dfw

Fair · 08-16-2013, 04:27 PM

last one...

Long story short, I drove like crap and wasn't well prepared for this event. Our 8 time ESP National Champion, Mark Madarash, was there in his flyweight Firebird and he schooled the entire ESP class, taking the win and setting Top PAX for the event as well, using only four of his allotted five runs. I fumbled my way through all five runs - getting lost, blowing corners, late into slaloms, DNF'd, double-apexing turns, and generally driving like a total ass hat. On my fifth run I almost put one together, but still lost the brake booster into two turns and blew my lines. Would I have caught Madarash with a miracle hero run? Probably wasn't going to happen, even with a better driver. Our Mustang is still 400 pounds too heavy and needs a lot more to keep up with that proven ESP winner.

The issues we had were also too numerous to count. The brake booster assist failure cropped up for me on all five runs, so that lovely problem has returned. We have yet another replacement vacuum check valve coming from Ford (and another as a spare!) as this seemed to fix the problem after the Optima event in June, where it was a big hindrance.

In-car from my 5th and fastest run is linked above. It is still terrible.

Might not seem like a big deal - losing the vacuum assist - but in this car when the booster goes away, suddenly it really throws you for a loop and blows your concentration. The pedal works fine, but after a long straight with high rpm usage it would intermittently lose assist and you felt like you were stepping on a brick, the pedal doesn't move, and the car won't stop. It wasn't consistent, but it did happen to me on every run.

Looks like much less lean here than at Nationals thanks to the new, stiffer spring rates.

When this happened at the Optima Challenge I luckily had a dozen autocross runs to put one together, and many laps on track to adjust my braking zones. You have to press the brake pedal with both feet and PULL on the steering wheel to get enough pedal movement to stop. It was exhausting at ECR back in June, but after we replaced the check valve in the booster it went away completely at the next ECR event in late June. So... just like the S197 front wheel hubs (we're on the third set in two years), the vacuum booster check valve has become a wear item, with spares to be kept in the race trailer. Live and learn.

Amy's 5th and fastest run is linked above.

Amy had a pretty good day, finishing third in class and 25th out of 126 in PAX, but she was a solid 1.4 seconds back from me. Just not driving aggressively enough? She got caught out by the slick spots and slalom timing on her best run also, but as always she still looks a lot smoother and cleaner than my hack driving runs. She is adjusting from street tire to R compound grip, slowly but surely. We need to keep getting her more and more seat time - when we all ran in STU for years she would regularly be on the same half second as Brian and I.

I think I need to avoid racing on three consecutive 100 degree days. I never do well in that type of prolonged heat. By Sunday I was sporting a massive headache and muscle aches, which meant I was low on water and salts. Stupid mistakes were abundant. As well as I felt that I drove on Friday and Saturday, I more than made up for it on Sunday with terrible driving. I really wanted to run GTA and this SCCA event, but probably shouldn't have done both.

What's Next?

This weekend, October 6th-7th, is the annual NASA race weekend at Eagles Canyon Raceway - which is what I consider my "home track". We had planned on running the red 2011 GT in TTS and the blue BMW E46 330Ci in TTD, but alas, the painter was delayed and the E46 will not be ready in time. Sucks, because we had run times 3+ seconds quicker than the old record (set by Costas in this same BMW in 2010, on street tires) with the 285 Hoosier R6s we can run in that class. Oh well, we will run the black 2013 GT in TTB (and get slaughtered) and the red 2011 GT in TTS and just have fun. I could get lucky and beat the existing TTS record at ECR (1:58.2), as I ran almost that quick back in June on the old Kumho's with the steering shudder and the old clanking PHB, but who knows? If fast Corvettes show up or the existing 350Z record holder are there, I'm sure they will be shooting to beat that record, too.

After the NASA weekend is a SCCA Club Race and PDX event on October 13th-14th. We had entered both Mustangs for that HPDE-like event, but will likely run the 2011 and the blue BMW there instead. Once the blue BMW gets back from its fresh paint job and gets some on-track laps/video/data, we will put it up for sale. We never drive this car and with seven cars and only room for six at our home garage, we need to "reduce the fleet".

I also have to get caught up on some pictures and text for the initial 2013 GT "ESP" thread. We have already done a lot of weighing and planning, parts are some coming, we have 18x10s on the car, and camber plates are going on today.

More soon!

Fair · 08-16-2013, 04:28 PM

Project Update for Oct 11, 2012: We drove both the 2011 and 2013 Mustang GT's at last weekend's NASA Time Trial event at Eagles canyon Raceway (ECR). I had planned to wait after this coming weekend's SCCA Club Race/PDX event but they cancelled it, so I will share what we have learned now instead. I'm still writing the 2013's first post in its own thread, but it is coming soon. We also did some dyno pulls on both Mustangs and the 2013 BRZ yesterday at True Street Motorsports, so I can share those as well.

