Thanks for all the positve comments guys. We've really had a blast racing, despite of the fact that our car is a Jeep Cherokee, and because of it. When I started this project over a year and a half ago I had the idea to use the off-road industry's support as much as possible to make it work. Many companies have come through for us, and it's been great bringing them exposure from areas in which they wouldn't normally be seen. Among our list of sponsors and people we need to thank are:
Crane Hi-Clearance: For helping us out when we were just getting started.
Raceline Wheels: For the hook-up on our wheels, which have endured a lot of abuse and come back for more.
Toyo Tires: I can't say enough good things about the Toyo Proxes4's we're running. Simply amazing tires, even three races in.
505 Performance: No more leaking header for us.
Rubicon Express: People are always amazed at how stable the Jeep is, most of the credit goes to the RE add-a-leaf.
G&G Off-Road: Huge thanks to Goatman's shop and Eric Geye, their resident Jeep guru for helping with race-prep before this last race.
Kent 4WD: Local PNW Off-road shop which helped us out early on.
PNWBroncos: Though mostly a Bronco guy, co-driver Jesse also makes Bronco armor (and hopefully XJ stuff soon).
I'm also really excited to be working with
sponsor
RADesigns on a new, custom-tailored version of their popular AW4 manual shift controller. This should help immensely with car control.
Next in store for the Petty Cash XJ is a thorough tear down of the engine. On day two our blow-by issue was escalating and the car was noticibly down on power. Considering it's got 202k miles (the last 2200 race miles) on it and we've only ever changed the oil (once), it's not unreasonable to perform a little TLC. Besides, when we boost it, we'll want to be sure it can handle the extra power.
To me what's perhaps most remarkable about our (limited) success is just how little we've done to the Jeep. Besides cutting a coil out of the front and going spring-under + RE helper spring, the suspension is completely as it rolled out of the factory in 1989. I have no idea how old (or effective) the shocks are and its still rocking the stock sway bars. Many people assume the Jeep is a point and squirt kind of race car; in other words we wallow through the corners and dominate on straight sections. In reality,the opposite is true. Where the Jeep really shines in in the bends; there aren't many cars out on track with us that can pull as many sustained lateral G's. In fact, on long straights is where the XJ suffers the most: Anything above 65 and there is a noticable dip in acceleration as aerodynamics take over and the engine remembers it's not supposed to like revving past 5000 RPM.
Here are some pics while I figure out what else to write. Jesse fabbing up our new axle's spring perches:
Me struggling with a stubborn pitman arm. What you can't see is the lift is still about 5 feet up in the air and I've wedged myself in there for leverage:
Our paddock space while Jesse and Goatman refuel during the first day:
Jesse demonstrating our hi-tech solution to in-car communication:
A view inside Timing & Scoring:
If you get too many black-flags for contact, passing under a yellow flag or losing control and going off course, you get sent to the "Penalty Box." Here the LeMons Supreme Court decides your fate, based mostly on your attitude towards them, if they like your car, and their mood. If they're feeling grouchy or you act stunned and defiant when they tell you you're diving like a fawking moron and have no place on a race track, they could do this to you: This team had to follow the LeMons pit truck around the paddock dressed like the Village People and dancing to "YMCA" until they had properly repented:
Here's what we were all out racing for:
Enjoying a well-deserved Mexican barley soda after day one:
One of the more dedicated LeMons racers, Chris Overzet. He was the man behind the Stretch Towncar, aka Team Rolling Chicane:
1st Place! In a $200 Jeep!
-----Matt-----
