Filling the hole

Lots of good work this weekend. I even got to buy another tool for the garage, that's always worthwhile.

When we last left off, I was putting lipstick on the pig, aka tarting up my front struts. I'm not touching the internals, that's for the winter, but I was making them pretty for the fall fashion season. The next thing was to clean up and get the subframe ready so I can shove the Porsche turbo motor back into the car. (just kidding)

I'm sure you all think restoring old cars is all cocktail parties and idle chatter while servants in white overalls hand me tools on an engraved platter - "The #3 Phillips, James" - the reality is hanging out in the driveway, scrubbing nooks and crannies with a toothbrush and mineral spirits while the neighbors hoot from their deck: How's that old junker going Cris? It ever going to run again? ha ha...

The reality

A couple of nights in the garage working with some POR-15 and the front subframe is looking pretty good.

After some cleanup, but still pretty tired looking

Almost ready to go

While working on this bit I fought a constant battle against scope creep. Well since you're here, why don't we just do the idler bushing .... And those control arm bushings, I bet they could come off in 5 mins, 10 mins top... Get thee behind me!

The only thing stopping me is the sure knowledge that yeah, they could come off in 5 mins, but then I have to order the parts, wait, and then install then, and since that's off, might as well rehab the control arm, and next thing you know Bob's your uncle!    I mean, the next thing it's December and the car still is in pieces. So I controlled my desires. It's really going to just be a temp rehabbing ... this time. (shhhh... I did re-plate all the sway bar hardware - I couldn't help myself)

Meanwhile, I've been working in the engine compartment, my goal is by the weekend, for it to be filled with mechanical bits.

Engine compartment spiffing up in progress

I installed the new stock firewall pad that's been sitting in my office for the last several months. Next spent time tediously sanding all the brake lines to get rid of the paint overspray. I also touched up all the surfaces where the paint shop guys missed.

Ok, with the destination all prep'd and ready to go, the subframe as rehabbed as it was going to get in this go-round, now's the time. Time to head to Harbor Freight and buy another tool.

1500 lb ATV/Motorcycle (for Harleys) lift

I've done my fair share of jury-rigged engine hoisting assemblies, consisting of collections of mismatched lumber, bungie cords and multiple jacks. And since I have a nicely detailed engine and tranny that will be bolted together to the subframe creating a large amount of mass that wants nothing better than to demonstrate the  non-theoretical application of the law of gravity, I decided it was time to go pro. And considering that any helpers I had will have already gotten into the beer fridge by the time I would be ready ... some mechanical help will be needed. I bought an ATV lift - with a 20% off coupon of course - from the local Harbor Freight.

First the motor needed some final prep. I pulled the upper timing cover and bled the timing belt tensioner piston and re-buttoned it back up. Next the motor was placed into the subframe and bolted up to the motor mounts. With the clutch reattached we were ready for the transmission.

Subframe, motor and clutch in position

Shinny transmission docked

Struts added to make the whole thing unwieldy to handle

The shuttle is approaching the mother-ship

slowly, slowly ....

Ta-da! Shuttle is docked.

Back home again, it's been a while ... exactly 7 months ago it was removed.

Just to prove it's not photo-shopped ...

Still a large amount of work to go, but this is a significant milestone. I'm going to go clean up and have a beer. No make that several beers...

More bimmer progress

I had a good series of races at NJMP last weekend and will get to them in another post shortly. But first some 2002 updates. I've been toiling away in the garage, making good progress. I'm thinking this is the 2nd phase of my '02 ownership. The first was the mechanical reliability phase. I spent the first couple of years just fixing all the little piddly stuff the previous owners ignored or neglected or just screwed up. Eventually I reached a point where the car was reliable and fun to drive. Things like turn signals, heat, etc just worked. That brought me to the 2nd phase where I'm at now: Serious Cosmetic and Mechanical Restoration. I'd say I'm about 85% complete now. Most of the interior is done. I've been working from the back forward and I'm just about ready to start in the motor compartment. The 3rd phase will be suspension replacement and tuning. That will probably take place this winter when my credit cards aren't so tender to the touch.

So lets go show what I've been up to.

The trunk area is done. gas tank connected, rear trim installed, rear "roundie" lights installed and wired. New trunk gasket glued and installed. Trunk panels cleaned and scrubbed.