Pre-Race Prep

As mentioned in my last post the '11 GT needed surprisingly little prep before this NASA race weekend. We had just run it at the Global Time Attack and a local autocross just 2 weeks prior and all of the then newly added Whiteline rear suspension bits were working perfectly - and with two weeks of silent street use we were all smiles. Other than two more new Kumho V710 tires, an oil/filter change, and the swap back to the winged trunk and race tires, it was an easy prep.

That shot above shows all of the Whiteline goodies. These changes + the slight bump in spring rates are all that were different from the car in June when we ran ECR and I knocked off a 1:58.2 lap, using Hanchey's AIM Solo in-car lap timer. We were back to running Kumhos again, and otherwise on the same suspension (Motons + Vorshlag plates) and running the same power level (430 whp) and aero (our custom mega wing + LS splitter).

The black '13 GT, however, needed much more track prep help - but we only had one day to do it, with the sudden change of schdule on our E46 BMW. While the '13 started out life 45 pounds lighter than the '11, it was much less equipped, and missing the much-loved 14" front Brembo brake package - which also includes wider wheels, and different shocks/bars/springs (we think). We had planned on taking our 2001 BMW E46 330Ci to run at ECR in the TTD class, but our painter needed more time so the car wasn't going to be ready, so we hurriedly put the 2013 GT into some sort of track-ready form.

It was still bone stock, with the craptastic 235/50/18 all seasons, 18x8" wheels, stock non-Brembo brakes, stock pads/brake fluid, and stock base GT suspension (which I think is different than the shocks/bars that come on the Brembo equipped cars). I couldn't bare to run this car this stock, as it would shred the tires and be laughably slow, so we threw some parts at it on the Friday before the event. A set of Vorshlag camber plates took the front camber from 0 to -1.7° (with lowering springs the max negative number is closer to -2.8°), threw the old Eibach front bar from the 2011 on, and slapped on a set of our Vorshlag 18x10" wheels and that old set of 295/35/18 Nitto NT-05s that I ran at the Optima Challenge.

As you can see, switching from the skinny 8" wide wheels and 235mm tires to the 10" wide D-Force wheels and 295mm Nittos actually helped the car lose over 27 pounds of unsprung weight/rotational inertia. That is a huge win, but the +60mm of tire should add more grip, too. The crew here tried to convince me to get a set of track-worthy pads for the '13, but I veto'd the idea, as we are chucking the whole stock brake set-up into the trash very soon and I didn't want to waste $300+ on track-worthy pads for a single event. I said "Hey, they are 13" front brakes, how bad could they be?!" I also blew off flushing out the stock brake fluid with some better Motul RBF600 that we stock and sell. Turns out those were two crucial errors in judgement on my part...

NASA @ ECR, Saturday Oct 6

We loaded up the '11 in the trailer Friday night. JasonM made new number and class graphics for both cars and we applied those at about 6 pm - right as the weather went from 80°F and sunny to COLD and overcast. Uh-oh... the forecast looked bleak but I towed the trailer out to ECR early Saturday morning, with Amy following me in the '13. Had to park in the gravel as the place was packed with NASA racers (something the SCCA club racers are sorely missing - more on that in a minute). The HPDE groups were loaded up, as was the Time Trial group, and three big W2W race groups. Pretty good, considering the crap weather and late event date in the year (over a month after the NASA Nationals).

We quickly unloaded and fueled up the 2011 and got our butts to grid. Amy was the lucky driver of the 2011 on Saturday and she ran in the TTS class against a very well prepped C5 Z06, an S197 Mustang AI car with big aero on Hoosiers, and many other quick TT racers. I was the unlucky schlub in the 2013 GT for the day, woefully under-prepped for TTB class - running against TTB fiend KenO and his Vorshlag/AST sponsored E46 M3; he already owned the previous TTB ECR track record at a 1:59.8, which he reset this past weekend by over a second - and he drives the car to and from the track, with a full interior. Anything sub-2 minute is QUICK at this track, too.

Let me back up a second - before the Saturday TT event even began I heard about a fellow TT competitor that crashed coming out of Turn 4 on Friday's practice event. A little tank slapper off into a 2000 pound hay bale that pretty much totaled the right side of this EVO X. So that's two totaled cars in two weeks from local Time Trial competitors - the Mustang at GTA and this EVO here. That sucks, but this is what can happen when you track a car at 10/10ths (or 11/10ths?) Don't forget the potential consequences, and don't short change your own personal safety. Luckily this driver also walked away unharmed, just lighter in the wallet.

