Day one of Circle Tracks...
Day one of Circle Tracks Project Mudslinger. We thought this 89 body was a thing of beauty, a piece of machinery just waiting to be turned into a race carour wives thought otherwise.
The personnel working in junkyards...
The personnel working in junkyards can be a great technical help. Mike Honeycutt even pulled the parts we needed. He had the equipment to make it easy, which is always a lot better than crawling around in the dirt.
The first job when we got...
The first job when we got our junkyard parts home was to tear everything apart and inspect it all. The rear end is in really good shape. Well need to completely redo the brakes, but both axles, the gears and bearings all appear in good shape.
Part of the purpose of this...
Part of the purpose of this project is that our readers will learn from our mistakesso heres our first. When mounting the front suspension assembly to the body, we bolted the metal frame on first then tried to attach the struts to the top of the strut tower. We should have done this the other way around; the springs didnt want to compress even when we pushed up with a floor jack. Here, Rodney (left) and Scott resort to cranking down on a pull strap to bring everything together.
If you can get to clean metal,...
If you can get to clean metal, a plasma cutter is the trick. It cuts quickly and cleanly. The sheetmetal was also tack-welded to the frame underneath, so once we cut a piece out, we had to break the welds loose with a hammer and pry bar.
For accessible areas where...
For accessible areas where there is nothing underneath you have to worry about, a reciprocating saw with a good blade can make short work of automobile sheetmetal.
The cutting is complete (sort...
The cutting is complete (sort of), and we are ready to build in the rollcage. We still need to finish out the fenderwells and some other odds and ends, but it was sunny outside, and you know ...
The comment that sparked our inspiration was innocent enough: We should do that sometime. The conversation was about building a race car, and it still surprises me how little planning we did before committing ourselves to the project. There were three of us, brothers Rodney and Scott Helms and myself, and we knew we wanted to start small and race on dirt, but otherwise, our enthusiasm far outstripped our knowledge.
A few of the decisions were easy to make. We chose Lancaster (S.C.) Speedway because its close to home, dirt and offers a division to our liking: the Modified Fours. Mod-4 cars, as they are commonly called, are four cylinder rear-wheel drives. They are entry-level but a cut above the Bomber Class and require a good amount of preparation. That was fine with us since the allure was building a car as well as racing it.
With that out of the way, it was time for step one: Find a car. And here we ran headlong into our first obstacle. A quick tour through a couple of local junkyards left us overwhelmed. Ninety percent of the field in this class is made up of Mustangs, so thats probably a safe bet, but what model? How much damage is too much? How much should we expect to pay? We needed help.
Calling all experts LWP Auto Salvage is a family-owned scrapyard in Concord, N.C., that specializes in helping racers, so we went there armed with plenty of questions.
Most people these days in the four-cylinder classes are racing the Fox body Mustangs, even though they have a strut front suspension, explains Wayne Pendergrass, the W in LWP and a racer himself. A double A-arm setup is easier to adjust, but to get a Ford with that you have to go back to the Pintos and Mustang IIs, and those are getting pretty rare.
Wayne spoke the truthunmangled Pintos and Mustang IIs were tougher to locate than Charlton Heston at a Greenpeace rally. But he did point us to an 89 sedan body that hed already hulled out. We snatched it up quicker than you can say, Will you take a check? and Wayne even threw in a pair of doors, a hood and a nosepiece (although it may be damaged beyond repair). By the way, if you dont have a good pair of gloves, get some before you set foot in a junkyard. We invested in several pairs of Mechanix Wear gloves and have been very happy with them.
A hulled-out body may save us time stripping the car, but it also meant we had more junkyard shopping to do. We found both a front suspension and rear end off a 93 model at Love Auto Parts. Again, we werent just looking for parts, we were looking for someone who could steer us in the right direction, and we found him in Mike Honeycutt. Mike has worked with race teams big and small and knew exactly what we needed. He led us to a 93 Mustang with only minor damage and even took off the parts we needed. Because most Fords, including Fox-body Mustangs, are unibodies, the entire front suspension came off in one piece.
This car had the nose pushed up. It looks like it hit a ditch or something, Mike says of our donor car. This is exactly what you are looking for if you need parts or an entire frame, because everything from the shock towers back is still straight. If you are looking at a car thats wrecked in the side, if the damage is up high you are probably OK. If the damage is down low, be careful because the frame could be bent. If the frame is bent youll probably never get everything straightened back out right.
Back home in our makeshift shop we were on a roll. We saw the makings of a vicious, fire-breathing race carbut our wives only saw a pile of scrap metal. Thats your race car? was the incredulous response all three gave separately. Just like that our spark of inspiration became a bonfire of machismo-laden determination.
Thats the perfect foundation for a great race car, we said. Just wait, youll see. After all, when Romulus and Remus founded Rome, all they started with were seven stinking hills. Weve already got more than that.
Ready, set, cut The rear end and front suspension bolted up with almost no problems. There is still a lot of work to be done in both areas, but the first task was to cut everything expendable out of the car to get the rollcage in there. Even though the major pieces had already been removed, there were still plenty of random bolts, brake lines and other odds and ends to get rid of. Then it was time to start cutting everything that isnt absolutely vital. Caution was the word of the day here. We definitely didnt want to weaken the car or make it unsafe. Were likely to do things to the car along the way that neither nature nor any Ford engineer alive ever intended. Safety is one area where we will take no chances.
Unibody cars do not have a typical ladder-type chassis but use all of the frame and body to provide rigidity. The rollcage in our race car will do that job, so we cut out everything but the floorpan, firewall (both required by the rules), framerails and suspension mounting points. Again, if you are following along at home, remember to cut small so you dont accidentally take out a needed bracket hidden underneath. We were lucky enough to get our hands on a plasma cutter, a wonderful tool that cuts metal cleanly and almost effortlessly simply with an electrical current and a stream of air. To work properly, though, the head of the cutter must touch clean metal. We also found that an electrical reciprocating saw worked well, especially where anti-vibration matting is glued down.
Im sure anti-vibration matting is important for passenger cars, but it quickly became the bane of our little operation. Glued in place, the stuff is too well-seated to pull off, too tough to scrub off with a wire brush, clogs an abrasive disc if you try to grind it off and releases an acrid smoke if you take a torch to it. Because a plasma cutter doesnt cut through the matting well, we took a blowtorch and a scraper to much of it before finally giving up and going with the saw. There is still tons of it on the floorboard, mostly because we admitted defeat and left it for later. When we get wheels and tires on the car, well roll it out of the shop and try blasting the evil stuff off with a high-pressure washer. Meanwhile, well be writing the blue oval guys requesting that their engineers be a little more willing to put up with the occasional squeak and rattle.