Next has been the installation of the stainless steel belt-line trim that I was part of the group buy from BMW2002FAQ.com. It took almost 6 months from order to delivery but it's finally here. With the paint job putting the old tired, and dented trim back on was a non-starter. I didn't replace all the trim, that would be several thousands dollars if you can find it, but kept the decent pieces. When painting I had the lower knee trim deleted, so I decided to just replace the belt-line & rocker panel trim and front grilles.

Stainless steel trunk trim installed

new rocker trim in place.

Even though I got rid of the trunk spoiler, I'm keeping the fender flares. I haven't decided on whether to install the front air dam or not. I'm leaning to leaving it off. We'll see.

Fender Flare - original BMW part for the Turbo

Flares installed - New sealing gaskets from Ireland Racing, and stainless
steel install kit from Walloth and Nesch in Germany

As I head toward the front of the car I did a little prep work on some hood hardware.

As removed, old and tired and corroded.

After a trip to the plating station

Installed the door seals. These were a pain in the ass. There's a tiny grooved slot you need to work the seal into otherwise it won't seal correctly. And you can only do about 4-6 inches at a time. You goop up the door and the seal with trim adhesive, wait 10 mins for both to get tacky and then try to fit it all together in the groove and not smear the goop over everything. If your successful, clamp it and go away and wait for it to dry. Then do the next 4 inches. On a good night I might get 12-18 inches done. Luckily I had bought the drivers side seal about a year ago as they are over $200 apiece now and have been on backorder forever.

inch by inch, ....

My old rocker panel trim piece was seriously screwed up so I ended up throwing it away and driving the car without it. That let a nice stream of air in at speed since the door wasn't sealed - made it noisy also. Not so bad in the summer heat, but sucked when it was 35 degrees out. I had Steve at BluntTech send me two new trim strips.

New interior rocker trim

Ok, other than doing something about my dirty headliner I've arrived at the front. First order of business is to drop the subframe because eventually the motor and tranny will be bolted to in and lifted back into the car. But we have some work to do first (of course).

Naked subframe - rated R for rusty.

I unbolted the calipers and hung them from the car, unbolted the shock towers, undid the 6 bolts holding the subframe and lifted the car up into the air leaving the subframe perched on the jack.

Remember Phase III is the Suspension Rehab/Tune and that's scheduled for this winter so I'm not going to go hog wild here. The goal is to clean stuff up I can and get the running gear back into the car and working again. It's been down for 8 months now and I'd like to have it back on the road this fall.

So the plan is to unbolt bits and pieces, knock off the rust, a little paint, a little POR15, reassemble, attach the motor and tranny and stuff. There's still a lot of work ahead without wandering down a sideroad.

Closer view of the subframe, steering box, struts, etc.
Not great, but not too bad either.

Now the struts, that's another story.

Yuck.

I know, I know. I said no scope creep, but I just can't re-bolt those struts back on the car. Just can't do it. Off to the Restoration Chamber!

After some serious wire brushing

Applying lipstick to the pig - aka Rustoleum Safety Red

Okay, they cleaned up nice.

The inserts and springs will have to wait until this winter after I decide what to do with the suspension. I thinking about an Ireland Stage 1 or 2 kit. But at least it will look nice until then.

Now that it's back on the lift, I'll be spending some quality time inside the engine compartment - some paint touchups, re-wrapping the wiring, cleaning up some paint over-spray, etc.

Hopefully my careful labeling of the master fuse panel will pay off as I reconnect everything.

Plenty more work to come but it's all good. My beer fridge is calling my name, telling me it has an Otter Creek Black IPA and a Stovepipe Porter as well.

944 Heat Wave Update

While we in the East Coast have been baking in a heat wave, I haven't been idle. I've been toiling away in the garage, giant fan blowing and beer fridge just steps away. First some 44 updates.

Did I tell you how much I hate the paddock at VIR? I'm sure I did, but just in case, it can't hurt to repeat: I hate the paddock at VIR! There, I feel better. I think I would rather bake in the reflector oven in the summer than deal wilth the sand. Case in point, my race tires:

As much as I tried to avoid the paddock sand, parked on the asphalt, waited for my tires to cool, they still picked up lbs of sand and embedded into my race tires. 15 minutes per tire of scraping and brushing got much of the sand and pebbles off, but they still will be like skating on glass the first couple of laps I use them.