Our Previous Lap Times at ECR

So back in early June I ran a 2:03.9 at the Optima Challenge on the 295mm NT-05 street tires, bitching about tires the entire time. The rears would overheat on the '11 within half a lap and I had to baby the throttle everywhere. That was with all of the same aero and the Moton Club Sports but an aftermarket PHB and the softer 450/175# spring rates. Then when we went back in June 23rd at the Five Star Ford track day I ran the big 315mm Kumho V710s, but otherwise the same suspension and aero, and turned a best lap of 1:58.2. Both June events had ambient temps exceeding 100°F. That 1:58 time in June was actually faster than the old track record for NASA TTS class, which was a 1:58.4, set in 2011. So we had thought all either Amy or I had to do was match or better that time from June and we could set a new track record in our street driven Mustang.

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Fair · 08-16-2013, 04:28 PM

continued from above

Amy went out in the first session, and in the Texas NASA Region the 1st TT session on Saturday doesn't count for the competition, only for gridding the cars in order of speed for Session 2. Kind of weird, but we all know it. Normally the quickest times happen early in the day, like this first session, due to excessive track temps. But this day was COLD, and it only varied from 47-50°F during both days, so track temp wasn't a problem!
She went out and busted off a 2:01 in her first session, which wasn't bad. Then in the 2nd session (or the first one that counted for competition), with no changes other than driving she popped off a 1:58.8!

Amy's best lap in TT session 2, at a 1:58.8

I was floored. She was leading TTS class over some other TTS drivers in real race cars, but in this overweight full street car. I asked her what she did different and she said "I pushed it a LOT harder!" She got out of the car shaking a little but with the BIGGEST smile I've ever seen. Oh man she was HOOKED on R compounds now. This was by far the fastest I've ever seen her run on a road course, and come to find out it was her very first time racing this car on R-compound tires on a road course (I kinda hogged the car at the previous events where we ran sticky tires). "I want some more..."

After her second session we made some lunch, then she hit the track again in session 3, but she only managed a 1:59 lap. We talked to Mike Patterson at lunch about a ride-along for some pointers for her. Mike is a long time AI racer, NASA race director, and one of the gurus at Moton/AST-USA. They went out in an HPDE3 session right after TT session 3 with Mike riding shotgun, giving her advice.

He knows pony cars and this track very well, and showed her a few places to tweak her line, where to track out farther, and some places to brake a tick later in the high speed braking zones. But overall he was impressed with her smoothness, ability to take advice and alter her driving quickly, and the car's lap times. He also raved at how well our 2011 GT soaked up some of the more notorious bumps at ECR, stating "That's the best handling street car I've ever ridden through turn 8 in at this track!" Gotta give credit to his own shop's custom Moton shocks (with DDP pistons + custom valving), and the new Whiteline S197 suspension bits.

So after this 4th session for her that day she went back to the trailer and we fueled up the 2011 once again. She was ready to try some of the new tricks Mike taught her in TT session 4, and the weather was still chilly but otherwise conditions were unchanged. Her main rival in TTS for the day was in a yellow C5 Z06 Corvette had just busted off a 1:57.5 but she felt she still had some left and was going for it....

During her warm-up lap I saw her arm go up, signaling "pit in", and she came into immediately to the hot pits. I went over to see what was up and she said the rear brakes were making a horrendous noise - and I looked at the rotors, and both were split! It probably happened between her 4th session on track while the car parked down at our trailer, sitting in the cold wind cooling down. We had heard a slight noise going up to grid in TT session 4, so I got out, walked next to the car, and listened... then it went away. Couldn't see anything. But as soon as she braked hard once on her warm-up lap the rotor splits opened up. Just a single half speed lap like this wiped out the nearly new rear Porterfield R4 pads, too.

Saturday TT Results: http://www.nasatx.com/resultspoints/...aturday_TT.pdf
Vorshlag Photo and Video Gallery: http://vorshlag.smugmug.com/Racing-E...SA-ECR-100612/

We quickly put the car in the trailer and bombed back across town to Vorshlag. Ryan met us at the shop with a pair of new rear rotors he picked up at O'Reilys and he swapped those + some used Porterfield R4S pads we typically used for autocrossing/street use, just on the back. The front 14" brake rotors and pads looked fine. We reloaded the car and got some sleep.

How About the 2013 in TTB?

Yea, about that. Well we had nobody there shooting pictures for us all day Saturday, so I don't have any "action pics" in the '13, and with only one video camera we didn't get in in-car vids of the '13 either. That's probably all for the best, as it was pretty terrible on track. I cannot describe in words how awful this car turned and braked. It was rather remarkable. Sure, the 5.0 Coyote V8 made boatloads of power, and the NT-05 tires worked "OK" in these frigid conditions (finally didn't overheat!), but the brakes were atrocious and the handling is best described as "boat like".

