Hayden has been quiet on the event, as not much story to tell. The rally was much tamer than Peking-Paris, or the madness that was London to Cape Town, so not a huge challenge for WEVO engineering or the emerging skills of our intrepid Harris/Burvill duo, combined with the fair Tracey.

“Not much to report, no challenge for Lola, me or Steven. Great scenery and a lovely introduction to Argentina, that will lead to future visits, hopefully on better rallies! The event is now officially finished: 1st in class, 2nd overall. Good fun being with T & S, great to be 54deg South.”

So ends another blogjack. Sorry it’s not been that exciting but there may be more pics to share when H is back at his desk in San Carlos. We’ll have to wait and see!

The danger does not come from Tracey’s driving: she’s a better driver than most blokes I know. The danger is in giving her a taste for winning these marathon events. How’s H going to vamoose for weeks at a time if his Mrs is better at rallying?

Tracey’s first day behind the wheel endorsed her ability. “T took over driving today until Mendoza, while Steven attends to matters in NY,” reports Hayden. “A tough 600-kilometre day of introduction went well.

“Tracey cleaned the first test – as did many – then was narrowly robbed of cleaning the second when cows blocked the road within sight of the finish line, while she was on target for a perfect result. The delay cost us a 22-second penalty, but Tracey’s performances today earned her the respect of her fellow rallyists.”

Mendoza is miles down the road. The rally arrives there on Day 25, by which time girl wonder will have clocked up more than 4,000 kilometres. Epic work by Mrs WEVO – I’m looking forward to the week ahead.

Thanks to Yellowbrick GPS technology carried on board the cars, you can track their progress on the rally home page under ‘results‘. Here are a few screen shots demonstrating what is possible.

Time now in Cusco is 08:35, and here is their current position. Untick everything except the Class C box to see the cars in their group.

This is a wider view of the route so far plotted by GPS: it likes to use a straight line to minimise data points stored. Bit of a pain when map data is overlaid but not much choice here.

By changing the scale and drilling into data, you can really get a feel for the route the boys are following. Not much Google Street View in Peru, but there is a little bit here and there.

Nice drive this morning, 0500hrs wake up to leave La Paz early enough to avoid road blockages by striking workers. Lovely drive and little barge crossing to Peru border, leaving beautiful but contradictory Bolivia behind. 

Great hotel on Lake Titicaca makes rest day tomorrow even more anticipated. Lola still faultless, but the Porsche 356 will get a greasing and general spanner check. That said, Lola needs new plugs again, as poor fuel has been hard on plugs in all the old cars. T is bringing three more sets to Cusco in 2 days.

We have run at over 14,300 feet without re-jetting the carbs, so very happy and proud of our sea level work and the choices Brian and I made in setting these up! Our faith in physics continues.

Yesterday on the way into La Paz, we sat at 120 km/h (72mph) for an hours or so at just over 3,900 metres, or almost 13,00 feet. Where else in the world can you do that? That’s like a highway joining all the high peaks of the Rockies. Amazing!

Today rest day, tomorrow Puno to Cusco, in the foothills south of Machu Picchu. Next day is another rest day to allow some exploring in the legendary Peruvian ruins, followed by a 600-kilometre drive to Arequipa, not Aeroquipa as per the rally notes.

Second biggest city in Peru, the historic centre of Arequipa has been granted UNESCO World Cultural Heritage status. The old town’s beautiful heart is balanced by some of the highest levels of solar radiation in all of South America, thanks to the nearby Atacama Desert and local air pollution. Break out the UV sunblock! More news when we get it.

Madam is doing well, which is more than can be said for Hayden. “Picked up a GT (generous traveler) flu on the way down from SF to Rio. I’m into the runny nose and hacking cough day and feeling pretty rough, but some spanner work on Lola will distract me and make me feel better.”

Hayden facebooked the top pic of Lola in bits for obvious servicing checks, carb tweaks and wiring in the Yellowbrick GPS tracker. There’s a good pic of Hayden’s rear end on Chuck Shwagger’s blog, tweaking something in the driver’s footwell: I’m sure he’s not backing out the throttle stop.