Speaking of tires, I added a new gizmo to the cockpit: a tire pressure monitor system for racecars. While F1 cars have gazillon dollar thermal systems for analyzing the pressure and tire temps, my budget is a tad constrained. This was a 100 bucks system and gives me pressures every 5 seconds. It's accurate to 1/10ths so more accurate than my hand gauge.

Cockpit monitor

sensors take the place of stem caps.

Whether it gives me any competitive advantage remains to be seen. But if you don't try you'll never know.

Speaking of competitive advantages leads me to another segue way. Way back in the beginning of the season I had my motor dyno'd and broken in after the rebuild. One of the comments from John was it looked like my valves were floating a bit at the top end of the curve as my hp was dropping off pretty good. He said this is typically due to worn tappets or followers in the cam tower. Since list price of the tappets were $120 each and I needed 8 of them - not including any labor, I decided to wait and see how the season goes.

Well after watching Bob and Al walk me up the esses at VIR and seeing Steve motor on past on the long straight, I decided now is the time.

Camtower and tappets. You can see the worn area on the crowns.

A couple of hours in the garage, my mastercard groaning a bit more, and the new tappets were installed.

I finished my tech inspection - replacing a stuck rear caliper - and the car was ready for the next race at NJMP at the end of July. Time to turn my attention back to the 2002.

VIR Revisited

False Grid at Dusk

Virginia International Raceway is one of the East Coast's best road courses. Located just off the North Carolina state line in middle Virginia, it's a 3.2 mile long track with huge elevation changes over the circuit. The pro's race here, including NASCAR folks who use it for testing as it's not too far from their Charlotte base.

I've been racing there since it reopened in 2000 and it's been a couple of years since I've been back. The last time was the 2009 944Cup Nationals. It's always been one of my favorite tracks. This time it was round 3 for the North region of 944 Cup. 2 sprint races for points and a 90 minute enduro were on tap.

A boring  - the best kind  - 6 1/2 hour tow brought me to the paddock. As much as I love the track, I hate the paddock. A giant sand box that becomes the gift that keeps on giving. I'll be sweeping out the sand from the trailer, the race car, my suit, my truck for the next several weeks. I made the best of it, setting in with some SmuttyNose Porters to be shared with my paddock mates, Sharon and Dennis Wasser and Mark Weining.

It was a hot weekend. Canopies, fans and cool suits required!

Being a PCA race event, the days followed the typical PCA schedule. Friday was 3 practice sessions followed by the fun race and practice starts for the rookies. Saturday brought qualifying and 2 sprint races. Sunday was the 90 minute enduro.

Compared to my last visit, the paddock seemed barely populated. Unlike the Glen event, the VIR race only had about 100 racers. A BMW race group of about 20 cars plus an advanced drivers education group rounded out the attendees. Outside of the big races like Sebring and Watkins Glen, event organizers need to be creative to break even these days.


I've done a couple of changes to the car following the Glen weekend. I replaced the stock rubber transmission mount with a Lindsey Racing solid mount to address the balky 5th gear issue. I'm running stock motor mounts up front, so the solid rear shouldn't vibrate my fillings out. I added the oil cooler back in since I knew it was going to be hot and didn't want to stress the motor. 

LR solid tranny mount in the carrier

 Using a tranny jack, a floor jack, and my lift, I was able to replace it without dropping the tranny. 

snug and at home. a nice bit of saturday afternoon work.

Practice 1 (P1) was fine, doing a 2:26 lap with my old 15 heat cycled Hoosiers. I ran without my cool suit for the session, but that was the last time for the weekend. By 10 am it was hot, in the 90's and muggy.


P2. Well,you remember that stumbling issue I had at the Glen? Well, its back! I had replaced all the ignition wires, checked all the grounds and connections and it all seemed fine. But late in the session the car would stumble while exiting a turn. Best time was a 2:25, so I dropped a second.


P3 more of the same. Toward the end, on the last lap I barely made it around the track, the best time was a 2:31. Arghh, this was frustrating. Meanwhile, other members of the 944 tribe were experiencing issues also. Dave Gibson was having tranny issues, missing 5th gear, and then more. Eventually he was able get back all but 1st, so he could race.

