วีดีโอ

same question.

I do still have the Tiger. It has been on hold since this Covid thing. I have been super busy with work and have not had the time.... I am soooooo glad I made these videos so I can go back and see where I left off. My work is finally getting more manageable and I hope to get back to his project this fall.

yes, there are several ways to do this but it is usually for rear alignment / camber... usually makes the mounting points more fragile if trying for too much adjustment. Always check these for cracks after a hard weekend. Curbs and off angle traction events (sliding through corners with grippy tires) puts a huge amount of stress on these mounting points. I have also seen where the whole rear subframe is raised... still tons of work for not much gain. These cars work best with the axle straight with the rear diff... stiff springs... 2 degree camber, 1/8" toe in.... not too low. Stiff springs = anti-squat

Yes, they have more power, my engine has about 60 race weekends on it, and shows its age.... but is plenty fast most of the time. I have my car tuned for lower end torque, not long straight speed. Fast in , faster out of corners makes for better lap times.... but not with a 1/2 mile long straight. I had been 2-3 sec a lap faster than both my buddies in previous sessions, the 240Z blocked my run through corners 3-9 so I did not get the space needed to stay ahead.... and all following laps same... it was still a great time. I can't win every race.... what fun is that.

@@waynesiebrecht3833 in this class you're racing in, I assume the car has to be period correct with down draft carb or are you allowed to have side draft carbs or swaps?

We race to 1972 SCCA BSedan rules - BSedan allowed for sidedraft carbs in 1972. Homologated with the 2002ti, it came with 2x sidedraft 40mm Solex carbs from the factory. We all use 2x Weber 45 DCOEs, just as the Alfas, Datsuns etc. all used. This setup is pretty standard across the USA in vintage racing. There is a new BSLite class that SVRA put together that requires a single downdraft... some other rule changes too to try to make it "cheaper", but... well its SVRA and nothing is cheap there. The single downdraft can make good power, but I really like the sound of my webers and I have them dialed in well.

BMW part# 33 12 1 200 259 or here is a link on Amazon amzn.to/3r6cIkF They are easy to find for now and were used on Z3 also

@@waynesiebrecht3833 Thanks for the info, ok but my Bmw is the 318 E46. I guess its a different crushing sleeve.

different, but works the same way. Just do a google search for it or look it up on realoem.com for the exact model @@nicolaasalbertse3473

@@waynesiebrecht3833 Thank you for the tip! ;-)

No sure what this was for, looks sort of like a seat belt attachment point, but was not utilized in my car at any time... maybe it was an assembly aide or a common part???? The under coating covered it completely, but obviously did not protect it. I left it in place, there is an identical one on the other side that was not corroded.... and is now well protected with POR15.

@@waynesiebrecht3833 Seat belt mount

This can be used to mount an over-the-shoulder 3 point seat belt for a Tiger that does not have a roll bar installed.

Glad I could help.... and always have music in the shop, it is a streaming feed, however the background music that I added later is a free / non-copyright music for youtube... otherwise you get in trouble

The place I see failures now are the trailing arm pivot point on the rear frame... make sure you reinforce those too. The stock rear mounts to the body behind the diff in the middle and on the two sides. In the race cars we add a support in the trunk: a bar across near the top shock mount on both sides then a diagonal from both sides down to the middle. This stiffens up the rear, similar to a front shock tower brace. We also have a full roll cage that these points are tied too also. The front mounts were also tied into the cage. You can probably add some material to the side mount area and to the strap mount (in front of that point) as they are all under the seat and out of view.

No one touched... so we all had fun and no one remembers exactly what happened (accept for this video)

Thanks for watching

Yeah, Kyle in 189 was not really interested in anything other than keeping me behind him. We had a time great, I would have been by myself if I had passed him, and instead we have this great video and story from our trip.

@@waynesiebrecht3833 I know what it feels like to have a great story to tell, let alone a video. Sometimes its sweeter to have fun than it is to win, but being competitive is a huge bonus

Having a good competitive group where any one of us could win is awesome, pulling ahead in the last corner of the last lap would have been epic. We still talk about this race.

High Plains Raceway in Colorado. Its 30 minutes from Denver. We race here in May and August every year.

Not yet! We were going to try to do at least one out of state race each year...

JE Pistons, Schrick 316 cam, Ireland HD Rockers, 45 DCOE Weber Carbs and long tube intake manifold. Stock rods, crank, block, head. These are great motors, and don't need much to be competitive.

@@waynesiebrecht3833 thanks!

So there is an entirely separate set of videos where I fix / replace the sills on this body. Here is were I fix that area. th-cam.com/video/hgWosdo5n_o/w-d-xo.html The hole you see under the driver side patch is way easier to get to from under the car and is part of the sill structure.... though there are many pass through holes and features, and I did try recreate all of these as a came to them even if they were hidden. Thanks for watching and commenting.

Thanks for the comment. My nut was already loose... anyway, I was pointed in the right direction for the spec for the resistance on the pinion shaft... this is with no differential in place, MAX 300 +- 30 Ncm without seal, MAX 320 +- 30 Ncm with seal... this is MAX value and 300 Ncm is 2.2 Ft-Lbs. This very little and you need a small accurate torque wrench to measure these values.

There is a spring clip that keeps them seated. you have to smack it just right and it compresses for removal. This is common on splined shafts now. There is not too much load in that direction and there is no place for it to go when the half shaft is in place. I did make sure the spring clip was right and smack them back in... pulled on them a bit to check. This is an e21 320i differential.... the older 2002 differentials have a bolt that holds them in.

Thanks for the feedback. I have been using a Gopro for my videos and its audio could be better... and I did adjust the audio, sorry if I missed a spot or two. I am just doing this for fun... and racing is my real hobby, and I have a day job

It was also a CVAR event.... and we were there because a CVAR driver talked us into coming down.

Glad you enjoyed it

Glad you liked it

Great tip!

Yes, I have a whole channel of racing videos from our vintage racing, check it out and please subscribe th-cam.com/channels/pJnhTULz1bOKtSFemNWvgQ.html?view_as=subscriber

Wayne Siebrecht Thanks, I'll take a look. I've just picked up a set of 323i e21 trailing arms cheap so plan on fitting next year. My M44 swap is now mapped and made 182 bhp so should be fun. Would you suggest I box the e21 trailing arms before I fit them? #bmw16v02

@@Retrobeemer There are lost of options for no-stock upgrades. The Z3M look good too for strength and disk brakes. the e21 323I are great pieces and should handle your 182hp. Racing applications add another level of abuse more than just horse power. With stiff springs, sticky tires, curbs, dropping a wheel off the pavement and back on lead to some really high loads in the hub area. By the time the e21 323I came along ( and the turbo group 5 cars that used those too with mods) they had figured out how to make a proper trailing arm.