the rear was paper thin.

 A successful race weekend, by our account. After our dining experiences at Al & Al's Steinhaus and the Saturday meal at Schwartz's Supper Club, we're thinking about changing the team name to "Fart-hinder Racing and Dining Society."

THE END.
(The license plate was a "trophy" won by Tim at the 1991 AlCan 5000 Rally. Photo by Shania Hicks.)

Preparing for Season 7

The Fart-hinder Saab 900
 on the pace lap of its first race.

It was six years ago that Tim Winker got a message from Darrell Peterson asking about a Saab 900 that was hiding in Tim's garage. Tim had posted a note about maybe turning it into a racer for the inaugural ChumpCar World Series race at Brainerd International Raceway in June. That was in early April, 2010. Eight weeks later and the Saab was on track. Other team drivers and car builders were Greg Wold and John Hogdahl, and all were looking forward to their return to racing during a pair of seven hour races in a $500 crapcan Saab. Alas, it was not to be, as something apparently went wrong in assembling the engine to the gearbox (the gearbox sits below the engine and also acts as the oil pan). The rod knock death rattle put the Saab behind the wall after only a couple of laps. Rather than swap for another engine, the team chose to pack it in and race again another day.

Thus begins the tale of Fart-hinder Racing. Though most of the drivers have changed, Team Fart-hinder is now preparing for a seventh season of endurance racing, still with Saabs. That original 900, a non-turbo 2.1L hatchback, remains with the team and is likely to see some action during 2016. It is estimated to have over 10,000 racing miles on the chassis during its six years since becoming a race car.

The primary team car now is a 1999 Saab 9-3, powered by a 2.0L turbo, acquired from Team Cougar Bait in 2014. The 185 HP engine is believed to be original to the car, has never been modified, and has an estimated 160,000 miles on it. The oil pan was removed last year to see if there was evidence of sludge, a known killer of Saab engines in street use, but the inside of the engine looked new, thanks apparently to frequent oil changes by previous owners.

The first race on the Fart-hinder calendar for this season is a ChumpCar dual-7 at Road America in mid-April.

A 30 degree work day at Fart-hinder Central

The 9-3 did not need a lot of attention over the winter as it had succumbed to an early clutch failure during its last race in 2015. A few upgrades should make for improved lap times in that racer. The failed clutch, a refaced OE disc done at a local shop, has been replaced by a new Saab Viggen clutch, donated by Minnesota Saab Club member Jim Hickstein. In addition, the brakes should improve with the larger Viggen rotors (308mm vs. 288mm for standard 9-3s) and steel braided brake lines. Frozen Rotors have proven to be outstanding on both the 9-3 and 900, so they were again the source for the Viggen rotors. Mike Mandy, Mark Fitzpatrick, the father and son duo of John and Aidan Hicks, and team captain Tim Winker will do the driving and act as crew.

Installing wheel studs. Note the larger diameter brake disc.

The 900 will need a bit more attention, as the gearbox took a lot of stress last season thanks to the welded ring-and-pinion. It still works in all gears, but there was a good sized wad of metal shavings on the magnetic drain plug when the fluid was last changed. The front motor mount also needs repair or replacement as the mount to the body punched through the two bolts that anchor the gearbox to the chassis. That made shifting difficult, particularly into 5^th gear. That car also suffered a broken exhaust and failed clutch at last year's final race. To do the transmission repair properly will require that the drivetrain be removed from the car. The team has gotten pretty good at removing and replacing the engine/gearbox assembly, now able to do a complete swap in about five hours. The planned debut for that car this year is the World Racing League weekend at BIR in May. The 9-3 will still be the primary car, but the 900 will see action if enough drivers sign on. Saturday's race will be 9 hours, with a 7 hour race on Sunday.

Two drivers with competition experience will join Fart-hinder Racing for the first time at the BIR race. Jeff Gadbois, who has raced competitively in Formula Ford, Spec Racer and Sports 2000 will take to the track after a long time away. Paul Moormann's primary background as a competition driver is behind the wheel of a very fast rally car, a Saab Sonett powered by a 900 turbo engine. In addition, Paul has extensive experience repairing Saabs which will be a valuable asset. Both should be a good fit for the team.

Fart-hinder Racing will once again be a part of the eEuroparts Motorsports Program. eEuroparts.com will share our blog entries with their customers. Cartons of Saab parts from eEuroparts arrive regularly at Fart-hinder Central to keep both Saab race cars, and several street Saabs, running at peak performance.

Hanover European Auto Parts in Hanover, Minnesota, continues to be a major backer of the team. The vast inventory of quality used Saab parts keeps us on track within our meager budget.

But Wait, There's More....

Mark Fitzpatrick has acquired a couple of Mazda Miatas in the past year, and is converting one to meet the rules of ChumpCar and WRL. It is not yet complete, but the roll cage has been installed. It is likely that the Miata (still seeking a good name) will be competing sometime this summer.

Travis McCormick continues to work on his “Molasses” Firebird, and hopes to have the gearbox woes that sidelined it at it's last race sorted out.

Tim has some ideas about replacing the original FHR 900 with another Saab, especially since derelict Saabs seem to keep finding their way to his compound in the hills west of Duluth. That means the 900 race car is for sale, with a large load of spare parts and a complete spare 900 with a freshened engine. It's a great way for a new team to get started in the exciting world of endurance racing.

Falling behind

It has been awhile since the Fart-hinder Racing blog has been updated. A major reason was a computer issue whenever that machine was connected to the Internet. Instead of the usual 4GB/ month, it was consuming 4GB/hour. A new computer has finally been acquired and editing of the remained of the 2015 race tales is happening... slowly. Patience, fans. And watch for the stories on the 2016 races.