Today is Day 5 of the rally. They start at Foz do Iguacu (NE of the centre). The route heads north on secondary roads, skirting the Brazil/Paraguay border, formed by the Paraná River. The river is the second longest in South America, and takes its name from local words for “big as the sea”.

Paraná swallows the Paraguay River on its journey south, then merges with the Uruguay River and forms the vast Rio de la Plata before entering the Atlantic. The scale of the river as they travel north alongside it should be an eye-opener for the rallyistes.

The road continues to their overnight in Dourados on the fertile river plain: 503 kms in all today – about 300 miles. I don’t know what the stage plans are, but no doubt H will fill me in later.

Last used on the 2010 Peking to Paris Rally, Lola has undergone a programme of evolutionary improvements on her P2P spec. Steven also has a bit more experience under his belt and Hayden has done a few rallies with the competitive and experienced Alastair Caldwell, so is now a surgically precise co-driver navigator!

Team WEVOs hard-earned expertise broke cover for the first time yesterday, when Steven and Hayden took first place on the day’s sole special stage of 19 kilometres: the only car to clean the run. Lola took the complete day’s drive of 693 kilometres from Curitiba to the wonderful Foz de Iguacu waterfall on the Brazil/Argentina/Paraguay border in her stride, a minor misfire at the end of the day due to suspected dirt in a fuel jet.

Today is the first rest day of the event, so time to visit the falls, clean the car and the carburettors. The team can catch their breath after a rushed start to the event when Lola was delayed through customs, arriving at the start point (above) well after other competitors had finished packing their cars and stickering up.

So it was that Lola ran naked through the initial 488km transport stage from Rio to Campinas, skirting the edge of Sao Paolo in an enjoyable first day’s driving. Day 2 was another sub-500km run from Campinas to Curitiba, through the open plains of Brazil’s wheat bowl region, before climbing into the Apial Hills.

Today’s rest day will be mostly about settling into the marathon rally rhythm. These events are not just driving: there are rest/tourist days and fixit days, days to catch up with overseas news but any real downtime is about soaking up this new pace of life: a pace that will dominate the days until March 24th, when the rally finishes in Tierra del Fuego: South America’s southernmost point.

Thirty-nine days rallying in a Porsche 356. I think we could all go for that, right!?

JG

Now, I was warned….. “do not try to enter the Melee in a 911″. Expecting that may good advice from some experienced Melee’ists, that left me choice of the ’67 912 or the decrepit BMW ’73 2002 Touring as my two options. I decided that pace may well beat out complacency and posted my entry check on the same day the entries were opened. I then waited to see if my boastful claims of Patina-Uber-Alles would be persuasive enough to attract the inscrutable Eligibility Panel to my 912.

My prompt response and cunning wit were rewarded with Rally placard #4 and I listened guilt-free to stories of the many Melee regulars who missed out after procrastinating. Capped at 60 cars the Melee is clearly an event that has a loyal following. Repeat offenders were obvious, layer upon layer of Rally decal decorating some cars that may well be exercised just one Fall weekend per season. Some had decals back into the late 90′s

Ultimately there were eight Porsche, but not a single 911! How refreshing!!! A beautiful grey 356, Speedster with hardtop, a brace of 912′s, a trio of 914′s and a couple of 356 Coupe’s to enjoy.

Other Germans included a few BMW’s, a VW Beetle and a schizo Opel GT with a Miata, Auto drive train transplant.

Italy was represented by a swag or Alfa’s with leadership from a glorious MaseRATi 3500GT and support by a Lancia and a Fiat.

British cars seemed to dominate, in spirit and in numbers. Jag’s, Austin Healey’s, MG’s, Triumph’s, Sunbeam’s, Lotus, Morgan and all the cross pollinated derivatives of the self-deconstructing British motor industry.

Best Japanese (for me) was a lovely Honda S600, that purred and whined like a sewing machine, remarkably aggressive styling from such a diminutive package. A Datsun 510 filling regular expectations of any classic car event.

The Melee XVI event toured just short of 800 miles in 3 days to the north of San Francisco, with a proven combination of quiet back roads, gentle (optional) gravel, scenic high roads, super twisty long bits and a coastal cruise that only the Mendocino coast can supply.

