We got home and headed right for a nap. What a weekend! There’s too much to even start to go into now, but we will post a complete story soon. If you didn’t see the standings, we fnished, thus taking a USRC win. We came in 4th in the regional P-Stock (Both the Friday and Saturday Rallies)

Huge thanks to our crew! Without them this would not have happened. We received a lot of comments from other competitors on how well you guys did and how busy our service area was at all times.

The picture is the back of Bristol Keele’s car towing us back to headquarters after the last stage of the rally. Huge thanks to both her and Scott for that - We congratulate them on their first finish!

Check out our pictures from the turnaround stage here.
Lots more pictures and stories to follow!

The plan was to get the car on the trailer last weekend. The plan was to have the transmission and the struts sorted a week before the rally. The plan was to not be last minute with like 3 major things. I gave the plan enough time. I set it in motion a month before the event. I monitored and updated the plan. I called and made sure the plan was going to work and then made other plans.

New transmission, clutch, and struts. The transmission leaked out of it’s first shipping container and delayed it for a week. The clutch was ordered on April 4th and was confirmed on the 14th but never shipped. The strut bodies were sent out for machining on April 3rd and as with any ‘one-off’ custom suspension setup - it takes time. Dave Turner Motorsports did a fantastic job with them.

The transmission arrived and I went to work. When the clutch company did get back to me I learned they didn’t have my complete order. I cancelled the partial order on the 18th and called allchryslerparts.com. I spoke to their internet sales person directly and they had the clutch kit and bearing in stock and ready to ship. A call to Dave Turner revealed that Bilstein needed to ship him some small parts and that they didn’t go out before Easter vacation.

Monday: Harry from the SoCalNeon Club gave me a hand getting the clutch and tranny swapped. I’m now on a fresh R/T transmission with a PT Cruiser clutch. The PT unit has more holding force but is basically a stock replacement. Tuesday: I swapped the front control arms with stock bushings back on the car. The stiff poly bushings keep splitting apart. There is just too much play on the Neon front control arms for stiff bushings in rally. I noticed the passenger side subframe mount had broken free from it’s factory spot welds. I drilled and bolted both sides with a fat ‘grade 8′ metric bolt. (So THAT’s what the knocking noise was from… ) Today: I’ll install the struts and get the car on the ground, ready to rally. Tomorrow: I’ll drive Ze’Neon to work and get it aligned. It will have a solid 30 miles on it before the clutch drop at the Super Special Friday night.

To add to the drama: My birthday is tomorrow and I got a root canal yesterday.

UPDATE: Around 1:00 AM I discovered that the front right tire was rubbing the strut bad. I tweaked the strut out more and adjusted the spring perch. The rally tires barely clear on that side. Just enough to drive it to an alignment shop. After a warm up lap I hit a large speed bump in town at around 50MPH. Shwoom! - A successful test.

Last night I cracked the case on the 3.94 and prayed that the magic wouldn’t fall out. After reading the forums over at Neons.org I learned the best way to install it. Replacing the stock dowel pin is no good. Replacing the stock diff pin with the ‘diff saver’ is not much better. (Pin cracks in half and shoots out both sides of the diff = grenade ) The Mopar Differential plates 05134957AA are the way to go. The pin is free to slide a bit, but is prevented from turning my MTX inside out.

As soon as the new clutch arrives I can get this installed and then tested!

This year the team kicks off a big season with a huge rally close to home. Living up to its name “The Rim of the World Rally” in Lancaster, California is one of the biggest and most well known rallies in the country. Covering over ninety stage miles, the freshly graded roads offer two days of high speed action. This includes an arena style super special stage where the team can show off their championship rallycross skills. With this event, the Rallynotes.com Team begin their quest for the United States Rally Championship!

The Dodge Rally Neon has received a number of upgrades since last season, the biggest being a full set of Bilstein Shock Absorbers. “What a difference! It’s a whole new car to drive. I always push what I have to the limit and I’m excited to test the Bilstein Shocks on water bars and jumps,” said driver Kristopher Marciniak. Along with new suspension, several upgrades to the car’s performance were made. “There’s not a lot we can do with a production car according to the rules – but we’ve taken what we can do to the max,” Kris said with a grin. This year the car will be riding on new Hankook Ventus rally tires which have just been introduced to the United States.

Setting a goal for the event, the team wants a strong showing. “I want to win. I want to push and have a lot of fun, but I also want to finish the rally and head up to Olympus unscathed. So, we’ll keep it real. If I’m comfortable with our pace and in the hunt, I’ll stay on it. If I start to stress things I’ll go into ‘finish the rally’ mode. Plus it’s my birthday weekend so I know I’ll have fun no matter what happens.” said Kris. “I just want to have a good time and finish. Co-Driver Christine Wittish added, “Having driven up some of the stages as a volunteer last year I’m a little terrified, but hopefully the notes will keep my view away from the sudden drop-offs.”

