Barber Motorsports Park - PBOC - Nov 18-19
12-03-2006, 08:11 PM
#426
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Originally Posted by RSchoeni
Regarding an instructor parking a student's car in the sandbox...damn. I can think of very few reasons for that. If I the student, allow you to drive my car for a lap or two, the purpose would be for you, the instructor to get comfortable with the vehicle's safety and for you to show me the course. I'd expect you to drive within the group level that I'm in, not at your 100/200 Red group level. If you want to show your mad skillz, offer me a ride in your car please. This should be taken as constructive criticism for future reference.
See you guys on track!
___________________
Bob S
04 RX-8.....in the garage
FFR Cobra..on track
03 Ford SuperCrew &
20'Pace...just for haulin
I think you may've been talking about me in the sandbox in my student's car? That was me in the gravel in my student's car, but I wasn't driving it. Silver was doing an excellent job of throttle and brake modulation to help steer the car, he just happened to steer it too much that time.
12-03-2006, 08:12 PM
#427
The Turkish Delight
Originally Posted by ROBERT2
A Lotus 7?
Nope. RX-7. An '84 first gen RX-7. The transformation is almost complete.
Street car ---> Track Car!
I've been talking to Russ Marshall with the Orange Crush RX-7 and Scott from Mazcare a lot lately. Can't wait to get it on a big track!
12-03-2006, 08:32 PM
#428
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Dooh!
Hi Robert,
Yes, I incorrectly pointed the finger in your direction, my apologies to you. I'm glad I was wrong. My faith is restored
It'll never happen again. Ever.
See you at the track,
Bob S
Yes, I incorrectly pointed the finger in your direction, my apologies to you. I'm glad I was wrong. My faith is restored
It'll never happen again. Ever.See you at the track,
Bob S
12-03-2006, 08:48 PM
#429
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Originally Posted by ROBERT2
I think you may've been talking about me in the sandbox in my student's car? That was me in the gravel in my student's car, but I wasn't driving it. Silver was doing an excellent job of throttle and brake modulation to help steer the car, he just happened to steer it too much that time.
12-03-2006, 08:49 PM
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Trailbraking, What corners? Bmp or RA? Why? I trailbrake a good bit, for most tight turns at least. I'll approach them with a trailbrake to point the car and then I'm back on the loud pedal. The argument about trailbraking to me is a lot like the argument for there is ONLY 1 fast line around the course no matter what kind of car you're in. I would say that trailbraking is something that depends on each individuals driving style and their car's setup, if that person's car rotates without a trailbrake then if they try to trailbrake then they'll spin, Don, I know you agree with this, we experienced it first hand.
When folks argue that there is only 1 line on a course no matter what kind of car your in then that is only true to a point as well. Folks will say that if you're not using the entire track even in a low powered car then you could've gone faster through the feature, but I don't subscribe totally to that one either. On some tracks the start of the feature may be slow enough to slow all cars to a point that they couldn't go any faster into that feature and then in the exit there may be a line that could allow the higer powered cars to swing wide and get back into the throttle and utilize whats there however that "track out" may not benefit a low powered car because they just don't need the extra track after the feature, even at full throttle. This holds true especially if the next feature benfits them more to stay where their low powered car put them instead of taking the wide exit and then turning the car back to that next feature. I guess its kinda like taking 14a to the top of the course and then turning right, if you don't have to be there, momentum didn't take you there, don't go there.
No need to drive all over the track if you don't have to, and that's where you see different classes of cars taking their own fast line.
When folks argue that there is only 1 line on a course no matter what kind of car your in then that is only true to a point as well. Folks will say that if you're not using the entire track even in a low powered car then you could've gone faster through the feature, but I don't subscribe totally to that one either. On some tracks the start of the feature may be slow enough to slow all cars to a point that they couldn't go any faster into that feature and then in the exit there may be a line that could allow the higer powered cars to swing wide and get back into the throttle and utilize whats there however that "track out" may not benefit a low powered car because they just don't need the extra track after the feature, even at full throttle. This holds true especially if the next feature benfits them more to stay where their low powered car put them instead of taking the wide exit and then turning the car back to that next feature. I guess its kinda like taking 14a to the top of the course and then turning right, if you don't have to be there, momentum didn't take you there, don't go there. No need to drive all over the track if you don't have to, and that's where you see different classes of cars taking their own fast line.
