Yeah no biggie, just figured I would clarify. I did not know before the event that it was an immediate disqualification. Lesson learned.

 

[QUOTE=PossumK,Jun 21 2010, 12:36 PM] At the El Toro Pro, the starter didn't even wait for my head nod before going to the other driver!

 

It wasn't too bad in my case. Once I stage, I stay put. The only thing that felt a bit squeezed by the timing was my pre-launch revving.

 

Maybe this was part of what you are gonna post later? What made the course so Solstice-specific?

 

Uphill start + boost/torque ---> advantage Solstice.
Those cars work very well regardless.

 

Congratulations David (NJDrive)!!!
I had 4th place time on the right course, but I keep messing up the left side.
How did the challenge go, I had to leave early.

 

Alright so here is a completely rough, far from perfect, done in MS Paint in 5 minutes layout of the track. MAJOR elevation change from the start to the top of hill (at the top of the map.) Does someone know the exact elevation change? I'm terrible with estimating, but I would guestimate a 50-100FT elevation change from the bottom (start) to the top (after the long run up the hill to make either the sharp left or sharp right in to the plateaued slaloms)

Considering that the s2000's were flat out from the start all the way to the first braking zone (shown by the red marker), we lost time to the solstice through raw acceleration and slightly better 60's. I was cutting mid 2.2's and 2.3's with 7500rpm "only slightly less than 100% clutch dump" launches as it was the only way for it not to bog out of VTEC mode. I wouldn't say it was so much the launch that killed us (though we did give up many tenths to the first braking zone), but the run exiting the bottom of the hill after exiting the "friction circle." I was wayyy out of VTEC of 2nd gear for the run up the hill on the LEFT side - but it was not nearly as bad on the right and the times proved that - we were much closer to the solstices on the right side than the left.

I ran consistent 37.0's on the left side (actually ran two identical times, 37.008 and 37.008, what are the odds of that?) before downshifting on the final morning. I downshifted to 1st at the top of the circle in the first braking zone and carried it down the hill and still didn't hit the limiter before making the left back up the hill. In the middle of the hill I ripped 2nd gear and finished the course that way. The difference? A full half second as I went from 37.0's to 36.5's. I usually do not downshift unless it's a very low speed corner, but the long "straight" up the hill changed things. Lesson learned.

On the right side it was a similar story but not as bad. There was less elevation change to the first braking zone from the start and even though I drew it off-scale, the radius of the corners in the right friction circle was much bigger. You could definitely carry more speed through both. I was driving it completely wrong on both days, trying to late apex the corners and maintain speed vs cutting distance by "double apexing." My plan was wrong. On Sunday I changed the plan to a double apex and picked up well over a second. Why was it worth a second? Because this is autoX- exit speed is rewarded differently than a track setting, AND the grippy line is ALWAYS the tighter line. You have to drive where the grip is. I fixed those things and dropped a 38.0 on the right side. If I executed the right plan on the left and right courses from Day 1, perhaps my luck could have been better. That's ok - it was a major learning experience for me and has definitely improved my skill set in terms of "analyzing a course" and "driving the right line through sweeper elements."

The surface was also a major challenge. There was a freshly sealed tarmac section (not shown in the old photo posted.) on both courses that was VERY slick but got much better through Sunday once it was rubbered in. The surface was great, but there was lots of surface undulation. I went down a little on rebound everywhere (and probably should have taken some compression out too) and it definitely allowed for better overall grip in the sweeper elements, especially when getting back on the power.

A great event - once again showing the highly course dependent nature of autox when you have major differences in power delivery, drive train layout etc. All due credit to Pat Griffith, Krimelmyer, and Paul/Lynne Kozlak - they drove their butts off and got it done. But IMO the s2000's really never had a chance at a win vs properly setup solstices and top notch drivers piloting them in this kind of a venue. It will definitely be a much tighter battle in the Finger Lakes, which is highly transitional (the s2000's biggest strength IMO, though the Solstice definitely does not suck at it. ) At Devens, MA where I run locally, the s2000 is definitely the better car as it is 100% in its element - high speed transitions. I was able to pull over a 1.5 second gap to the Kozlaks there just 2 weeks ago - though they were running only 245x4 there, not the 295x4 at DC.

So a great challenge, loads of fun event with lot's of interesting things to "observe" and "learn from." It made me a better driver, that's for sure.

Cheers-

PS- The orange arrows show where an s2000 drove off course (bottom of the hill on the left) and collided with an ST civic (don't worry no one was hurt, both cars ok but slightly damaged) and where a mazda speed 3 went off course at the top of the hill and crossed over to the right course almost hitting another car at like 50mph. THAT would have been bad. )

 

The nature of the elevation changes favors both the GXP and 370z in their respective classes from what I saw at the Divisional last month.
Congrats to all drivers!

 

[QUOTE=an2ny,Jun 22 2010, 09:33 AM]Congratulations David (NJDrive)!!!

 

Yes - got ice mode primarily at the top of the hill on the right hand course in that braking zone. VERY weird sensation, was not typical of the S to do that.

Nick