ECR is a little bumpy. OK, it is a lot bumpy, but with good shocks on our various track cars (ASTs or Motons) we don't notice the surface humps, heaves and bumps at this track almost at all. This 2013 GT was on the OEM shocks, and I'd swear they were 200,000 mile blown shocks and struts if I hadn't seen the odometer reading 600 miles with my own eyes. The front end was porpoising up and down about a foot all down the back straight. Even the corner workers we talked to at lunch remarked at how bouncy and floaty the car looked. First session best time was only a 2:10, but that session doesn't count for times.

Even with maxed out camber, which did help me from shredding the outside edges of the front tires, this car was a hot mess. Like driving a guided missile - all kinds of power, but with minimal turning and no way to stop. The handling was like this: it would turn in, then keep rolling, then bounce through the corners and flail around, seeing both top and bottom of suspension travel several times per corner. Just awful. The base GTs must have a set of noodle shocks and springs. And we even had an Eibach front bar set at full stiff, to try to fight this massive bodyroll. And big 295mm tires on the thing, up from 235s. It was all "lipstick on a pig" with the stock suspension, though. This car needs better shocks and springs BADLY.

By TT session 2 the base GT's 13.2" front brakes were going away quickly, and by that session I realized the brakes only had ONE hot lap in it at a time, then needed a really slow cool down lap to get the brakes to come back. I was braking the '13 a solid 50 to 100 feet sooner than in the '11 but it was still barely staying on track. And one time, it uh....didn't.

I was coming down the back straight in TT session 2 at what the (second, borrowed) AIM Solo later said was 115 mph. I go to brake for turn 7, down shifting from 5th to 3rd... but there were no brakes. Pumping madly, nothing happening. I could say I was still "getting a feel" for the stock pads and braking system but I was abusing the crap out of the car, to try to make better lap times due to the abysmal handling. It was too much and the front brakes just didn't have anything left. I won't blame the equipment, because I bought the car on purpose without the Brembos, then left the craptasic stock pads and fluid on there, then over-drove it; I have to blame myself for not having the forethought to replace these critical OEM bits + the extra abuse I was laying on the car.

So in TT session 2 on Saturday I went WAY off the end of the back straight, still doing about 80 mph, even though the entry speed is about 50 mph (according to the data I was doing 123 mph and slowing down to 51 mph in the '11 GT - lots of braking). The corner workers had a good laugh at lunch. "We thought that car would never stop!" I was a good 100 yards off in the dirt, but the tall and soft 4x4 stock suspension at least soaked the off-roading up well enough. Only evidence was a little stalk of grass in the grill, and otherwise zero damage. I got off lucky.

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Fair · 08-16-2013, 04:29 PM

continued from above

Turns out the front brake pads were done by the end of TT session 3, as shown above. Went from brand new full depth OEM pads to a hair off the backing plates in three sessions. Half of the pad material seems to be sitting there inside the front wheels, where I parked after coming off track! Since we had no times in TT session 1, and I earned a big fat DSQ for TT session 2, I had to go out and nail down something in TT session 3. Surprisingly, with much attention paid to the quickly fading brakes, I nailed down three laps in the 2:07s with a best of 2:07.33. By then my nerves were as shot as the brakes and I changed my role for the rest of the day to "Amy's support crew". I finished 3rd out of 4 in class, well behind KenO's 1:58.678. Oh well, not very shocking... since the car had no shocks! :P

I am glad I got to experience the nearly bone stock '13 on track, so I can be better informed when I talk about how important suspension upgrades are for this S197 chassis. After running in the beautifully handling '11 GT all day, Amy had zero desire to drive the '13 on track for Sunday, so we drove it back to the shop, following the truck and trailer pulling the '11 in for rear rotor replacement.

NASA @ ECR, Sunday Oct 7

Sunday TT Results: http://www.nasatx.com/resultspoints/..._Sunday_TT.pdf

Sunday we pulled up back at the track and quickly unloaded the '11 GT. I was driving it that day and Amy was support for the day - but secretly she hoped for a session or two in the car. She was still REALLY pumped after tracking it all day Saturday. We put in a little fuel and got to grid in time. The weather was again 47°F and warmed up to a balmy 50, with a little less wind than the day before - but still plenty cold. The schedule showed the same cars entered, with Michael Perkins TTS C5 Z06 the biggest threat, who won Saturday's TTS class with a best lap of 1:57.5. TTA was a good 2 seconds quicker that day, so I was worried that a certain EVO might jump up to TTS to reset the track record in this class - but they weren't listed in TTS (yet).