12-03-2006, 08:51 PM
#431
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"Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car.
Horsepower is how fast you hit the wall, torque is how far you take the wall with you." --Anonymous
Man, that's great!
Horsepower is how fast you hit the wall, torque is how far you take the wall with you." --Anonymous
Man, that's great!
12-03-2006, 09:00 PM
#432
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Originally Posted by ROBERT2
Trailbraking, What corners? Bmp or RA? Why? I trailbrake a good bit, for most tight turns at least. I'll approach them with a trailbrake to point the car and then I'm back on the loud pedal. The argument about trailbraking to me is a lot like the argument for there is ONLY 1 fast line around the course no matter what kind of car you're in. I would say that trailbraking is something that depends on each individuals driving style and their car's setup, if that person's car rotates without a trailbrake then if they try to trailbrake then they'll spin, Don, I know you agree with this, we experienced it first hand. When folks argue that there is only 1 line on a course no matter what kind of car your in then that is only true to a point as well. Folks will say that if you're not using the entire track even in a low powered car then you could've gone faster through the feature, but I don't subscribe totally to that one either. On some tracks the start of the feature may be slow enough to slow all cars to a point that they couldn't go any faster into that feature and then in the exit there may be a line that could allow the higer powered cars to swing wide and get back into the throttle and utilize whats there however that "track out" may not benefit a low powered car because they just don't need the extra track after the feature, even at full throttle. This holds true especially if the next feature benfits them more to stay where their low powered car put them instead of taking the wide exit and then turning the car back to that next feature. I guess its kinda like taking 14a to the top of the course and then turning right, if you don't have to be there, momentum didn't take you there, don't go there. No need to drive all over the track if you don't have to, and that's where you see different classes of cars taking their own fast line.
When folks argue that there is only 1 line on a course no matter what kind of car your in then that is only true to a point as well. Folks will say that if you're not using the entire track even in a low powered car then you could've gone faster through the feature, but I don't subscribe totally to that one either. On some tracks the start of the feature may be slow enough to slow all cars to a point that they couldn't go any faster into that feature and then in the exit there may be a line that could allow the higer powered cars to swing wide and get back into the throttle and utilize whats there however that "track out" may not benefit a low powered car because they just don't need the extra track after the feature, even at full throttle. This holds true especially if the next feature benfits them more to stay where their low powered car put them instead of taking the wide exit and then turning the car back to that next feature. I guess its kinda like taking 14a to the top of the course and then turning right, if you don't have to be there, momentum didn't take you there, don't go there. No need to drive all over the track if you don't have to, and that's where you see different classes of cars taking their own fast line.
12-03-2006, 09:24 PM
#433
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Evos are fun aren't they? I autoX'd one a few years ago when they first came out. I co-drove with a customer of mine that owned the car. The car did well stock, but with I an adjustable rear sway bar the car was awesome! We even scored an FTD at one of the events and our run group was the only one that ran in the rain! The next time he came out he had put some Tein springs on and the car sucked. He switched back to the factory springs and the car was right there where it had been. He finally sold the car, but up until then that car scored numerous FTDs and many top 5s. Suspension mods: Rear sway bar and that's it, says a lot for the engineers on that car.
12-03-2006, 09:35 PM
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Originally Posted by olddragger
hey vette 6 --I think I remember seeing your car at RA--if it is the one I remember it did sound good coming down the straight and i could see that turn 12 (my nemasis) was not slowing you down at all.
Glad all the fussing----(?) is over. Now I will not have to ask my teenagers for more big words that I can use in my post. They love when I do that.
