SVOXR4STi

Morris Drysdale 40 Stephen Leiding 47

I would encourage everyone to come out and experience lapping at GMP. The amount of tire and brake wear is controlled by the driver. The track surface at Gimli is abrasive. It's old ash-fault, suffering from years of erosion, we are kinda lucky to have it our backyard. It's much the same surface as St Andrews airport. The duration that the tire is under load from cornering is greater at GMP compared to St Andrews, resulting in more heat, more wear. Below are my thoughts on Lapping Days. Excessive wear on the road course occurs primary for two reasons... 1 - You're over driving the car. Most street cars tend to understeer at the limit, carry too much corner speed, primary on entry, you end up plowing your way through. You can feel the front sliding, scrubbing off speed and tire tread. Happens all day long during HPDE events. Corner 1 will destroy tires if you drive like this. 2 - You're actually driving at the limit, using 100% of the available grip, you've done 1000's of laps at GMP you know your car and track. The car is neutral through the corner, all four tires are sliding at their optimum slip angle. You're hitting all, your marks, primary concern is getting the best lap time. Brake, tire and vehicle wear are secondary. Ninety percent of tire wear occurs in corner 1, the right front taking the most abuse as it sees the greatest load and overheats. Overheat a street tire and it will chunk. Every other corner you can be messy, with minimal tire wear, but not corner one. Don't dive bomb corner one, there's so much else you can work on. Slow it down and be smooth, lapping is not racing. I'd suggest rather than trying to set the fastest lap time, concentrate on actually learning something. Lap days are NOT timed events, so slow it down and conserve your car, brakes too. Come out for lapping and learn some new skills, or improve the ones you already have. Learn the proper race line, it will take you at least a hundred laps. Keep your eyes up, you'll see things when your not it the tunnel of trying to go as fast as you can. Practice your brake release, learn to trail brake, get your heal-toe downshifts smooth, and much more. Concentrate on just one thing for a session or two, feel what the car is doing, what do you hear? There's so much you can learn, it will take more than day, perhaps a lifetime. It's all about having fun with your buddies. The amount of wear & tear is completely up to you and your wallet size, so drive accordingly.

In addition to racers, if you have something you would like to contribute, you are encouraged to attend. Track officials, RSVP here. The goal is to improve every event, attract more participants, and most of all have fun doing it. We want to hear from you!

Congratulations Mathieu. Your van down by the river is going to look amazing!

He’s probably just too quiet. Morris drove most of our races this year, he gets more credit for showing up than I do.

Thanks Peter. You're amazing! Co-Drive for #40 is Morris Drysdale.

I won't be there, but Morris should be joining you with #40.

I thought we were going to run PTC? I'm bolting the turbo on this weekend.

Yes, my option 1 and 3 use the same rule set. The only difference would be, for option 1 everyone agrees to run PTF, rather than splitting the class into two groups.

Welcome Mike. The rubber tire drivers will thank you for scuffing the ice surface.