My ride was my ’67 912, Tracey calls it “Primrose” for reasons I can never recall (it’s Aga blue!?) and I think of my 912 as the essential-to-understand missing engineering link between the 356 and the 911. This is the barn find car, only 36,000 miles at time of discovery. Put into dry storage in 1972, we recovered it in 2007, the 35 year hibernation leaving the 36,000  mile interior beautifully preserved and the exterior degraded in a manner that is difficult to describe. The patina is insanely genuine, at times disturbing, yet any effort to control or preserve it would look ridiculously contrived. The 912 is heavily waxed, waxed over every blemish and that seems like the appropriate treatment for the time being.

I found my perfect running mate for Sunday afternoon, Robbie Pyle with his unique clearcoat over nude German steel ’65 356C . Just acquired, the Melee was Robbie’s first run with the car and he never stopped smiling or proudly peeking at his first 356C out the corner of his eye.

The two cars made an interesting pair on the CA roadside, one apparently battered and unkempt, barely arrested from the downslide, the other at the half way house, but heading the other direction, it’s very few metalwork blemishes on show for final inspection before returning it to a brilliant Bali blue 356C coupe.

Sunday morning had been a terrific drive on Hwy36, Red Bluff to Fortuna. What a road! the sign warns of 140 miles of twisting tarmac. From the central valley to the Lost Coast this road crossed a remarkable diversity of terrain and flora, from valley scrub and Manzanitas in Red Bluff to the giant Redwoods and ferns as you cross the coastal range into Humboldt county.

The 912 was the perfect car for the morning, rewarding care with momentum – and the big grin that comes from sliding about on dry pavement at legal speeds on 165/80-15 tires.  The nimble 912 can tackle the unexpected with such finesse, it makes me very happy to have left the 911 at home for another day. That said after the unbroken run of 140 miles, my shoulders did feel like a massage would have helped. The big, heavy car drivers would have enjoyed a great upper body work-out.

In fact the 912 turned out to be the perfect car for the event, in the vein of “the one you are driving, is the perfect one.” Having a chance to get out and drive is the real thing, something the organizers of these small road book tours should be thanked hugely for.

The rally “banquet” in San Francisco was a great catch-up after the weekend, stories exchanged over a good simple buffet – typical rally style. The presentations being expertly MC’d by “the Shoog”, awarding the fully recycled trophies that come from local sources – some even had motoring motif’s. A blind raffle distributed a large number of Una bomber identikits and one lucky winner went home with a trophy bowl too large to fit in anything but a roadster.

Once again thanks to Harley, Jeff and supporting crew, Roll on Fall 2013 and Melee XVII.

 

At WEVO we are fortunate to mix our work and fun pretty often and the 2012 Faultline 500 Rally provided another great opportunity to do some rigorous testing of WEVO products in development. We also used this close-to-home event to test parts from other vendors that may have a future on WEVO prepared cars heading further afield – once we validate their function claims and durability.

This great event is in the 3rd year of running. “Rally” is used in a slightly different context than readers of this blog have become accustomed, being more of a route-book-tour than an event with timing, scoring and competitive structure. The emphasis is on cars, people, California back roads and the classic car hobby that bought us all together for the weekend. It is a great formula and our 500 mile tour in central California took me over some of my favorite roads, some new road numbers I have been eager to drive, plus introduced me to some new favorites and some very good gravel test sections for both product development and rally car testing.

Our vehicle for the weekend was “Rabbit” so named in homage to the previous owner who was proudly identified as K*** Rabbit K***** on the Pink Slip. Rabbit is a 1973.5 911T, non-sunroof coupe. A CA car from new, this bodyshell is absolutely rust free and in great shape overall. However, like too many long-hoods, Rabbit has been egregiously violated by the addition of the “dealer installed” AC system from that era. An offense I will never adjust to.  Two of my four ’72, ’73 911′s have this hacked out passenger footwell bulkhead. It makes me sad to think of the technicians performing this horrible sloppy work with the excuse of “fixed price labor” as their peace of mind to deploy reckless speed instead of the appropriate respect deserved by a brand new Porsche…. One day I will work out how to elegantly repair this area and get over it.