As far as the right line goes---just go where the car takes you--and it will with enough time and listening. Ok I quit now --beginning to sound like (Hey Blake--whats that word you use for a old fart, long bearded wise man?--Oh yea Sage--thanks)---- a Sage.
olddragger
Glad all the fussing----(?) is over. Now I will not have to ask my teenagers for more big words that I can use in my post. They love when I do that.
As far as the right line goes---just go where the car takes you--and it will with enough time and listening. Ok I quit now --beginning to sound like (Hey Blake--whats that word you use for a old fart, long bearded wise man?--Oh yea Sage--thanks)---- a Sage.
olddragger
David
12-03-2006, 09:43 PM
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Originally Posted by ROBERT2
Evos are fun aren't they? I autoX'd one a few years ago when they first came out. I co-drove with a customer of mine that owned the car. The car did well stock, but with I an adjustable rear sway bar the car was awesome! We even scored an FTD at one of the events and our run group was the only one that ran in the rain! The next time he came out he had put some Tein springs on and the car sucked. He switched back to the factory springs and the car was right there where it had been. He finally sold the car, but up until then that car scored numerous FTDs and many top 5s. Suspension mods: Rear sway bar and that's it, says a lot for the engineers on that car.
LMAO!
12-03-2006, 10:25 PM
#436
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Originally Posted by olddragger
appreciate your post 996T--
1- The Rx does not gain any ground by acclerating through turn 6. The RX8 has great brakes use them to trailbrake through this turn
A: to try and gain going into the turn by the late braking/trail braking and easy breathing off approaching turn 7(easier said than done)
B: this keeps the chassis better settled(no rapid on and off type chassis changes) and allows the approach for the more important turn 7 to be as good as you can get.
c: your downshift is done and you have eliminated one braking zone (the one used on turn 7 if you acclerate through turn 6, --yes I know the turn 6 braking zone is extended but is still shorter than the both would be and the total time on the brakes is longer if you brake for turn 6 and 7 than trailing braking 6.
Which brings us to turn 7. We all know that the sooner you can get on full throttle there the better off you will be--that one exit corner influences a lot of things at RA and for us torque challanged guys. it is much harder to recover from a poor exit there as the straight is not our friend.
And that was the story on how I came to learn more about turn 6 at RA.
AND he also said the same applies for turn 10A. The RX 8 will not gain anyground after midcorner of 10 A--(again too torque challanged--the steep hill) speeds much higher but if you have the talent you will gain a lot of ground by the braking late/ trailbraking 10A.
1- The Rx does not gain any ground by acclerating through turn 6. The RX8 has great brakes use them to trailbrake through this turn
A: to try and gain going into the turn by the late braking/trail braking and easy breathing off approaching turn 7(easier said than done)
B: this keeps the chassis better settled(no rapid on and off type chassis changes) and allows the approach for the more important turn 7 to be as good as you can get.
c: your downshift is done and you have eliminated one braking zone (the one used on turn 7 if you acclerate through turn 6, --yes I know the turn 6 braking zone is extended but is still shorter than the both would be and the total time on the brakes is longer if you brake for turn 6 and 7 than trailing braking 6.
Which brings us to turn 7. We all know that the sooner you can get on full throttle there the better off you will be--that one exit corner influences a lot of things at RA and for us torque challanged guys. it is much harder to recover from a poor exit there as the straight is not our friend.
And that was the story on how I came to learn more about turn 6 at RA.
AND he also said the same applies for turn 10A. The RX 8 will not gain anyground after midcorner of 10 A--(again too torque challanged--the steep hill) speeds much higher but if you have the talent you will gain a lot of ground by the braking late/ trailbraking 10A.
Last edited by REALTorque; 12-04-2006 at 10:34 PM.