Dave Gibson's #52

Meanwhile, back in Virginia, Steve Randolph and others were in the middle of one of those crazy racer trashes trying to get his car to the track. Steve had a ball joint break at the Glen race in the middle of the esses - one of those life experiences that I would rather hear about than experience. The resulting crash trashed the whole left side of the car, very close to just totalling it. On the Wednesday evening before the race weekend, thinking he had things well in hand, he got a call from the shop that was finishing the race prep: The frame is cracked, we need to either find another car or replace the front clip. Steve went with plan B. The front clip was removed and a new one welded back on. I'll leave it to the reader to imagine how much work that entailed. Steve and Bernie finally made it to the track Saturday morning. Heading out for qualifying, the rear axle broke. So much for that session. A dead fuel pump killed race 1. Starting at the back for race 2, Steve made it up to 2nd. Go Steve!

Steve Randolph's #3. Crew chief Bernie in the background.

For me, while it was bright, sunny and hot, the prognosis was fading. I replaced the distributor cap as there were some slight grooves in the contacts. But I was just grasping at straws. In the warm-up session, I had trouble making the first lap. The car wouldn't go over 4000 rpm. I brought it back to my paddock spot dejected. There was no point in racing the car, I would just be a hazard out there. 


I had received plenty of opinions and advice from other racers but a lot of it was contradictory or didn't really help. As I was chatting with another racer John Behe turned up and asked what was going on. After explaining the symptoms, he thought for minute - I can almost see the decision tree in his head - and he said: That's got to be the Air Flow Meter. I said I had a mechanic look at it and it looked fine. He said, he didn't care, that was probably it. We went back to my pit and John fiddled with car for a minute. When's your next session? Qualifying in 10 minutes. Lets replace it if you have a spare, it will only take 2 minutes. Go get dressed and I'll change it out. And so I did.


And lo and behold, the car ran great!

John Torgersen's work in progress SP3 car

Sprint race 1, the car ran great. I started 4th and had a fun race. John Beasley, Al Cohen, Bob Page and I all left the rest of the pack behind and battled nose to tail for most of the race. I gained some and lost some. Toward the end of the race we had a full course yellow. I was running 3rd behind Bob. We were the last cars on track as the leaders had lapped the rest of the 44 group. The green flag came out as we were bombing down the Hog Pen, the VIR equivalent of the Laguna Seca's Corkscrew. I had a jump on Al behind me and was looking to hunt down Bob. Going though the tricky turn 17 I left foot braked and rotated the car, but this time the rear kept on going and tossed me off the track into the weeds. By the time I made it back to the racing surface, Al was long gone. For the last 2 laps I caught a glimpse of him occasionally, but that was it. I brought the car home in 4th. That was at least the 3rd time at VIR I had gifted a competitor by going off in turn 17 over the years.

Since my fast lap was a tick faster than Bob in Race 1, this is how he
prepares for Race 2. It worked.

Several hours later it was time for sprint 2. Grid position was based upon fast lap in race 1, so I started 3rd. At the start, it was a repeat of race 1. Fred, Bob, Al, myself, David Mann, and Dave Gibson stayed tight. Fred disappeared into the distance. I stayed tucked to the tail of Bob and Al, but soon they started gapping me. They had more motor and kept adding a couple more car lengths at the end of each straight. Next thing I know, David Mann who was behind me a bit is filling my mirrors. He sticks a pass on me at the top of the back straight,but I get it back going into turn 1. Steve Randolph who started at the back appears and motors past me and David like he's in another class. Later in the race I check my mirror and see David go flying off at turn 3 and that's it for the remaining laps of the race. I come across Al who had gone off and damaged the bottom of his car, parked in the grass and pick up another spot. The race ends with me in 4th, just where I started. Fred took 1st, Steve 2nd, and Bob 3rd.

It even looks like a beach. At home in the paddock, where
shade was at a premium this weekend.

With the small car count compared to the Glen, I was worried that with the normal attrition over the weekend, the 2 enduros would be combined into one. It would make sense for the organizers. I thought it was a very good possibility and I've made a vow not to run one of those again. Combing 944's with Cup cars is just not a good idea. The speed differentials are large and while most Cup car drivers are good, talented and courteous racers, my experience is that there are a few who are just douchebags. And it only takes one or two to make your day miserable. So no combined, all classes enduros for me.