Rabbit was last tagged in 1992, it had a small amount of damage to the LF fender when I bought it in “non-op”a few years ago. It looked like a pick-up tray bed had backed over the top of the fender and taken out the headlight and fender. The motor was inoperable and when we stripped it, discovered two cracked pistons, one with such serious detonation the piston was in several pieces. The rare 1/2 year only 1973 2.4 CIS system was complete, unmolested and looked salvageable. The paint was (still is !) very rough, with what looks like the remnants of an early 80′s metallic and clearcoat in gunmetal bronze over the original 936-9-3 code Silver. The clearcoat has crystallized and reduced to a sharkskin textured matte. The repaired LF fender, hood and RF fender now sport DP90 primer in matte black, so Rabbit has a bit of a “look” going on – but a look not fully appreciated by some of my aesthetisti friends.

Mechanically, Rabbit has enjoyed lavish care and enjoys a very high specification that is in direct contrast with Rabbit’s “look”. All new front suspension with a couple of tweeks from the factory parts lists, all new rear suspension featuring a development WEVO SPS kit, WEVO Ohlins, SC torsion bars. Mid 70′s 930 Front Anti Roll Bar, Factory 16mmRear Anti Roll Bar with our base line set-up and corner weight template we use to evaluate the WEVO cars we build and develop.

The 915 transmission is a unique combination I wanted to try using a mix of OE factory ratios from the various 70′s cars. This unique ratio set combined with the necessary mechanical speedo 8:31 CWP from the mid ’75 911′s before the electronic speedo was introduced. The taller final drive ratio seems counter intuitive in combination with the numerically weak 140hp output declared for the 1973 2.4 CIS motor, but it works great. The transmission also has a WEVO GateShift, XT_032 bearing retainer, XT_100 side cover and a rare OE Coarse Spline ZF LSD.

The motor is completely stock but freshly rebuilt without being full of all-new parts. I was able to find the parts necessary to get this simple 1973 only version CIS functioning correctly. A recent run with the AF meter in the tailpipe confirmed that mixture is correct across the range – most importantly at full throttle – I was still looking for the smoking gun related to the damaged pistons. The motor runs crisply, but not vigorously like my MFI ’72S motor. The sense of torque is very nice (reminding me of Tyson’s very sweet 2.5 benchmark MFI motor) but the peak power is noticeably low, making Rabbit the kind of momentum car I most enjoy driving. The upside is the amazing fuel economy. I have not done my numbers accurately yet, but a lunchtime napkin calculation indicated over 30pmg (US Gallons = 3.8 litres) for the 660 miles we did during the Faultline 500 weekend.

Now back to the Faultline 500…..

A loop that starts in Hollister CA, overnights in Morro Bay on the central CA coast before returning north on Sunday. The event ends in Tres Pinos, just south of Hollister. Unlike the Porsche centric events I participate in with R-Gruppe etc, the Fautline 500 had a nice mix of marques. Alfa Romeo having the highest badge count, a massive 50′s Chrysler Imperial taking the heavy weight honors, a bodacious Smokey and the Bandit Trans Am taking the horsepower title and just two 911′s and a 914 representing for Porsche.

The route took us out east from Hwy 25, across the ridgelines to the central valley, past the experimental Brightpoint installation of focused solar energy and the eery glow of energy converging on the absorber atop the collector tower. Kind of a combination of Indiana Jones opening the Ark and a broken fairground ride.

After a quick drink in Coalinga, we took to the Parkfield Grade, 6.5 miles of twisted, narrow tarmac and 2100 ft of elevation gain. The south side of the ridge is decent gravel and we trickled down into Parkfield to a set lunch at the V6 Ranch Cafe with an amazing Apple dumpling desert that reputedly involves the use of Mountain Dew in the creation of the dumpling syrup.

