o_O S2000 | Mk I — Stage II
03-19-2014, 11:56 AM
#582
Thread Starter
There is one rule basically. No passing if you can see the brake lights of the car in front of you, so you have to get a good run up along side a car to make a pass. Basically any open passing run group at a NorCal track day is more aggressive than this 5 lap battle was. Far from a proper w2w race.
03-19-2014, 11:04 PM
#584
Thread Starter
Here is my fastest lap of 13CW from Sunday:
http://www.youtube.com/watch?v=r9LmVkLOQoo&hd=1
Nice and cool in the first two morning sessions. Way too hot in the afternoon to set any faster laps. You will notice that I lift massively after phil hill to let a friend by so lost a ton of time on this lap. Will be shooting for a 2'05 on my next visit to Buttonwillow. The car is SIGNIFICANTLY easier to drive here with the new suspension setup. On Saturday we ran 1CCW and I ran the dampers at 10 clicks, on Sunday I switched to my usual 8 clicks and the car felt much better this way. Buttonwillow is completely covered in nasty high speed bumps, and it gets worse each time I visit it seems. Adequate high speed rebound becomes very important, but I wouldn't exactly call it a good overall testing ground for dampers. Chunking and massive dips at every apex aren't really the norm at any other track. I honestly don't understand how it has become such a popular destination for time attack. The track is changing all the time, and the weather lap time variance is absolutely massive. It is an excellent layout and is always really fun but using it as a benchmark for a car is a total crap shoot. It is much more about how much seat time a driver has at the track and how much they have learned to properly use the awful track surface to their advantage. Very similar to touge driving, which I can do every weekend for free. When I take the time and money to visit a track I want to be able to put the car to the test, not so much myself.
It is still always a lot of fun. But I am almost certain Thunderhill West is going to to be a much better testing ground once it is completed and will be much better maintained and more consistent. I understand why people love it, it is the same reason I spend so much time in the mountains, but driving 3.5 hours to a track in the middle of nowhere with a terrible surface, no real elevation change, and hot weather is a hard sell when I can head to the mountains every weekend in 15 minutes and have just as much fun on much more interesting roads. All that said I am sure I will be back later this year.
http://www.youtube.com/watch?v=r9LmVkLOQoo&hd=1
Nice and cool in the first two morning sessions. Way too hot in the afternoon to set any faster laps. You will notice that I lift massively after phil hill to let a friend by so lost a ton of time on this lap. Will be shooting for a 2'05 on my next visit to Buttonwillow. The car is SIGNIFICANTLY easier to drive here with the new suspension setup. On Saturday we ran 1CCW and I ran the dampers at 10 clicks, on Sunday I switched to my usual 8 clicks and the car felt much better this way. Buttonwillow is completely covered in nasty high speed bumps, and it gets worse each time I visit it seems. Adequate high speed rebound becomes very important, but I wouldn't exactly call it a good overall testing ground for dampers. Chunking and massive dips at every apex aren't really the norm at any other track. I honestly don't understand how it has become such a popular destination for time attack. The track is changing all the time, and the weather lap time variance is absolutely massive. It is an excellent layout and is always really fun but using it as a benchmark for a car is a total crap shoot. It is much more about how much seat time a driver has at the track and how much they have learned to properly use the awful track surface to their advantage. Very similar to touge driving, which I can do every weekend for free. When I take the time and money to visit a track I want to be able to put the car to the test, not so much myself.
It is still always a lot of fun. But I am almost certain Thunderhill West is going to to be a much better testing ground once it is completed and will be much better maintained and more consistent. I understand why people love it, it is the same reason I spend so much time in the mountains, but driving 3.5 hours to a track in the middle of nowhere with a terrible surface, no real elevation change, and hot weather is a hard sell when I can head to the mountains every weekend in 15 minutes and have just as much fun on much more interesting roads. All that said I am sure I will be back later this year.
03-20-2014, 05:32 AM
#585
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I'm glad to see some thoughts on the ASM bar. Some time back, I had kicked around the idea of purchasing one, but wasn't too sure how it would affect my driving. Good to see it does in fact work.
Oh, idea for brake ducts: One way, speed activated flapper valves. Set with a spring to open up at a certain mph based on wind resistance, normally closed.
Oh, idea for brake ducts: One way, speed activated flapper valves. Set with a spring to open up at a certain mph based on wind resistance, normally closed.
03-21-2014, 08:29 PM
#588
Thread Starter
I'm glad to see some thoughts on the ASM bar. Some time back, I had kicked around the idea of purchasing one, but wasn't too sure how it would affect my driving. Good to see it does in fact work.
Oh, idea for brake ducts: One way, speed activated flapper valves. Set with a spring to open up at a certain mph based on wind resistance, normally closed.
Oh, idea for brake ducts: One way, speed activated flapper valves. Set with a spring to open up at a certain mph based on wind resistance, normally closed.
03-21-2014, 08:53 PM
#590
Thread Starter
One of a kind (at the moment) APR pre-preg carbon fiber brake duct inlets! These things are beautifully made. Sized for a slightly larger stop tech rotor but should still work well on OEM sized rotors. The inlet does direct air onto the face of the rotor but it also directs a massive amount of air to the center of the rotor. Much more than any other inlets. These also still retain most of the appropriate balljoint shielding that the OEM dust shield provided.
Just need to finish working out a ducting solution for the R1 front bumper now. I think I am going to wait to go to the body shop until have a ducting solution made, I think.
Just need to finish working out a ducting solution for the R1 front bumper now. I think I am going to wait to go to the body shop until have a ducting solution made, I think.