,
Since our first dyno day was cut short by the rear end failure, we still had some part throttle tune problems. Here Steve describes how the car reacts if you hit the dead spot in the tune. Sorry Steve, this picture was too funny not to share.
The BHR14 is so much more stable than the 13. The older car had a tendency to snap oversteer if you transitioned too hard in cornering (slaloms were really butt clenching in that car). The 14 was much more forgiving and had a lot more grip throughout the corner. It also had a very mild amount of understeer, but this was by design and easily worked out with a bit of throttle. It’s a night and day difference than the year before. Also, check out how tight the driver’s compartment is. We’re all around the 5’6” mark and we’re pretty packed in there. There is knee room for taller drivers and the pedal box does move forward, but 6 foot plus drivers will definitely be a tight squeeze.
That face you make when you've blown your own mind with your kickass racecar.
The very next day, we were off at the Wells Fargo center autocrossing with the Philly Region SCCA. These guys and gals have been very accommodating to our team and let us run every single lap with as many drivers as we want. I’ve seen a few other SAE teams attend these local events, but none with the regularity UD has in the last few years. They were really impressed with our new car, as they had seen the BHR13 a number of times and knew how it looked on the track. They commented on how much faster the new car looked and how much better it handled corners. We did have a few drivetrain problems, but other than that, the car ran flawlessly. We were able to get in all 24 of our laps, so for a freshly rebuilt car, I’d say that’s a victory. This was early June and the temperatures were in the mid 90s with high humidity. The slapped together cooling system ran perfectly and our water temps never ran hot enough to cause problems.This was my first lap around the track in our new car. Even going at only 5/10 (I didn’t want to be the ass who broke something the first time out), we were way faster than our previous car. The 60 second goal was really important as the BHR13 usually ran 61-65 seconds on this lot. The fact that we beat our old times on a shake down pass really shows the potential of this car.
One problem we did have during testing was our CVs popping apart. The half shafts were custom made many years ago by Taylor Racing and someone gave the wrong spline spec info when ordering them. The splines were correct for the CV, but did not extend far enough to allow a circlip to lock the CV joint into place. Under the right circumstances, this would allow the halfshaft to pop out of the CV bearing. To fix this, we carefully machined back some of the spline and opened up the circlip slot until we could snap an E-clip into place. 