The afternoon had some more familiar roads, some enjoyed recently on Targa California. Then we took to the gravel again to cross south from Hwy 58 to the old goldmining town of Pozo. This took us across another 3000 ft ridgeline at La Panza (defunct goldmine), a great stoney unpaved road, reminding me of the Namibian canyon driving in January this year. In Pozo there was a bar, beer on tap and I caught some new friends exploring a Beertini – basically a jug of beer with a dozen desperate olives swilling in the bottom…

The balance of the Saturday was increasingly residential as we neared the coast and cruised into Morro Bay and the Days Inn – the traditional Faultine 500 destination. Then the bench racing and story telling really began in earnest. Complimentary Margaritas in plastic pint cups, quickly turned the warm afternoon to nightfall.

The sensible headed off to dinner at one of the numerous fish restaurants. The less so, participated in the car park spirit until the pizzas finally arrived. One Alfa needed a new UJ installed and the Trans Am stayed on axle stands all night while the unsalvageable condition of the rear brakes was debated endlessly and finally conceded, by which time it was declared that the clear light of day would be a better time to make a lucid decision, plus Pep Boys would be open at 9.00am …… or was that 10.00am……

Last I remember is heading to “the” local bar with new friends, a hard working cover band was punching out standards for an eclectic local crowd including cowboys, surfers, tourists and ….us?! Experience reminded me how these evenings usually end, so after a couple more beers I found my bed by 1 and set the alarm for 8. Others were victims of less experience.

Sunday was another glorious CA summer day, a cool coastal morning with promise of some searing sun later in the day. Our route took us north on Hwy 1, a couple of deviations on roads that were as tight as driveways, canyons, cyclists, energy self sufficient homesteads, classic wooden barns, long views to the ocean, all great tonic for a Sunday morning while looking for excuses not to have to push too hard.

The route inevitably used the Nacimiento-Fergusson Rd, to cross from Hwy 1 back into the Salinas River valley and Hwy 101. Practically the only connector, this is a magnificent single track road, one best enjoyed without oncoming traffic! Once through the Federal Territory of the Fort Hunter Liggett, we stopped for lunch in Lockwood, a kind of hobby farm hamlet that has failed to gain inertia in a pretty part of the state. If you love CA Live Oaks, this is the area for you. Some of the most astonishing specimens to be enjoyed. Another feature of the region is the Lockwood – San Ardo road, about 20 miles of great high speed gravel. A road that needs to be respected – you can easily be traveling at 60 or 70 mph on this well graded low grip surface and this is not the type of driving we all get a lot of practice with these days. The road climbs up and over the ridge to reveal the Salinas River valley and Hwy 101 to the east. The climb and decent with both sweepers and hairpins is exactly what I needed to “test” some parts and remind myself why proper driving should be practiced regularly.

We joined our old friend – Paris Valley Rd heading north, then went off-instructions to avoid Hwy 101 and Carmel Valley Rd, neither of which held much fascination on a summer Sunday afternoon. We joined back to the Faultline 500 route near Soledad, perfectly timed to meet the earliest of the Faultline 500 cars, Rallyists that had been more circumspect on Saturday night….

The last of the unpaved was the most technical, Gloria Rd being a tight twisty climb across the ridge near the Pinnacles National Monument. Some corners are practically full lock in a 911, many corners are 1st gear and the road seems to go up and up and up. Eventually you can glance back down the canyon and see the Salinas River and the silver strip of Hwy 101, far down below. Now you enjoy a slightly more open down hill run to rejoin Hwy 25.

At Tres Pinos we concluded the 2012 Faultline 500 with an enjoyable private buffet, cars arriving regularly until everyone was accounted for. More stories, number swapping and relaxation to end a great weekend. Then Tracey drove Rabbit home at 30+ mpg.

My good friend John Forcier (AKA “Fishcop”) from Brisvegas recently invited me to join him at the 2012 Philip Island Classic. With various pressures here in the USA, it did not really fit with my next scheduled travel to Australia, so I had to abandon any thought of joining John and the Porsche racing crew at Philip Island.

I suggested to John I would blog something about the event if he sent me a paddock photo. In researching the event a little for this post I soon discovered that I had grossly misunderstood the giant scale of this annual event and the important role it must hold for Australian Historic and Classic racing.

For 2012, a record 573 race cars are entered and a further 620 Classic and Historic cars are on display. Remember that Australia as a whole nation has only 2/3rds the population of California. This is an astonishing number of cars and I am sure it will make for a very busy weekend. Unfortunately I have not been able to locate a website that offers either concise entry, schedule or results, but I will update here if I do.

