I wasn't sure what forum to post this on but decided to err on the safe side and put it here...
Some of you may have read this post telling of the ride. Little did I know...
The Preface:
I had been looking forward to my week at Putnam Park for a couple months now. This time I was doing it right. I rented a flatbed trailer and stocked everything I could possibly need in the suv; including wheels, tires, compressor, tools, fluids, and enough junk food to feed a trucker for a month. It was my first time hauling a trailer like this but the Rainier made easy work of it. After 7 hours on the road I finally arrived in Cloverdale, In - my home for the next week. Made it in time to snatch a few slices of pizza at the post-meeting dinner (I missed the meeting). The Audi club members gave me the same reception as most clubs - I've noticed they're rather cold until they see the NSX - then come the stories of "I remember the first time I saw one of those...". I've come to expect this as a first-timer to most club track days. The clubs seem quite cliquish but after spending a day or 2 in the pits talking mods and tactics together, they become good friends and remain so to the next event.
Monday morning rolled around early and I was the first at the track, 7am on the dot. The Putnam track is located several miles off the beaten path via a hilly 1-lane road (that they somehow pass as a 2-laner!). As you drive along the freshly black-topped road the white big-rail fencing that encloses the entire facility (reminiscent of a Kentucky horse ranch) leads you to the flagged entrance. I was surprised at the beautiful setting and landscaping for just a race track but that's par for Putnam after seeing the rest of the facility.
As I finished unpacking everything and readying the car it was time for class. Audi had several national people there and our in-class instructor was very interesting and obviously passionate about what he did as both a driver and instructor. This was one of the first classes that actually kept my attention throughout the school.
It so happened that our track photographer was also the agent for all four drivers of the ALMS Porsche team (who won the GT2 Class at the Rolex 24 this year). As our class dismissed he announced that one of his drivers, Ian Baas (who had coincidentally spent much time at Putnam), would be in for a couple hours that afternoon and could drive anyones car who was interested. I remember watching the Rolex 24 with interest this year and thought it would be cool to actually have one of the winning drivers christen StormTrooper (my X).
As the day passed I was sucking up new track tactics and trying to find the right lines for my car - all the while itching at the thought of seeing how Ian would take to the track with it.
The Ride:
The time rolled around and Ian seemed pleased to try out the NSX. He had never even driven one but after the first lap seemed to be quite comfortable with it. We ran in the instructor group which was full of high hp track-prepped cars. I wasn't even running r-comps which was probably the biggest handicap. I noted to Ian that the TC was on and he opted to leave it on - erring on the cautious side I suppose. As the laps passed we seemed to be one of the faster cars in the pack. His quick shifting and loose style could only be described as attacking as opposed to driving. His eyes were almost glazed as he scanned ahead... A purposeful composure as we were doing scary rates of speed all the while the tail was kicking out in the corners (as my car is setup to oversteer - which I'm finally getting comfortable with) seemingly on the edge of control.
We seemed to stay on the track a rather long time as we kept passing pit-in (much to my delight). Til the beginning of lap 7 when I noticed the Z06 behind us. It was undoubtedly the fastest car at the track this week and fully prepped (I think the owner claimed just under 600hp). Ironically it was yellow. I'm sure Ian is used to seeing the yellow Vettes in his rear-view (ala GT1 Vettes in the ALMS). We kept our distance ahead of him up through turn 7 but as we approached turn 8, an uphill, 180 degree carousel he was on our bumper. Ian took a tight line all the way around it as the X had amazing grip. We came out of turn 8 way ahead of the Vette. I looked back to see it emerging from a grey cloud of smoke. Ian saw the smoke too and motioned to pit-in and the ride was over. I didn't realize until later that the cloud came from MY car! (I later heard that the Z06 literally disappeared in the cloud of smoke and got a fine mist of oil on his windshield to remember me by). There was nothing that hinted towards anything abnormal with my car at the moment. It was running fine, and actually a little cool. His agent (the photographer) explained that the S2k's and NSX's are known for doing that when the oil level is a little too full (I'd never heard of it - but "whatever", I guess). I checked the oil and sure enough it was a little over the optimum level. I didn't think much of it and parked her to rest. My run group had one more session that day but it was a farily slow one as a light rain made the track a skating rink... and the day was over.
The Nasty sounds started:
I slept well and was ready for some serious driving now that I had witnessed the "fast" lines for my car. The first session went very well but upon pulling in from session 1 there was a faint clanking noise. I figured it was the cap on the inside of the front hub coming loose and clanking (as had happened last time at the track).