I went out and pushed hard in Sunday's TT Session 1 and got a best lap of 1:57.354, and was the quickest TT car in the session. Out again in TT Session 2 and ran two nearly identical 1:57.14 laps, only a couple of tenths faster. Mike Perkins took his TTS Z06 to a 1:57.390, so it was close! I didn't know at the time (they didn't get his class right until session 3 results were posted) but Josh Dunn's TTA classed gutted EVO had jumped to TTS for Sunday and was already running a 1:56.471.

For TT Session 3 I pushed a bit harder in a few spots and managed two more 1:57.11's, with one of those watching the AIM having a Forecasted 1:55.8 lap, right until I put two tires off exiting corner 11 onto the front straight. GRR! I knew the car had a high 1:58 in it but I couldn't even break the 1:56s in three sessions, which was very frustrating. It was in this session that Josh Dunn had cinched the TTS class with a 1:55.326, and the results finally showed him in TTS, so I knew I was out of contention for the day. Oh well, I took to TT session 4 with a vengeance, determined to get that 1:56 lap, just to make that personal milestone.

Click the image above to see in-car video of Terry's best lap of 1:56.33

So the two hot laps from TT session 4 in the video above were hectic. I passed 3 cars in traffic to a 1:56.9 lap, then had a semi-clear lap of a 1:56.343, with a car spinning off track in front of me (I lifted a bit there to make sure he wasn't coming back on track). I talked to the driver of the black TTS S197 Mustang, and it is a soon-to-be-AI car but he was running on Hoosiers, makes 400 whp with a 351W, and the car was about 200 pounds lighter than our '11. It looks like I was only catching him under braking, and most of that into turn 7.

By the end of the weekend on Sunday Amy and I were both utterly exhausted, but we both felt really good about our lap times. She wanted one more shot at the car on Sunday but after seeing how close to a 1:56 I was she let me take all 4 sessions. For Sunday I finished 2nd place to the EVO, a full second back, oh well. I beat the old TTS track record by 2 full seconds, so damn the new record!

A 1:56.3 is still pretty darned quick for a full weight street car with good suspension, some aero, and two engine bolt-ons, I feel. We have had a lot of racers tell us the same thing in the past week, too. Mark Smith reset the American Iron track record at ECR with a 1:59.848, in a Boss 302-S, for comparison. The best ECR lap I had run prior to this was way back in 2008 in the E36 LS1 Alpha car, with a 1:57.2 in a gutted 2500 pound BMW with the same 315mm R compounds. We discussed our lap times and any ways to improve them in this car over excellent TexMex food from Fuzzy's Taco Shop in Sanger, TX, located at the interstate outside of ECR. This is the perfect post-race meal!

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Fair · 08-16-2013, 04:30 PM

continued from above

Explain The Gains

What made the 2 second improvement in this car since June 23rd? That is a BIG jump in time for a car that is otherwise unchanged, and one that we have driven so much at this track (I am not really "learning to drive the track better", having made many hundreds of laps here in the past five years). The only changes to the 2011 GT since our 1:58 laps were the slight bump in spring rates (which I detailed in my last post) and the addition of the full suite of Whiteline S197 components. I might sound like a broken record but this Whiteline stuff really has transformed the car, which we have noted at the Solo Nationals, GTA at TMS, and at NASA at ECR this past weekend. The Watts Link is the big game changer, but their swaybars, LCAs and rear relocation brackets helped, too. This stuff works, and more importantly, it doesn't make any racket on the street.

I am very, very impressed with the Whiteline parts and apparently you guys are responding to our positive results, with a lot of Whiteline S197 (and BRZ!) sales in the past few weeks. Thanks.... because in the end, that helps us keep doing what we're doing: trying new products, designing our own parts, and racing on them to prove what works and what doesn't.

Dyno Testing

So on Wednesday of this week we took three of Vorshlag's project cars to True Street Motorsports in McKinney for some dyno testing.

Nothing earth shattering here, just a routine "check-up" dyno pull on the 2011 GT and a first "Baseline" pull on the still stock 2013 GT and Matt's 2013 BRZ. Weather kind of sucked, with 100% humidity plus spitting rain, and even with SAE standardized corrections the 2011 tested a tick lower than the 430 whp pull on the same dyno back in Spring, but still pretty close at 424 whp.

The 2013 also made exactly what I thought it would make at 376.9 whp - within 1 hp of the 2011 GT when it was in stock form (378.5 whp). Ford re-rated the Coyote 5.0 in 2012 with an additional 8 hp (412 -> 420) but it didn't show up on our dyno test. Me thinks it was marketing fluff.

