We got the GeorgeCo Stealth E30 back from the paint shop yesterday but didn’t really get to take a good look at it because we were dodging thunderstorms and tornado warnings. Today we rolled it out into the sunlight and to paraphrase Fernando Lamas “it looks mahvelous.” The paint still needs some time to cure, but so far, we’re really happy with it. And the price was right too. Click either the photo above or below for the complete slideshow. Can’t really call it the Stealth anymore.
The change is all the more dramatic when you compare with what we started with back in 2008:
We sold the convertible today. I hope the new owners like it as much as we did. For four years we really enjoyed the car and top-down motoring, but it was starting to demand more attention than the crack GeorgeCo mechanical staff was up to providing. At some point, you just need to make a clean break, and divert your energies to other projects. Someone else is picking up the hard-top next weekend. We sold it for about what we paid for it in 2006, so for the price of four years of maintenance (and countless boxes of parts from Bavauto and PelicanParts.com) we got to have the wind in our hair (GeorgeCo less than the others…) and the sun on our faces.
Update: December 11, 2011
Longtime readers will recall we sold the GeorgeCo convertible last Spring as pictured above. We hoped to find someone who would take the time to restore it. This week we got an update: Not yet complete, but so far, nicely done. About the only bits we recognize are the seat covers.
I’ve been taking advantage of the unusually mild November weather to catch up on some maintenance issues on my cars. It started when I noticed a nasty screech sound from the MINI clutch on the way home from work one day. It had been a while since the MINI (now with over 135K miles/over 5K on the track) had been thoroughly checked out. Sure enough the clutch is slipping.
Once you know you have to drop the engine to replace the clutch, you start to think of all of the other things you might as well do while it’s all apart. I noticed steering wasn’t as precise as before (2nd set of control arm bushing shot); and I haven’t yet replaced the belt tensioner (3rd belt due to be replaced.) I started to source parts, and then realized I’d have to drive the Stealth to work while the MINI is in the shop. I ended up getting a Spec Stage II clutch and lightened aluminum flywheel along with some Powerflex bushings.
The Stealth E30 burned through a front wheel bearing on my last track day and also showed signs of control arm ball joint failure (I hate when that happens.) New bearings, new wheel studs, new control arms, new control arm bushings, and an alignment later, the Stealth is back on the road. I was able to do the control arm replacement and bushings, but the rest I had to take to York Auto.
I’m trying something a bit different with this set of control arm bushings. I used offset bushings from an E36 M3. The offset location ads a bit more track, camber and caster to the geometry. With the current setup of Bavauto springs and Bilstein shocks, I’m getting 2.5 degrees negative camber in the front (without adjustable camber plates) and 2.6 negative degrees in the back.
This past weekend was the Spring Driver’s School for the local BMW club. Friday and Saturday were warm and sunny. Sunday was mostly cloudy with light rain. It was a good lesson in car control, but not as much fun as pushing it in the dry. The best thing about the rain is that it equalizes the horsepower advantage of the M-cars. The video shows a lap of the skid pad at large-angle oversteer. This club really emphasizes car control on the skidpad. Being able to maintain a full lap in oversteer is one of my last obstacles to finally making it out of the instructor program.
It was a busy week here at GeorgeCo, with three events in five days. Saturday started it off with half a day with some of the BMW club instructors on the skidpad at Summit Point. About a dozen drivers, three at a time on the skidpad for four hours. Very helpful in finally mastering a full-lap with the tail out in oversteer. I also mastered the 360 degree spin. I spun so much that my radiator cap came undone.
Sunday was the first championship event for the SCCA. It was a fairly simple course on a very slicked repaved surface at FEDEX field. I drove the MINI which was probably the right choice for the surface. I had a bad tire bead on one of my racing tires so I tried slicks up front, street tires in the rear. Sort of a tire mullet. It really helped to get the car to rotate, but you couldn’t get the power down because the temperature was so cold.
Finally Wednesday was the Colonial Challenge Cup at Summit Point. This is a fun charity event with loads of track time. For the second year I instructed basic and intermediate students. I usually try to pick front-wheel drive or low horse-power cars, but this year I got a Corvette and an Audi S4 with a V8. Fun, but more power in the wrong hands is not always a good thing. The video has a couple of good recoveries in the wet, especially towards the end. Below is a screen capture of my finest moment: passing a Ford GT coming out of turn 10 onto the main straight, in the rain….