Philip Island is one of Australia’s most classic and historied racing circuits, it enjoys huge camp-out weekend’s for MotoGP, Classic bike racing, Classic Car racing, World Supebikes and V8 Supercar racing. Kind of like the Watkins Glen of Australia.   http://www.phillipislandguide.com/maps.html

John is there with an all Porsche crew, tending to cars in the Sb and Sc categories for ’61-’69 production Sports Cars and ’70-’77 Productions Sports cars respectively. I understand there will be more coverage on the Type 901 site in Australia, home forum for most of these racers. Content is thin so far, perhaps the post event will include more recollections and photos.

http://www.typ901.org/showthread.php?t=3659

Philip Island is a small island near Melbourne, where the opening race of the 2012 F1 season will be held next weekend – March 18th. For a motor racing enthusiast, the back to back weekends would bookend a great visit to the area. Accommodation on the island itself is limited, so I am guessing John snapped this early morning i-phone photo, groggy eyed from his sleeping bag on top of a race trailer….

In those 7 weeks I have enjoyed an intense period of final car assembly and preparation at Alastair’s house in Maidenhead, followed by an equally intense15,000km of Classic Car Rallying through 13 nations.

 

Thanks to John Glynn and his capacity spin a yarn and harvest images from other sources while also interpreting my spartan SMS text contributions, I can look back over his blogjacking and see that for the most part, the story of the 35 car has been adequately recorded.

For me it is too soon to be able to divide the individual days and separate incidents into a cohesive string of adventure. I expect that will come later when I have more time to reflect after getting through some of my waiting work load now that I have returned to my desk at WEVO.

 It was a great education and privilege to ride alongside Alastair and see him deploy his experience from over 20 marathon Classic car rallies. His capacity to instantly process the road condition and evaluate how much punishment the 912 would cope with is quite amazing – especially when you consider this is his first event in a Porsche. Metering out the potential and the durability of the car in such a way that even on the World Cup sections on the morning of the 29^th and last day, we were able to push Owen and Matt in the P5 MG in a way that means they could not slacken in protection of their 10 minute advantage.  

As John has recorded, the 912 took a real battering and required repairs on an almost daily basis. However, what is more critical is that the 912 “never failed to proceed”, unlike our competitors who accumulated time penalties when they failed to make control times due to mechanical delays.

For 29 days you make decisions about how time is managed almost purely by the Rally clock, prioritizing and deferring maintenance depending on resources, the conditions the following day, weather predictions, pursuing competition, fatigue, nutrition, etc, etc. That is part of the appeal, the need to simultaneously resolve all the variables as a team of two and your car, yet still have the reserves to deal with the unexpected – and do all this while traveling in foreign lands, with unfamiliar cultures, distracting landscapes and other travel hazards.  

For some this reads like a motorist’s nightmare, but for me this is the very essence of why the marathon events need to exist and why being a participant holds so much fascination.

There is a back-story too, a pretty easy one to guess. The unprecedented environment to test the technical prowess of WEVO and the product design philosophy that extends through every product carrying the WEVO brand. Few companies arrange to test their products so severely or thoroughly. Even fewer are willing to do so in real-time in front of a critical and intelligent audience. Most of you reading the blog, Alastair Caldwell, car owner and super critical technician, the Rally participants at large, all scrutinizing and judging whether your gadget actually did well today or not. Finally me – perhaps my most harsh critic and least concessional.   

Technically, how did the WEVO 912 fare? There were many, many systems and components that performed exactly as predicted, some were stock Porsche systems, some were WEVO development systems, some were up rated factory parts, some were pure WEVO parts etc.

On the flip side, there are a percentage of systems and parts that did not meet the rigors of the event. Some were the result of poor design and design decisions. Some were due to error in execution and manufacture. Some were due to lack of testing and some due to unavoidable ignorance to the severity of the conditions that the event would present. Others were the result of the “willful damage” that is described above. What is important – above anything, is that the 912 was always able to continue, often with deferred maintenance and do so with sufficient competitiveness that our class win was secure.