Still, 377 whp is nothing to sneeze at, and most of the reason why the 2013 was able to knock down that 2:07.3 lap at ECR. Like I stated above, the only thing it had on track was horsepower, as the brakes and handling were pretty much crap in stock form, in my view. It was a big floaty missile, that once you got it pointed in the right direction would gobble up straight-aways, but sometimes fly off the end of them. We were a solid 4 seconds faster on the exact same set of 295mm street tires with just better suspension/brakes in the '11 GT, and the 47 hp difference between these cars wasn't where we made up 4 seconds. Then we were fully 11 seconds faster with the tweaked '11 GT on slightly wider R compounds. And driving the '11 GT was much easier and confidence inspiring.

The overlay dyno chart above is showing all three cars: the 2011 GT with headers and a cold air (plus a custom tune by True Street), the bone stock 2013 GT, and the bone stock 2013 Subaru BRZ. Look at the shapes of the dyno curves for the stock vs modded 5.0 GTs - they are remarkably similar. The big 1-7/8" Long Tube ARH headers and the Steeda cold air added torque and horsepower EVERYWHERE, with zero loss of torque at any RPM. In fact there is an extra "torque hump" on the '11 at the extreme low end (2500-3200), which is very noticeable street driving both cars back-to-back. For the 2013 GT's headers I am again going with the bigger of the two primary options on the ARH long tubes, as it is simply a win-win over the 1-3/4" primaries (as ARH told me, the 1-7/8" full length units "make more power everywhere" than the smaller primary option).

The little BRZ made 167 whp, which was more than I thought it would. About right for a car rated at 200 hp (meh, so it is about a 16% drivetrain loss). And yes, our 2013 GT stickered ($31K) almost the same as the BRZ ($27K), but the GT was actually purchased for several thousand dollars less (with that $1500 rebate, + it is domestic and therefor they deal). But you don't buy a BRZ or FR-S for horsepower, you get one because it is a nimble RWD chassis that weighs almost 800 pounds less than the solid axle GT. Completely different animal. You can read more about our exploits with the "FT86" chassis in this thread on VoMo forums, also located on NASIOC, 'Carvers, RRAX, and SCCAForums.

What's Next

I swear the 2013 is getting it's own thread very soon. We have been removing parts, weighing things and gathering all sorts of interesting data on this car, so the new thread will have some new information worth reading. Our 2011 GT project thread here will continue, as we plan to keep tracking and street driving the red car.

The next event for the '11 is the Five Star Ford track day on Nov 17th at ECR. Vorshlag will be there with our trailer and some of our race crew to help support the many Mustang drivers likely to attend. We can help check your alignment, help set tire pressures, and will be giving ride-alongs in the red car with me or Amy driving. That should be fun!

The 2011 was back to street duty on Monday after a wheel swap. After we leaned on Wednesday that the SCCA PDX event was cancelled the crew here at Vorshlag swapped back to the stock trunk, too. The 2013 GT is badly in need of a bunch of suspension parts, to rid it of the 4x4 look and parade float handling. The uber-light brakes we will use are another three grand, and there's the LS back seat delete kit that is only another $900 more. Another set of custom Forgestars would be help, then we can get to cutting the fenders to make the big tires fit. I really need about five grand to build or buy what we need to get started. Hopefully my 2001 BMW E46 330 will sell for good money in the next couple of weeks (it just came back from the painter yesterday and looks flawless!) and I can use some of that cash to throw at the 2013.

I am almost done writing our "How To Build your 2011-2013+ Mustang for Track Use" article, too. Our entire crew is helping contribute to that one. We have had customers asking us for "the wish list" so we finally put it down on paper. Err... electronically. In that article we will finally list out which modifications we think help lower your track times the most, and in which order we recommend doing them in, with some budgetary numbers along the way. We also will list out what options to look for when ordering or buying a 2011-13 Mustang as well - "How to Buy a Mustang The Right Way".

More soon,

Fair · 08-16-2013, 04:30 PM

Project Update for Nov 16, 2012: Wow, has it been a month since my last update to this build thread? We've been buried and posting on our other build threads, but I neglected this one. We had an autocross two weeks ago (last one of the year) and have a track event tomorrow that we're loading up for. And the eBay auction on my 2001 BMW 330Ci is still going strong (ends Tuesday Nov 20th at noon!). Anyway - busy busy, so let's get caught up with a quick update.