12-03-2006, 10:44 PM
#437
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Originally Posted by ROBERT2
Evos are fun aren't they? I autoX'd one a few years ago when they first came out. I co-drove with a customer of mine that owned the car. The car did well stock, but with I an adjustable rear sway bar the car was awesome! We even scored an FTD at one of the events and our run group was the only one that ran in the rain! The next time he came out he had put some Tein springs on and the car sucked. He switched back to the factory springs and the car was right there where it had been. He finally sold the car, but up until then that car scored numerous FTDs and many top 5s. Suspension mods: Rear sway bar and that's it, says a lot for the engineers on that car.
To be honest, it took me a whole year of sorting and a tweaking coil-overs to get back to where it was stock, and then another 6 months to get the car better. In the end, I ended up bracing the front and rear, upgrading both sways, and adding front and rear -carbon strut bars. I also added a ton of tuning on the stock turbo, and some cams, which really brought the car to life. It made great power all the way up to fuel cut. When I first got it, I would shift when it nosed down, around 6200, but after the reflash and cams, it didn't nose dive. At 18psi (less than stock), the car made 310awhp. I didn't run full boost, because despite what other Evo owners told me, I knew the car wouldn't live in an open-track situation in the south, driven HARD for 20 minutes. I went with my gut and ran less. I started out a 20, and had bad compressor surge (*03 Evos had this), and the took it down 2lbs to get rid of it.
I truly miss the car, but I don't miss the payment, or the mod bill when you had to replace something. The small things were killing me, and it just didn't make sense to have a double-duty car that had 700lb springs. It beat you to death on the street. I ditched, payed off my wifes student loans, and am looking for something to finish my Mustang or buy another.
Below are some vids from Road Atlanta, on SUnday at the NASA last march. I was running on very used RA1's I borrowed from my student ( mine didn't come in). I was hovering around the 142-44 on Sunday, but I was qucker on Saturday, until I fried the brakes (
)
Last edited by Stop&TurnFreak; 12-03-2006 at 10:46 PM.
12-03-2006, 10:45 PM
#438
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Originally Posted by ROBERT2
Trailbraking, What corners? Bmp or RA? Why? I trailbrake a good bit, for most tight turns at least. I'll approach them with a trailbrake to point the car and then I'm back on the loud pedal. The argument about trailbraking to me is a lot like the argument for there is ONLY 1 fast line around the course no matter what kind of car you're in. I would say that trailbraking is something that depends on each individuals driving style and their car's setup, if that person's car rotates without a trailbrake then if they try to trailbrake then they'll spin, Don, I know you agree with this, we experienced it first hand. When folks argue that there is only 1 line on a course no matter what kind of car your in then that is only true to a point as well. Folks will say that if you're not using the entire track even in a low powered car then you could've gone faster through the feature, but I don't subscribe totally to that one either. On some tracks the start of the feature may be slow enough to slow all cars to a point that they couldn't go any faster into that feature and then in the exit there may be a line that could allow the higer powered cars to swing wide and get back into the throttle and utilize whats there however that "track out" may not benefit a low powered car because they just don't need the extra track after the feature, even at full throttle. This holds true especially if the next feature benfits them more to stay where their low powered car put them instead of taking the wide exit and then turning the car back to that next feature. I guess its kinda like taking 14a to the top of the course and then turning right, if you don't have to be there, momentum didn't take you there, don't go there. No need to drive all over the track if you don't have to, and that's where you see different classes of cars taking their own fast line.
When folks argue that there is only 1 line on a course no matter what kind of car your in then that is only true to a point as well. Folks will say that if you're not using the entire track even in a low powered car then you could've gone faster through the feature, but I don't subscribe totally to that one either. On some tracks the start of the feature may be slow enough to slow all cars to a point that they couldn't go any faster into that feature and then in the exit there may be a line that could allow the higer powered cars to swing wide and get back into the throttle and utilize whats there however that "track out" may not benefit a low powered car because they just don't need the extra track after the feature, even at full throttle. This holds true especially if the next feature benfits them more to stay where their low powered car put them instead of taking the wide exit and then turning the car back to that next feature. I guess its kinda like taking 14a to the top of the course and then turning right, if you don't have to be there, momentum didn't take you there, don't go there. No need to drive all over the track if you don't have to, and that's where you see different classes of cars taking their own fast line.There simply is not much time to be gained going into most corners, but there is a lot of time to be lost existing most corners. Intermediate drivers not comfortable with the concept of trail braking probably should be focusing more on the line and what occurs after the apex and worry about trail braking later unless you have tight radius corners which are not really present at either Road Atlanta or Barber. The hair pin at Barber is not really like 10 at Sebring or 11 at Laguna Seca.