After the event dinner I retired to the trailer where the A/C was blasting away for a good nights sleep and headed back to Pennsylvania the next morning. While the race weekend looked like it might be a disaster, in the end it was fun, exciting racing with friends. Just the way it should be.

Our paddock mates were Speedwerks from NY, supporting
their fleet of 944 and Spec Boxster drivers.

Watkins Glen PCA Race Weekend

Looking over part of the paddock

Despite the gloomy weather - the sun only came out a couple of times - it was pretty much dry running for the weekend, enduro excluded.

Thursday
After an uneventful 5 hour tow, I settled in the lower paddock behind the grandstands on the front straight, paddocking with E class racers Mark Weining and Denny Wasser.

Mark's 911 Euro SC reflected in his new trailer

Even though I haven't received my formal letter about my 13/13 "violation" at LimeRock, I was required to attend the Orientation Meeting aka Bad Racer School on Thursday night. The classroom was full and after an hour we were released, while the Rookie Candidates stayed for more info about racing with PCA.

Just a little cosmetic surgery after LimeRock. Nothing to see here, move on ...

My paddock mates had headed on out to the Seneca Lodge for dinner earlier, so I retired to my trailer for the evening where a nice Wolaver's Oatmeat stout was calling my name.

This was a big weekend for 944Cup. We had 48 racers in SP1, SP2 and SP3 signed up, with 37 in my class alone. At the driver's meeting it was announced that PCA Club Racing was putting on a greater emphasis on technical compliance at the racers and they have brought a big team of techs and their focus this weekend will be the 944 cars.

Hear! Hear! I say. I'm all for that. There were a lot of 944 Cup cars which we had never seen before. I'm racing for year long points where we have sealed DME's and it would suck to have somebody come in with a non-stock car as a one-off race and take the wins away from the legal cars. And since we're racing with PCA mostly this year, we'll never see a dyno at the track.

Action down in turn 1

Friday
Practice session 1 was damp, but the track had decent grip. The car developed a miss in the session, which came and went. Full power, and then it would start bogging, and then back to full power. A bit disconcerting indeed.

Back in the paddock I fiddled with spark plug wires, pulled the distributor cap and checked for loose connections but didn't find anything. I found a real mechanic - I only play one on the internet - and Jerald laid hands on my motor, sprinkled holy water from an empty Wolver's stout bottle and beseeched the gods to deliver this racercar from the pit of despair. "Go forth and see if it happens again." advised Jerald, and he wandered off.

Practice 2 and the car ran fine. Thanks Jerald! That blessing really worked. At the end of the session as I was passing the black flag station I was told to go to impound. Not just me, it turns out but the rest of the 944's. Looks like this is the start of the compliance checking, I'm good with that. I ended in the last row and waited to be called for 45 minutes.

Finally I'm pulled into the garage. The PCA tech guy said "Open your hood and remove your j-boot", handed me a screwdriver and started to walk away. I said "How about a hand here, I don't have any hood shocks." He said "Use your head to hold it up" and walked away to go bullshit with some other folks. Gee thanks PCA. I know you're a volunteer, but come'on. If you don't want to be here, why are you here?

A bystander was nice enough to give me a hand with the hood and I pulled off the hose. I found a tech guy and he measured my throttle body diameter with a caliper, said I was good, and sent me on the way.

Practice session 3 was next. Since we were having 2 races on Saturday, the times from this session were going to be used as our qualifying times for the 1st race. I put on some decent tires but didn't really improve my times, being a good number of seconds off the pace. The car occasionally stumbled, but for the most part ran okay.

At the end of the session, another call to tech. This time, they were doing safety inspections and the experience was much more pleasant. The tech gal was helpful, pleasant and chatty. 5 minutes later I was heading back to my paddock spot.

The next and final session for the day was the Practice Start and Fun Racers. No Way was I doing those. I may not be too bright but I am trainable. With a 13/13 from my last Fun Race appearance at LimeRock, I see no reason to participate. No points, no upside. I was done for the day.

Saturday
The night was cold sleeping in the trailer but when I opened the trailer door Sat morning, the sun was up and shining in the east. An hour later the clouds had moved back in to stay for the rest of the day.