I started the car up for the second session and noted that the clanking was based more on engine revs than wheel speed. In fact it was a similar sound that my '95 had made when I failed to tighten the exhaust and started the car. I didn't think much of it as it wasn't loud and went away as the revs went over 3k. I knew my CT exhaust can was shot and dismissed the noise as such. My instructor checked around the car and surmised it was probably something to do w/ the exhaust as well. We decided to take it out for a few laps to feel it out. There was definitely no power loss but the sound got louder as we rounded turn one. Half way through the lap 1 it was bad enough that we were going to pit in and take a look. By the time we made it to the hot pits it sounded like an industrial size fan hitting on a piece of substantial metal - embarrasingly loud - proportional to the revs. No one there had any NSX experience and I am certainly no mechanic so we towed it over to the trailer and winched it up. I called John up at Brookfield Acura to see if he could troubleshoot it over the phone. We decided it was probably nothing "small" so a skilled NSX mechanic would be the only answer. Being unfamiliar with any techs in the Indy area I did the 6 hr drive to Milwaukee through the night to arrive at A of B as they were opening. John had warned them I'd be in and to make it a priority (as I needed to get back to Putnam for the rest of the weeks festivities asap if possible). Bill (one of the 2 NSX techs there) tried to start it and said he'd never heard a sound like that out of an NSX ever before (not cool). He got it up and took the bottom end apart to find this:
The Grim Reality:
Pieces of the bearing
Good bearing on left - NO bearring = scored rod on right
Pieces of the bearing and the odd tin-foil-like shards from who knows what.
Crank from Piston #3 is scored - as opposed to the one one on the right which is fine.
My heart sank as I saw the glitter in the oil. John ran his hand through the oil in the pan and came up with a small handful of metal parts - pieces of a spun bearing and some others that were unidentifiable... my heart sank even more. This car won't see the road for a long time to come, much less the rest of the week at Putnam.
It was oil starvation from riding the long carousel so tight and fast - leaving the oil to collect away from the pickup point. The Achilles Heal of a tracked NSX.
As I look back I can't help but think of all the what-if's. What if I had actually gotten that Accusump kit that I'd been mulling over (but temporarily laid aside due to the high cost and "overkill" status for me as rookie tracker on oem tires). What if I hadn't wanted to add that badge of honor to my car (ie - pro-driver approved), what if I'd taken more of a defensive stance about my car and treated it like the queen that it was, what if that yellow Z06 hadn't been on our tail - no doubt envoking the red mist in Ian. What if, what if!
Not one to live in the past when I can avoid it - I'm moving forward and weighing the options. I don't think I have much of a case against anyone but myself in this situation. I let him drive it knowing the risks and the problem didn't immediately make itself known. No use making it any uglier than it already is by pulling other people into it either. It's a tough reality to swallow and my finances will be streteched a little thinner to cover the cost of a new engine (or a fix if it's possible) but it's an experience that I will learn from and maybe even be able to joke about when it's all said and done.
In the mean time I'm waiting for the top end of the engine to come apart to see what the damage is up there. So far the crank is scored at piston #3 and that rod is also damaged from running without a bearing for who knows how long. At the very least it needs a new piston/rod and crank (2 of the more expensive pieces of this engine) but will likely need more as we see what happens up top when pieces of the bearing go through the engine. It's quite possible the engine is toast. I'm now contemplating making it a stroker (especially if there's cyl wall/head damage). Maybe there really is a silver lining to every cloud (but that silver doesn't come cheap). I'll keep this updated as the saga continues.
I wouldn't wish this experience on any of you but maybe some of you will learn from my experience. Prime has benefitted me greatly and maybe some of you have suggestions on my options when it comes to the engine fix/upgrade - or even if you know of someone parting out or selling a well-historied engine let me know. I am fairly frugal so a 3.8 stroker is probably out of the question... at least for the moment. I'm partly writing this because you all know the pain we go through when our X is having problems - so any empathy will help. Also, no one in my family knows exaclty how much this is going to cost me, they'll think I'm crazy to even keep the car - let alone upgrade it. :wink:
Ironically, I tell everyone at the track how affordable it is to own the NSX - even as a track car, because of it's relatively low maintenance costs, long major service intervals and nearly zero depreciation... I hate eating my words.
Thanks for listening - This was some therapy for me - you know, getting it all out. If no one makes it this far down in my post it's still benefitted me. :smile:
Edit: It's been brought to my attention that turn 8 at Putnam should not be referred to as a "carousel" as it doesn't quite fit the definition. It is also not the type of turn that would normally cause oil starvation therefore I will also state that it is only conjecture as to when/how the starvation happened at this point in time. I will update this post as more facts become available and the definite cause of starvation is determined.
Some of you may have read this post telling of the ride. Little did I know...