Turn 6 at Putnam, turns 2 and maybe 11 at Laguna Seca, Turns 9 and 10 at Sebring, turn 2 at Gateway, however, are a few that come to mind as corners where trail braking is really perhaps preferable. Trail braking simply allows one to have a higher corner entry speed up to a point between turn in and perhaps 1/2 way to the apex. Again, we are only talking about a few mph at turn in ging to 0 mph advantage between turn in and apex or over a short distance.
I can speak from experience, that certain cars seem better settled trail braking in the above turns, especially 2 at Laguna (where the braking zone is tricky due to turn 1), 2 at Gateway (very similar to 2 at Laguna), 9 and 10 at Sebring (more of a gradual release after turn in), and 6 at Putnam.
12-03-2006, 11:02 PM
#439
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Originally Posted by SilverEIGHT
He told a group of us that he enters T6 somewhere in the 110 range and exits around 85 and trail brakes the entrance.
That Panoz guy must've been sniffing the resin they use to make their body panels.
Did he say what kind of lap times he was turning during this wet dream?
12-04-2006, 01:01 AM
#440
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I figueed that would get a reaction from someone. I will have to do a little research and get back to you with who it was and more details. Don't blame you for raising BS flag. I should have had my facts together first.
Last edited by SilverEIGHT; 12-04-2006 at 01:15 AM.
12-04-2006, 07:09 AM
#441
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Originally Posted by SilverEIGHT
I figueed that would get a reaction from someone. I will have to do a little research and get back to you with who it was and more details. Don't blame you for raising BS flag. I should have had my facts together first.
I'd guess more like 103 before braking, slowing to 80-83 at corner entry, trailing to 75 at apex and then accelerating out. This should yield lap times in the 1:44 to 1:45 neighborhood if carried through the whole course. (now that's driving)
Of course, you would still have to brake for turn 7, contrary to what was suggested earlier, since not even a Miata is gonna take that turn at 75 mph.
12-04-2006, 07:16 AM
#442
Robert 2-
yep that is what Roar told me--it will elimiate the braking for turn 7 if done correctly(I am not there yet--but getting closer). 1st time I attempted this it was like "OH S..T!: as I was running out off track FAST. I entered turn 6 at about 90-95- If I remember right(who has time to look when you are sucking the seat up with your butt!!!). The tail end got a little squirrelly and had to modulate a little --which got my attention again-- and I think it got the corner workers attention also as -- I heard the word "Idiot" being hollered as I went by.
The 2nd time I did it --I slowed entry a little to get the feel better, and even though I missed hauling *** through that banked turn. I had to admit--I was one hell of a lot calmer getting to 7 and it felt right. Later i found that using that process through 6 allowed me to hit 7 better as I was MUCH less busy (chassis settled, braking done and in the right gear already) and If I could hit 7 right (which is a cause for celerbration) and I was back on the gas it seemed earier and not having to track out to the dirt. May have saved about 20ft or so.
Later--gotta go to work
olddragger
yep that is what Roar told me--it will elimiate the braking for turn 7 if done correctly(I am not there yet--but getting closer). 1st time I attempted this it was like "OH S..T!: as I was running out off track FAST. I entered turn 6 at about 90-95- If I remember right(who has time to look when you are sucking the seat up with your butt!!!). The tail end got a little squirrelly and had to modulate a little --which got my attention again--
and I think it got the corner workers attention also as -- I heard the word "Idiot" being hollered as I went by. The 2nd time I did it --I slowed entry a little to get the feel better, and even though I missed hauling *** through that banked turn. I had to admit--I was one hell of a lot calmer getting to 7 and it felt right. Later i found that using that process through 6 allowed me to hit 7 better as I was MUCH less busy (chassis settled, braking done and in the right gear already) and If I could hit 7 right (which is a cause for celerbration) and I was back on the gas it seemed earier and not having to track out to the dirt. May have saved about 20ft or so.