I found some time to have a thought about Club Class. I'm not completely sold on the spec tire idea. I think it would work if every car was the same, running a true spec class, but we are not that. I would suggest the following three options. 1- The current NASA rule set, exactly as written, running in class PTF. For most PTF would allow a total of 19 modification points, current CCC competitors may be required to remove modifications. 2- Club Class which follows the NASA rule set, but simply limits the points allotment for PTE. (no arbitrary minimum weight, NASA includes base or competition weights for each competitor). 3- No change, NASA rules, full PTE points. $$$ Proposal: Create a Club Class which reduces the NASA points allotment. Reducing the points allowance would eliminate the purchase of expensive motor mods, there is simply no points allowance for it. It solves the issue of unrealistic competition weight, there is no longer unused points available to apply drastic weight reduction. Maintaining the current NASA rules would allow for a more inclusive club class, hopefully a larger group, other makes and models would "fit". Rather than a strict spec class, there is room for some modification, you can tinker, but need to be very selective as your points allotment is limited. If everyone currently in CCC uses a base class from NASA of PTF. This allows a points allotment of 39 to move from bottom of PTF to the top PTE. Everyone should have the WCMA/NASA spreadsheet used to class their car. What if we limit the points total to a maximum of 30? Of which only 11 may be used in PTE class. You would get your full allotment of 19 to use in PTF, at which point you are bumped up one class to PTE where you are allowed a further 11 points. If your car is classed by NASA with a base of PTG (it's a heavy under powered slug), you would use the 19 points for PTG, 19 for PTF, and 11 for PTE. Below I built a model around the CRX Si ('88-'91), base weight is 2174, 205mm tire size with the following modifications. I think the standard setup for all the Honda's with small variations. I set a minimum competition weight of 2174lbs, chosen because it is already assigned by the NASA table of vehicle weights for CRX. If you don't have a CRX and can't get to 2174, you then have a few weight reduction points to use elsewhere. No Club Class car would be allowed a competition weight below 2174lbs. I suspect actually requiring a set lower limit would not be required, as there simply will not be excess points available to apply. Honda CRX Si 88-91 Base Class - PTF Asterisk Points +7 (because you showed up with a CRX, we don't like you) I think NASA rules give CRX +7, because base weight is 117lbs less than 89-91 Civic, 89-91 Civic is allowed to remove 117lbs using a points allotment of +8. A8 - DOT-Approved (non-R-compound) tires with a UTQG treadwear rating of 120-200 +2 Section B - WEIGHT REDUCTION Base Weight 2174 - Min Comp Wt 2174 = 0 lbs reduction = 0 points C4 - Modification of the BTM air intake/box +1 C22 - Modification, porting, or replacement of the BTM exhaust manifold or header(s) (includes any/all other exhaust and catalytic converter modifications) +5 D5 - Added limited slip differential or welded/locked differential +3 E3 - Non-BTM or modified/re-valved shocks/struts/dampers +3 E5 - Non-BTM or modified coil springs, bump stops, leaf springs/spacers/brackets, or torsion bars +2 E7 - Add, replace, remove, or modify anti-roll bars (swaybars - front, rear, or both). +2 E9 - Replace, modify, or remove control arms +4 Total modification points = 28 Honda Civic Si 89-91 Base Class - PTF A8 - DOT-Approved (non-R-compound) tires with a UTQG treadwear rating of 120-200 +2 Section B - WEIGHT REDUCTION Base Weight 2291 - Min Comp Wt 2174 = 117 lbs reduction = +8 points C4 - Modification of the BTM air intake/box +1 C22 - Modification, porting, or replacement of the BTM exhaust manifold or header(s) (includes any/all other exhaust and catalytic converter modifications) +5 D5 - Added limited slip differential or welded/locked differential +3 E3 - Non-BTM or modified/re-valved shocks/struts/dampers +3 E5 - Non-BTM or modified coil springs, bump stops, leaf springs/spacers/brackets, or torsion bars +2 E7 - Add, replace, remove, or modify anti-roll bars (swaybars - front, rear, or both). +2 E9 - Replace, modify, or remove control arms +4 Total modification points = 29 Honda Civic HB 96-00, Classed as Wt/HP Base Class - PTF A8 - DOT-Approved (non-R-compound) tires with a UTQG treadwear rating of 120-200 +2 Section B - WEIGHT REDUCTION Base Weight 2350 - Min Comp Wt 2174 = -176lbs reduction = 13 points D5 - Added limited slip differential or welded/locked differential +3 E3 - Non-BTM or modified/re-valved shocks/struts/dampers +3 E5 - Non-BTM or modified coil springs, bump stops, leaf springs/spacers/brackets, or torsion bars +2 E7 - Add, replace, remove, or modify anti-roll bars (swaybars - front, rear, or both). +2 E9 - Replace, modify, or remove control arms +4 Total modification points = 29 Apply to Spec Miata... Base Class - PTF Asterisk Points +14 (because Miata's are awesome, but everyone hates you, here's some points) A8 - DOT-Approved (non-R-compound) tires with a UTQG treadwear rating of 120-200 +2 Section B - WEIGHT REDUCTION Base Weight 2185 - Min Comp Wt 2300 = 0 lbs reduction = +0 points C4 - Modification of the BTM air intake/box +1 C23 - Any modification to the BTM exhaust piping and/or catalytic converter (includes muffler modification or replacement) +3 D5 - Added limited slip differential or welded/locked differential +3 E3 - Non-BTM or modified/re-valved shocks/struts/dampers +3 E5 - Non-BTM or modified coil springs, bump stops, leaf springs/spacers/brackets, or torsion bars +2 E7 - Add, replace, remove, or modify anti-roll bars (swaybars - front, rear, or both). +2 Total modification points = 30 Apply to 2010 Toyota Matrix Base Class - PTG/PTF Asterisk Points +7 A8 - DOT-Approved (non-R-compound) tires with a UTQG treadwear rating of 120-200 +2 Section B - WEIGHT REDUCTION Base Weight 2770 - Min Comp Wt 2480 = 290lbs reduction = +19 points C4 - Modification of the BTM air intake/box +1 C22 - Modification, porting, or replacement of the BTM exhaust manifold or header(s) (includes any/all other exhaust and catalytic converter modifications) +5 D5 - Added limited slip differential or welded/locked differential +3 E3 - Non-BTM or modified/re-valved shocks/struts/dampers +3 E5 - Non-BTM or modified coil springs, bump stops, leaf springs/spacers/brackets, or torsion bars +2 E7 - Add, replace, remove, or modify anti-roll bars (swaybars - front, rear, or both). +2 E9 - Replace, modify, or remove control arms +4 Total modification points = 30

Correct. For example, CRX Si 88-91 Base Weight = 2174, Honda Civic Si 89-91 Base Weight = 2291. If you are below these base weights you may apply unused modification points to compensate. If you are over your base weight, you do not get additional points to use for other modifications. I'm not sure everyone completely understands the NASA classing system. It seems very well thought out, in regards to having various car configurations and manufactures competing on a level field, Everyone should spend some time trying to understand it. https://www.nasaproracing.com/rules https://nasa-assets.s3.amazonaws.com/document/document/4271/PT_Rules_2017_v12.1--12-27-16.pdf

Yes, because my car has an engine swap (Vtec in a 97 CX hatchback) it is classed using the Wt/HP Ratio. Totally legal within the NASA rules. My car dyno'd 115HP at the wheels, using a completion weight of 2100lbs, put me in PTE class. You could class your car similarly, based on Weight/HP for either PTF or PTE. Ian... plug a similar HP number for your car into the spreadsheet on the "Adj WT-HP" Tab, pick a competition weight, check the appropriate boxes. You may be pleasantly surprised. NASA works.

96-00 Civic = EK Chassis My car, 97 Civic Hatch with a 1.75" cage, ran a competition weight of 2190 last year. I have no carbon fiber, rear hatch glass replaced with lexan. I removed 200lbs from my IT3 weight, simply by removing selective bits and pieces, cost was nearly nothing other than my time. Everything on my car is bigger and heavier than the EF chassis, so weight reduction can be had. I expect my competition weight for next season will be 2250, I will be adding additional cage support to the A-Pillars, roof and floor. Removing weight is the biggest bang for buck mod you can do. My car become much more competitive and enjoyable to drive, with less tire and brake wear.

Thanks Peter. Well done!