Race one started in the morning. I got a good start in the race picking up several spots. There was a good group of racers where we were all grouped together and the battling was great. Plenty of good racing was to be had all over the track. I had an occasional misfire but generally the car ran strong. I ran my best lap of the weekend, getting into the 2:22's (BTW which is still way slow for some reason). Van (Svenson) of the orange Jagermeister 944, started in the back and managed to pip me toward the end, moving up to 9th with a great run through the pack. I started 43rd overall and made it up to 28th overall, 10th in class.

Cloudy, cool, windy but dry was Saturday

Afternoon brought the 2nd sprint race. Unlike the morning's race, the result wasn't as good. Though the racing was close, intense and fun. Which is why I'm here.
On the start I did well, picking up 3 positions on the first lap, and another 3 on the next lap. Lost some and then got it back on the next. And then my race took a turn.

Going up the esses, I grab 5th gear just after the apex to turn 2 as I straighten the car and head up the hill. This time though, I couldn't find 5th, it just wasn't there. I fiddled and fussed but couldn't get it into gear. This meant instead of powering up through the essess, I was basically just coasting up the hill off the power. In a class like 944Cup where we are all close racers, this was very similar in result to throwing out a boat anchor behind my car. Whoosh, whoosh, whoosh as all those cars cars I had passed went flying past me.

I finally found 5th going down the back straight but with the limited speed I lost some more spots going into the bus stop. The rest of the lap I clawed some of those positions back again, but once again in the esses, same issue, same result. I started dropping down the leader board with a thud. I changed my strategy to going for 5th after the esses, running the car at redline which was making me cringe in the car. This compromised my speed onto the back straight leading to more lost spots at the bus stop. But at least it stopped the hemorrhaging, converting it to merely a slow painful death. I'd lose just one or two spots, instead of the three or four. I could then get one or more of those spots back elsewhere in the track. There were a pack of us, about 10 or more cars, where we were going head to head, door to door all around the track. It was pretty intense and fun racing. Toward the end, a double yellow came out and we got a Nascar style Green/White/Checker shootout to finish the race. The battling became even more intense in our local pack with cars going 3 wide though the corners trying anything to get ahead. On the last lap and last corner (11) there was an opening at the apex, I dived down under braking and then saw the other car come down and start to shut the door on me. Don't hit me! I lifted momentarily as he came about 3 inches from my door and then was back on the power.

But it was just enough to kill my momentum through the corner. I passed him, but a gaggle of cars behind me weren't balked and I watched helplessly as they slowly motored by at about 2 mph and beat me to the checker. Argh!!!

So I tumbled off the 1st sheet of the results. I ended up 40th overall, 17th in class. Not the result I was hoping for, but the racing was awesome even with the mechanical difficulties. Now it was off to the Seneca Lodge bar where Guinness is on tap and a nice filet was calling my name.

Sunday

In the warm-up I tried a new approach for 5th gear, shifting before the turn in at turn 2. This gave up just a little bit of speed going up the hill, but not much, and also meant I didn't have to run at redline though the esses. I was hopeful for the upcoming race.

Swiss Army wrist watch duct-taped to roll cage for in-car timing- when
to come in for my mandatory 5 minute enduro pit stop

Our enduro race was scheduled at about 10:30, finishing up around noon. About 10 it started to spit rain, but not too much. By 10:30 the track was damp, but it still wasn't raining heavily. I had hope that it would dry up so I left my dry (slicks) tires on.

On the pace lap it was lightly raining but not too bad. If it stays like this I have a chance. Everybody else has rain tires, and if it clears I'll clean up as they cook their tires. I get to use my rain light for the first time and notice a couple of cars with them. As we head onto the front straight the rain intensifies and now rooster tails start appearing behind the cars. I do a lap, conditions are getting sketchy, the next lap and the rain is coming down pretty good and it obvious that the best decision is to bag it. So I came in and loaded up. And it turned to be the right decision. Within the first 15 minutes I watched as several crunched up cars were brought in on a tow hook. As I was packing up and leaving, I kept on hearing about double yellows on the PA, so it must have been a mess out there. Congrats to Tyler and Bill Comat who took 1st in Cup but the overall win also.

But my car was still in the same shape it arrived in. I need to find out my electrical and tranny problems but that could wait. I headed back home in the rain. I had some great racing with friends and good weekend at the track. It's all good.

Bill Comat's brand new Michael Mount built motor - must be ok, as Tyler
brought it home 1st overall in the enduro.