The Preface:
I had been looking forward to my week at Putnam Park for a couple months now. This time I was doing it right. I rented a flatbed trailer and stocked everything I could possibly need in the suv; including wheels, tires, compressor, tools, fluids, and enough junk food to feed a trucker for a month. It was my first time hauling a trailer like this but the Rainier made easy work of it. After 7 hours on the road I finally arrived in Cloverdale, In - my home for the next week. Made it in time to snatch a few slices of pizza at the post-meeting dinner (I missed the meeting). The Audi club members gave me the same reception as most clubs - I've noticed they're rather cold until they see the NSX - then come the stories of "I remember the first time I saw one of those...". I've come to expect this as a first-timer to most club track days. The clubs seem quite cliquish but after spending a day or 2 in the pits talking mods and tactics together, they become good friends and remain so to the next event.
Monday morning rolled around early and I was the first at the track, 7am on the dot. The Putnam track is located several miles off the beaten path via a hilly 1-lane road (that they somehow pass as a 2-laner!). As you drive along the freshly black-topped road the white big-rail fencing that encloses the entire facility (reminiscent of a Kentucky horse ranch) leads you to the flagged entrance. I was surprised at the beautiful setting and landscaping for just a race track but that's par for Putnam after seeing the rest of the facility.
As I finished unpacking everything and readying the car it was time for class. Audi had several national people there and our in-class instructor was very interesting and obviously passionate about what he did as both a driver and instructor. This was one of the first classes that actually kept my attention throughout the school.
It so happened that our track photographer was also the agent for all four drivers of the ALMS Porsche team (who won the GT2 Class at the Rolex 24 this year). As our class dismissed he announced that one of his drivers, Ian Baas (who had coincidentally spent much time at Putnam), would be in for a couple hours that afternoon and could drive anyones car who was interested. I remember watching the Rolex 24 with interest this year and thought it would be cool to actually have one of the winning drivers christen StormTrooper (my X).
As the day passed I was sucking up new track tactics and trying to find the right lines for my car - all the while itching at the thought of seeing how Ian would take to the track with it.
The Ride:
The time rolled around and Ian seemed pleased to try out the NSX. He had never even driven one but after the first lap seemed to be quite comfortable with it. We ran in the instructor group which was full of high hp track-prepped cars. I wasn't even running r-comps which was probably the biggest handicap. I noted to Ian that the TC was on and he opted to leave it on - erring on the cautious side I suppose. As the laps passed we seemed to be one of the faster cars in the pack. His quick shifting and loose style could only be described as attacking as opposed to driving. His eyes were almost glazed as he scanned ahead... A purposeful composure as we were doing scary rates of speed all the while the tail was kicking out in the corners (as my car is setup to oversteer - which I'm finally getting comfortable with) seemingly on the edge of control.
We seemed to stay on the track a rather long time as we kept passing pit-in (much to my delight). Til the beginning of lap 7 when I noticed the Z06 behind us. It was undoubtedly the fastest car at the track this week and fully prepped (I think the owner claimed just under 600hp). Ironically it was yellow. I'm sure Ian is used to seeing the yellow Vettes in his rear-view (ala GT1 Vettes in the ALMS). We kept our distance ahead of him up through turn 7 but as we approached turn 8, an uphill, 180 degree carousel he was on our bumper. Ian took a tight line all the way around it as the X had amazing grip. We came out of turn 8 way ahead of the Vette. I looked back to see it emerging from a grey cloud of smoke. Ian saw the smoke too and motioned to pit-in and the ride was over. I didn't realize until later that the cloud came from MY car! (I later heard that the Z06 literally disappeared in the cloud of smoke and got a fine mist of oil on his windshield to remember me by). There was nothing that hinted towards anything abnormal with my car at the moment. It was running fine, and actually a little cool. His agent (the photographer) explained that the S2k's and NSX's are known for doing that when the oil level is a little too full (I'd never heard of it - but "whatever", I guess). I checked the oil and sure enough it was a little over the optimum level. I didn't think much of it and parked her to rest. My run group had one more session that day but it was a farily slow one as a light rain made the track a skating rink... and the day was over.
The Nasty sounds started:
I slept well and was ready for some serious driving now that I had witnessed the "fast" lines for my car. The first session went very well but upon pulling in from session 1 there was a faint clanking noise. I figured it was the cap on the inside of the front hub coming loose and clanking (as had happened last time at the track).