The volunteer crew will consist of people from various Dodge Neon car clubs and friends. “We have someone driving all the way down from Sacramento just to be here! We can’t thank them enough for their support,” said Christine. The team only recently started to be active with the Southern California Neon America Club, and already the members are helping out the Rallynotes.com Team with various facets of racing a Dodge Neon rally car.

We would like to thank the following for their support!
Bilstein
RallyDecals.com
The Southern California Neon America Club

I’ll admit that my in-car camera footage seems static. Yes - It’s an inside view of going really fast on a dirt road, but it’s always that same shot from the roll cage. One of the new upgrades that I have for the car is a Sony bullet cam (or lipstick camera) hooked to my trusty old DSC-TRV330 HandyCam. Now if you know me, you already know that I didn’t stop there.

The first problem with the in-car camera setup is power. The camera battery lasts maybe an hour and costs more then a set of tires. When you add a bullet cam you must power a recorder AND the camera. So, do you grab 12v from the car? Do you try to power the recorder with car as well? Then, say something dramatic happens, will you remember to start the recorder after you spin and stall the car? You won’t.

I wanted the following:
1. A large rechargeable battery that could run the recorder and the camera.
2. A recorder interface that would allow me to start and stop the tape without scrambling out of the car or reaching back in some sort of crazy yoga position. (and subsequently elbow Christine in the head. )
3. A way to keep this all self contained and not attached to the functions of the car.

I went looking for 12v NiMH batteries and came across a 4.5 AmpHour beast - designed to power kit robots. I then picked up a spare Sony charger on ebay, ripped it apart and pulled off the cord. The HandyCam requires 8.4 volts, but after some testing with a DC to DC converter I got it to happily run on 8 volts. I then powered the bullet cam with 12 volts from the robot battery. Now I have the whole kit running off ONE rechargeable battery that will last days instead of hours. I recorded several exciting hours of our fish tank to test it. Click here to see a break down of what’s in my bullet cam system.

The only thing that remained was camera control. Without it, you’re wasting tape. You can’t imagine the gigs of digital video that I transferred and had to skip through. We’d get to the time control and I just didn’t want to reach back there after my belts were tight. So, I’d start recording before we pulled into the ATC. That’s 6 minutes of boredom right there. Then after a stage I’d be pumped up and forget that we’re still rolling. It’s only after we’d pulled into service that I realized I was still burning tape and 2 hour batteries. “Dammit!”

It’s a good thing I was an AV Geek in High School. I needed LANC. LANC is a controller. LANC can be used to control two recorders in an editing suite, or it can be used to make the zoom a nice thumb button on a tripod. Sony sells a LANC controller for the HandyCam, but after some exhaustive Google work, I learned that it can’t start recording in VCR mode. This is the mode the camera is in with the bullet cam connected, and if I can’t start and stop the recorder this $100 unit is worthless to me. I did however find a LANC controller that was exactly what I needed. You see, the kids over at Hoyt Technologies have been doing extreme camera work for some time and sell a single button LANC remote. Not only does it start and stop the recorder in VCR mode, but you can hold the button for a few seconds and put it in standby. A quick press of the button gets the tape rolling again. It’s fantastic and Christine ordered it as an early b-day gift for me.

Today I tested some potential locations of the bullet camera in the car (and outside). The HandyCam can grab stills onto a memory stick, so I took some test shots. I think we’ll stick with inside the car for a few rallies, and get more brave as the season goes on. I’m stoked about the foot cam and the wide angle lens on the camera grabbing much more of the action. The 2006 rallynotes.com videos will undoubtedly rock.

Kaiser from our crew stopped by the other night to swap ECU’s. He just finished the conversion from automatic to manual on his Neon and was limping the car around with the old computer. In trade he had a brand new Mopar ECU that he didn’t want to use for a daily driver (with the cost of premium fuel these days) and we struck a fair bargain.

Both cars started right up and Kaiser and I were both interested to see what the Mopar computer did ‘out of the box.’ I frantically piled all the tires and items stored in the car off to the side of the parking lot and we took off. Rev-limiter? What rev-limiter? No speed cap either. The car makes power all the way past six grand. After the car was warmed up I wound it all the way out to 7 grand. That’s quite enough for a motor with 80,000+ miles on her.

I came up to traffic and began to slow from sub-light speed. The brakes dragged a little but didn’t bite while the pedal dropped to the floor. “Ahh… We have no brakes…” I announced calmly to Kaiser as I slipped into 3rd and engine braked the car. I safely pulled to the right and yanked the e-brake hard while looking for the anchor to toss out the window. We manged to pull off the highway and get back to the parking lot without incident.

The rear left brake line was dripping fluid when I pulled in. After a quick look, it was worse then I thought. It was coming from the hard line before the connector. The frame had rubbed away the metal and opened the line. My new set of braided replacement ends would do little to fix this, so I decided to replace all the hard lines and run them inside the car. I might as well do the fuel lines too. This afternoon I was up to Baker Precision to pick up fuel and brake line. I’m glad it happened now and not at a rally.