SCCA Autocross, Crandall, Nov 4, 2012

Two weeks ago we had the last autocross for the year lined up. We had the 315/35/18 Kumho V710s still mounted to the Forgestar 18x11"/18x12" race wheels. Hmm, swap to the Hoosiers for this autocross or not? It was the last event of the year and I had the regional class championship wrapped up, so I blew off the extra work of swapping tires and had the guys here at Vorshlag leave those on the race wheels and the 315/30/18 Hoosier A6s stayed on the tire rack. If it was even remotely warm they would probably do all right, and I doubted Madarash would show up to two SCCA regional events in a row (my main ESP competition in this region - the reigning and 8 time ESP National Champion who is brutally fast every time).

Well, I was wrong... he did show up, but didn't run his car. Opie Viets brought his '84 3rd gen Camaro down from his region and ran with Madarash co-driving. And they ran Street Mod, in an earlier heat. Opie's car was similar to Mark's in many ways, and even had Madarsh's old double-adjustable Konis and some other parts of the set-up were the same. But it wasn't Mark's actual 3rd gen, and he told me this past week that it still needed some work. So yea, "I beat Madarash", technically, but it wasn't a real victory - it wasn't his car, running in the same class or heat. But.... I never get to say that much, so I gotta sneak it in whenever I can!

PAX Results: http://texasscca.org/2012_solo_results/tr12_9_pax.htm
Overall Results: http://texasscca.org/2012_solo_resul..._final.htm#ESP
Photo and video gallery: http://vorshlag.smugmug.com/Racing-E...andall-110412/

Strangely I did place 2nd out of 112 in PAX, which was a first for this car. It was frakkin working WELL on those Kumhos!?! So Amy and I drove together in ESP and ran in the last heat of the day. Temperatures were mild all day and there was water on two parts of the course for everyone's runs. It was there in the morning and kept seeping up through some cracks in the concrete pad, so we all had to deal with it. Oh well, could have been in worse spots.

The course was the same as two months ago for the first 1/4, then it had some tight turn-arounds with short acceleration zones coming out, with lots of tight TIGHT transitions. Walking the course I feared losing to street tired Miatas in STR or the narrow slalom buggies in STX, but luckily that didn't happen. Putting 2.5 seconds on STR and 4.5 seconds on STX was unusual for us, but it felt gooood. Even with a lot of tight stuff the big S197 did all right.

Everything seemed to work well that day, for once. The shocks worked brilliantly, as always, but so did the brakes. No "ice mode" or lack of power assist, like the last time we ran here (we put in the 2nd replacement brake booster vacuum hose grommet before the NASA event). The tires were pretty cool all day, but we finally got some heat in them after our 4th runs, which seemed to help. With the new stiffer spring rates we added after the Solo Nationals, and the stiffer swaybar settings that seemed to work best in our private test, the car corners flatter and transitions violently.

A nice surprise was Amy getting interviewed by a camera crew shooting for "Mobil1 The Grid". The interviewer even rode through with Amy and was all smiles after hopping out. They interviewed a half dozen racers so it might not "make the cut", but she put on some good runs and did great on camera, and the car looked and sounded great. She was a tenth off of Madarash's time, and a second quicker than the 3rd place ESP entrant, also a Solo Nationals veteran. The Mustang was just stinkin' FAST that day. So ... we will know if she made the cut when the show airs on Speed (or FoxSports1?) next March, I guess.

An old college buddy and my current engine builder (HKRacing Engines), Erik Koenig, was in town delivering two LS1 engines to Vorshlag, so he stuck around and came to the autocross. We watched some of the event from atop the drag race bleachers then he rode through with me on three of my runs. He taught me most of what I know about autocrossing back from our TAMSCC college racing days, and was the first person I ever rode through with in an autocross run with on race tires - which totally ruined me, and led me to go to college at Texas A&M University in the first place! He used to race well against Madarash in ESP in the early 1990s, so he got to talk to him again after being away from the sport for the past decade. It was good to see him out again and I hope he gets one of his Mustangs back into autocross worthy shape soon. Big shout out to my buddy Ed from Pirtek, who came out to "crew" for Amy's and my runs. When you're driving with two folks in a small heat, with numbers to change, tires to check, shocks to tweak, passengers on every run, and a TV crew shooting video of all of that, this really helps - so thanks!

Above is the in-car video from my fifth and best run. It had a huge mistake in one of the tight 180° turn-arounds, and I blew off the run after that. The right rear started spinning after that flub and I just matted the throttle, pissed off at my mistake, and just drove like an idiot to the finish. And dropped almost 9 tenths?! I am still scratching my head over that one. I guess all of my other runs were worse - and they all did have mistakes. I never claimed to be a good driver, but sometimes I luck into a good run. I didn't hit a cone all day and Amy was also pretty clean with only one cone, and we were stepping on cone bases. She managed 2nd in class and 11th in PAX, also a good placing for her.

continued below

Fair · 08-16-2013, 04:31 PM

continued from above

This was our last autocross planned for the year. We have lots to work on over the winter to this car, mainly turning it into a more track-worthy car, with the compromises of running "autocross and track and street" down to just "track and street only", as the 2013 GT is getting closer to ESP set-up. We have another set of coilovers on hand for the '13 (AST 4200RR), as well as a Watts Link kit (Whiteline, of course), and some other bits and pieces that we will show in that build thread (I will link it from here when I start it).