Later--gotta go to work
olddragger
12-04-2006, 07:52 AM
#443
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S&TFreak,
Thanks for providing the links to your RA in-car video. I think I noticed that exiting T1, going uphill, setting up for T2 you tended to stay wider (drivers right) than many
of the other drivers. Is that because of traffic, your comfort, or is the car happier there?
Bob S
Thanks for providing the links to your RA in-car video. I think I noticed that exiting T1, going uphill, setting up for T2 you tended to stay wider (drivers right) than many
of the other drivers. Is that because of traffic, your comfort, or is the car happier there?
Bob S
12-04-2006, 11:09 AM
#444
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Two fold----
1. This was my second event at Road A, and the first one with my new suspension and race (RA1) tires.
2. On Saturday, i would swing wide, to give the car more time to settle into a straight line to brake into 3. If I was running at speed, the higher center of gravity (Even with lowering) would exaggerate any mistake I made if I tried to keep the car too tight.
Now, for the most part, it was ignorance. Now I figure any advantage swinging wide I would get settling the car to go deeper into 3 was probably lost in the swing. HOwever, the car didn't use tires as bad (squealing) if I swung wider. I would have loved to go back after I revalved the car, and went from 235's to 275's. The car felt great, expect being to soft on fast bump (which you could see if I pushed five).
On saturday, I was running the car a lot harder than in the vids here, but I had a close call when I neglected to bleed my brakes after two sessions, and then lost them going down the hill @ 150+... with a student in the car. I got the car stopped, however, it wasn't without drama.
1. This was my second event at Road A, and the first one with my new suspension and race (RA1) tires.
2. On Saturday, i would swing wide, to give the car more time to settle into a straight line to brake into 3. If I was running at speed, the higher center of gravity (Even with lowering) would exaggerate any mistake I made if I tried to keep the car too tight.
Now, for the most part, it was ignorance. Now I figure any advantage swinging wide I would get settling the car to go deeper into 3 was probably lost in the swing. HOwever, the car didn't use tires as bad (squealing) if I swung wider. I would have loved to go back after I revalved the car, and went from 235's to 275's. The car felt great, expect being to soft on fast bump (which you could see if I pushed five).
On saturday, I was running the car a lot harder than in the vids here, but I had a close call when I neglected to bleed my brakes after two sessions, and then lost them going down the hill @ 150+... with a student in the car. I got the car stopped, however, it wasn't without drama.
Last edited by Stop&TurnFreak; 12-04-2006 at 02:50 PM.
12-04-2006, 03:17 PM
#445
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RA turn 6, Grand Marquis have a HUGE digital speedo, good for their normal demo. I guess. Anyway I remember seeing a highest speed of mid 90 between 5 and 6. Tommy may still have a TraqMate breakdown of that area? I would think a SM would get about the same speed there, I'm sure the cheater motor versions would get a lot higher but a clapped out one like ours is about the same straight away speed as the GMs.
12-04-2006, 03:26 PM
#447
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If you like watching big cars at Road Atlanta, check out my buddies SC Vic. On Street tires his best at Road Atlanta is somewhere around 1:50.
www.opentrackers.com, first video on page.
I don't know the exact speed I was hitting between 5 an d6, but I know in the video I was shifting to fifth, which would have been 100-105, and then pulling fifth for a touch, so ?115-120 on a good run?
www.opentrackers.com, first video on page.
I don't know the exact speed I was hitting between 5 an d6, but I know in the video I was shifting to fifth, which would have been 100-105, and then pulling fifth for a touch, so ?115-120 on a good run?