I started the car up for the second session and noted that the clanking was based more on engine revs than wheel speed. In fact it was a similar sound that my '95 had made when I failed to tighten the exhaust and started the car. I didn't think much of it as it wasn't loud and went away as the revs went over 3k. I knew my CT exhaust can was shot and dismissed the noise as such. My instructor checked around the car and surmised it was probably something to do w/ the exhaust as well. We decided to take it out for a few laps to feel it out. There was definitely no power loss but the sound got louder as we rounded turn one. Half way through the lap 1 it was bad enough that we were going to pit in and take a look. By the time we made it to the hot pits it sounded like an industrial size fan hitting on a piece of substantial metal - embarrasingly loud - proportional to the revs. No one there had any NSX experience and I am certainly no mechanic so we towed it over to the trailer and winched it up. I called John up at Brookfield Acura to see if he could troubleshoot it over the phone. We decided it was probably nothing "small" so a skilled NSX mechanic would be the only answer. Being unfamiliar with any techs in the Indy area I did the 6 hr drive to Milwaukee through the night to arrive at A of B as they were opening. John had warned them I'd be in and to make it a priority (as I needed to get back to Putnam for the rest of the weeks festivities asap if possible). Bill (one of the 2 NSX techs there) tried to start it and said he'd never heard a sound like that out of an NSX ever before (not cool). He got it up and took the bottom end apart to find this:
The Grim Reality:
Pieces of the bearing
Good bearing on left - NO bearring = scored rod on right
Pieces of the bearing and the odd tin-foil-like shards from who knows what.
Crank from Piston #3 is scored - as opposed to the one one on the right which is fine.
My heart sank as I saw the glitter in the oil. John ran his hand through the oil in the pan and came up with a small handful of metal parts - pieces of a spun bearing and some others that were unidentifiable... my heart sank even more. This car won't see the road for a long time to come, much less the rest of the week at Putnam.
It was oil starvation from riding the long carousel so tight and fast - leaving the oil to collect away from the pickup point. The Achilles Heal of a tracked NSX.
As I look back I can't help but think of all the what-if's. What if I had actually gotten that Accusump kit that I'd been mulling over (but temporarily laid aside due to the high cost and "overkill" status for me as rookie tracker on oem tires). What if I hadn't wanted to add that badge of honor to my car (ie - pro-driver approved), what if I'd taken more of a defensive stance about my car and treated it like the queen that it was, what if that yellow Z06 hadn't been on our tail - no doubt envoking the red mist in Ian. What if, what if!
Not one to live in the past when I can avoid it - I'm moving forward and weighing the options. I don't think I have much of a case against anyone but myself in this situation. I let him drive it knowing the risks and the problem didn't immediately make itself known. No use making it any uglier than it already is by pulling other people into it either. It's a tough reality to swallow and my finances will be streteched a little thinner to cover the cost of a new engine (or a fix if it's possible) but it's an experience that I will learn from and maybe even be able to joke about when it's all said and done.
In the mean time I'm waiting for the top end of the engine to come apart to see what the damage is up there. So far the crank is scored at piston #3 and that rod is also damaged from running without a bearing for who knows how long. At the very least it needs a new piston/rod and crank (2 of the more expensive pieces of this engine) but will likely need more as we see what happens up top when pieces of the bearing go through the engine. It's quite possible the engine is toast. I'm now contemplating making it a stroker (especially if there's cyl wall/head damage). Maybe there really is a silver lining to every cloud (but that silver doesn't come cheap). I'll keep this updated as the saga continues.
I wouldn't wish this experience on any of you but maybe some of you will learn from my experience. Prime has benefitted me greatly and maybe some of you have suggestions on my options when it comes to the engine fix/upgrade - or even if you know of someone parting out or selling a well-historied engine let me know. I am fairly frugal so a 3.8 stroker is probably out of the question... at least for the moment. I'm partly writing this because you all know the pain we go through when our X is having problems - so any empathy will help. Also, no one in my family knows exaclty how much this is going to cost me, they'll think I'm crazy to even keep the car - let alone upgrade it. :wink:
Ironically, I tell everyone at the track how affordable it is to own the NSX - even as a track car, because of it's relatively low maintenance costs, long major service intervals and nearly zero depreciation... I hate eating my words.
Thanks for listening - This was some therapy for me - you know, getting it all out. If no one makes it this far down in my post it's still benefitted me. :smile:
Edit: It's been brought to my attention that turn 8 at Putnam should not be referred to as a "carousel" as it doesn't quite fit the definition. It is also not the type of turn that would normally cause oil starvation therefore I will also state that it is only conjecture as to when/how the starvation happened at this point in time. I will update this post as more facts become available and the definite cause of starvation is determined.
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). And as you said, there are a lot more options these days. No doubt, the stroker crank is not cheap, but neither is a stock crank (around $2400 I believe is what I paid). Even if you go a less extreme upgrade path, it's nice to have more choices and have the option to go with what makes the best sense for you.