Preparation for Five Star Ford track day

So that was two weeks ago and today we're prepping the 2011 GT for another track event. This is an informal HPDE put on by the Five Star Ford of Plano dealership where we got our '13 GT, and the dealer we got that car from is setting this up (Corey White). This is the same group that did this back in June. Weather for tomorrow looks nice and we should have 40-50 cars. Amy will be driving the '11 GT and Matt will be in his BRZ (which got 255 Hankook R-S3s on the 17x9" wheels, Carbotech brake pads, and an oil change today, too).

One of the biggest changes to the '11 GT was a height reduction on the rear wing element. After hearing from several aero experts about the poor placement of our APR 3D wing element ("it doesn't work above the roofline!") we finally got around to shortening our custom built wing uprights. Ryan took 5 inches out of the height and the element now sits below the roof line.

Ryan, and our new tech that started this week Olof, got the Mustang and BRZ cleaned up, inspected, tires swapped, brake pads swapped, and the red car is being loaded into the trailer now. We will be out at Eagles Canyon bright and early tomorrow morning to put in some solid laps in both cars.

The differential in the 2011 GT is fried again, so we'll order another carbon clutch pack rebuild kit from Ford and get that installed in the coming weeks. The left rear outer axle seal is weeping a tiny bit of fluid, so that needs to be changed. The next event for this car is another ECR track event December 8th - the annual "Toy Run" event.

2012 Mustang Boss 302-S Prep

During the week of Nov 5-9th we worked on American Iron racer Mark Smith's Boss 302-S race car here at Vorshlag. Figured I'd show this car, as it has some pretty cool parts and capabilities as delivered from Ford. I will show more on this car in a future post, too.

After setting a track record at ECR in October, he brought the car to Vorshlag for some more tweaks, updates, and repairs. We had discussed some weight saving items we could tackle for a good 75+ pound drop in weight. American Iron runs with a power:weight formula, and the 302-S can run a variety of restrictors to go up and down in power. With a lower weight he can run less power, then add ballast to use a larger restrictor for more power at bigger tracks. Flexibility...

The big update we made was a new custom mandrel bent exhaust, to replace the nearly stock parts that these cars come with. We left the stock exhaust manifolds in place, as much as it pained me, and concentrated on a lightweight, high flow race exhaust that included 16 gauge Stainless Steel mandrel bends, two 4" round Magnaflow stainless mufflers, and a custom X-merge, all made in-house here by our fab guru Ryan. The new system stopped just below the rear axle and the car dropped about 45 pounds - and picked up a lot of power.

The entire system is tucked above the bottom of the frame rails and shouldn't ever scrape anywhere, unless it runs over something off track that only hits under the middle of the car. Ryan added heat shielding to the tunnel near the tips, built custom hangers with poly mount bushings, and it looks and sounds amazing.

With the stock air filter/box in place and the stock exhaust manifolds, power jumped from 365 to 420 whp! The old number had a home-brew air restrictor in place, which was changed for a proper restrictor in the throttle body. LG Motorsports dyno'd the car with three different size restrictors and now it has 365 whp again, but a lot more torque than before. He can also run the car at three different weights now and has the dyno charts and restrictors needed for each AI legal set-up.

Ryan built a custom bracket for this sub-3 pound battery Mark wanted to try - and the dang thing works! It charges fast and will start the car at least 5 times in a row with the same charge. Dropped 30 more pounds with this battery, and the old one can be swapped in quickly to add ballast or if the new wiz-bang battery craps out. New front wheel bearings, a strut repair, lots of clean-up work, new fluids in the diff/cool and trans/cooler, and a sound test rounded out our work for the week. Mark was very pleased with the car, the exhaust still managed to only blow 95 dB, and he did well at two races at NOLA last weekend.

Video of the drive-by in the 302-S with a sound meter at 50 feet.

A rear main seal leak (that we warned him about) became worse in those two races at NOLA and a slipping clutch ended his weekend early, after the second race. He managed to secure 2nd overall in AI for the year for NASA Texas, so he was happy with that (he only ran about half of the races). Next year - look out! I suspect Mark's 302-S will likely win even more AI races.

Anyway... this quick post grew a bit! I better sign off and help get the trailer loaded. Until next time!