Last edited by Stop&TurnFreak; 12-04-2006 at 03:33 PM.
12-04-2006, 07:08 PM
#448
Real
Exit speed on 6 is a little higher than entry speed for 7 BUT you are goingmuch slower than if you had acclerated. I am not the expert here so i actually "coasted" a little bit(maybe 20 ft) before turn in on 7. I usually apex turn 7 at about 65.
Our 8's get up to about 105- 110 before we get to 6(depending on how tight we were in5) in 4th gear at about 7k for me. So I have to back off the peddle a bit, not much, before the turn in. I have a pretty good chassis set up and the car behaves well/neutral and turn 6 is kinda like turn one in that you have to trust it. You will think you are to hot but then the banking will catch you. I just have to have more seat time to find that edge. Fast in with slow lift, trailing with a breath on and slow breath off to max the average speed until #7 turn. Piece of cake--right? I can tell you this --if you get it right (i dont know if your car is the type that would benefit from this technique--i would guess all cars could use it? ) then turn 7 is a hell of a lot more fun and consistant.
Turn 1--3 is another interesting turn per Roar. They recommended an early braking for 1 with hard (for us ) acceleration through the turn swinging wide at the top(if traffic will let you) making it an almost straight shot to the rumbles strip right before 4--they we just drop the anchor and it throws us into the right approach for 4. It is faster for us --you just have to be careful about the traffic and your entry(at the rumbles before 4) will be a lot faster AND you can get a little light at the crest of that hill. If you dont time it right the chassis is still recovering when you hit the brakes which can make you wish for 4 wheel drive and Thank God for the escape area. Not much of that around RA.
Enough of my babblings.
Wish it was spring--it is going to be a long wait for the next track session. And if things work out right I will be learning all over again as I hope and it looks good that by then i will have an axil flow supercharger installed(along with upgraded fuel system, upgraded clutch and upgraded cooling---damn why does it HAVE to be that way.
got to go and pet the dogs and hug the wife or is it hug the dogs and pet the wife--damn
olddragger
Exit speed on 6 is a little higher than entry speed for 7 BUT you are goingmuch slower than if you had acclerated. I am not the expert here so i actually "coasted" a little bit(maybe 20 ft) before turn in on 7. I usually apex turn 7 at about 65.
Our 8's get up to about 105- 110 before we get to 6(depending on how tight we were in5) in 4th gear at about 7k for me. So I have to back off the peddle a bit, not much, before the turn in. I have a pretty good chassis set up and the car behaves well/neutral and turn 6 is kinda like turn one in that you have to trust it. You will think you are to hot but then the banking will catch you. I just have to have more seat time to find that edge. Fast in with slow lift, trailing with a breath on and slow breath off to max the average speed until #7 turn. Piece of cake--right? I can tell you this --if you get it right (i dont know if your car is the type that would benefit from this technique--i would guess all cars could use it? ) then turn 7 is a hell of a lot more fun and consistant.
Turn 1--3 is another interesting turn per Roar. They recommended an early braking for 1 with hard (for us ) acceleration through the turn swinging wide at the top(if traffic will let you) making it an almost straight shot to the rumbles strip right before 4--they we just drop the anchor and it throws us into the right approach for 4. It is faster for us --you just have to be careful about the traffic and your entry(at the rumbles before 4) will be a lot faster AND you can get a little light at the crest of that hill. If you dont time it right the chassis is still recovering when you hit the brakes which can make you wish for 4 wheel drive and Thank God for the escape area. Not much of that around RA.
Enough of my babblings.
Wish it was spring--it is going to be a long wait for the next track session. And if things work out right I will be learning all over again as I hope and it looks good that by then i will have an axil flow supercharger installed(along with upgraded fuel system, upgraded clutch and upgraded cooling---damn why does it HAVE to be that way.
got to go and pet the dogs and hug the wife or is it hug the dogs and pet the wife--damn
olddragger