As a matter of fact I do! So the material will be alumalite, lightweight and strong, yet fairly affordable. The TT rules allow up to 5 inches max width of the splitter with no limit on front protrusion. So I'm going to max 5 inches in width and do 6 inches in length ( I can always trim down easily if needed). It will be mounted directly to the subframe and have support rods as well. The reason for the 6 inches in forward protrusion is that I have decided on the APR GT 250 67" span wing which makes crazy downforce even at a 0 AOA (again I want to maximize on what is allowed by the rules). So to mitigate this I am going to have a beefy splitter. I will also be venting the hood to aid in a touch more front downforce. Then after all this if I am having oversteer at speed, it will just be a matter of adding AOA to the wing to balance it out.

And the September event is LRP right? I'll most likely go to that one as well!
[/quote]

Followup to our conversation about the baffled oil pan.
Check out these pics of mine after only 2 seasons.
[attachment=97843ilpan3.jpg]

[attachment=97844ilpan2.jpg]

[attachment=97845ilpan1.jpg]

 

The moral of the story is that we really need to carefully watch our equipment if we are doing track days or racing. We can't rely on anything. Everything needs to be checked and rechecked.


My own general experience with the MGA - sure it's an old car, but do I really run it that hard?

1) A-Arms have come loose X2 under race conditions.
2) Right front shock has come loose - attributed to pounding the curbing at the Bus Stop.
3) Master brake cylinder failed while sitting on false grid (thank God!).
4) Baffled oil pan - really more of a windage tray - developed multiple metal fatigue failure.
5) Differential near catastrophic failure due to 90 percent of sun gear bolts backing out.
6) Dual caliper failure resulting in seized brakes.


And most recently I notice over several events that my carburetors are getting pounded apart due to vibration - disintegrated dampers, lost banjo bolts, and failed floats - the latter putting me at serious risk of fire.

Keep safe out there! Loctite is your friend.

 

The two days at Palmer were both amazing! Running two days there so close to the two days at Watkins was exhausting and I`m not sure that I'd sign up for 4 track days in 1 week again next year, but I have no regrets.

You`ve already summarized the first day pretty well - it was hot, dusty, and most of the other cars in the group were on slicks. My best time of the day was a single 2:05.

Day two was also hot, also dusty, but a more balanced field in HPDE 3/4. My first two sessions out I was consistently hitting 2:05s and got down to a single 2:04.
Third session out I asked the HPDE 3/4 leader, Paul, to come out with me. He drives a Porsche and his daughter was there in a caged e46-M3. The biggest hints & tips that we talked about during the session were not braking at all (just a little lift) at the top of turn 6, and not braking at all (just a little lift) at turn 11. My lap timer didn't talk to the satellites that session, but I`m sure that I cut a couple seconds out of the 2:04. Haven't had a chance to review the videos and find out... fourth session I felt like I was back in the 2:04 range, but again no GPS.

Leaving Watkins Glen Tuesday night - I noticed that my emergency brake light was on. I checked the fluid and was still above the min mark - so I drove it home.
Thursday night before Palmer I pulled all the wheels to check on everything, found that the low pads were a little bit low, but decided to run one more day on them.
Friday night before day 2 at Palmer, I pulled all the wheels, replaced the rear pads, and found a blown bushing (rear bushing, front passenger LCA). It was starting to crack but still looked ~50% so I decided not to skip out on the second day. I was mindful, paid attention for any new noises or vibrations on the track, and fortunately it all worked out.

Blueosprey's advice is worth repeating 100 times - keep an eye on things! Check and recheck! Stay safe out there.

 

Great write-up Mike. Glad you had a chance to get someone to go out with you. Did he sign you off for Time Trials or HPDE4?

Top of turn 6 is the hill I assume. I did lift a tad earlier on one or two laps, but it seemed slower than to brake to get the nose down. I'll have to pick your mind about that at some point.

Turn 11 - is that the corner after the hairpin turn - the one right before we head into the series of turns towards the flagger station and onto front straight?

I'll be looking forward to watching the vids

 

I think Greg should start doing this every time he wins a race

http://www.roadandtrack.com/motorspo...te-a-race-win/

 

He's going to have to if none of you want to help him use up his tires!

 

^

Guilty as charged

 

MG and S2000 brake week. Ordered some new front pads and some new front rotors for the S today. Carbotech XP 10 and stock OEM rotors.

 

May as well do brake fluid while you're down there.

A little gravity bleed wouldn't hurt.....

 

Aashish & I have been invited to preview a new track next Saturday. I don't know about him, but I don't expect that I will be pushing that hard.

Car has been parked since W.G. and I need to look things over. If the pads arrive in time, I might swap them in. Otherwise, have my Duralast's as backup.

We're bringing the wives.

I'll have an extra helmet. If the +1 is riding as passenger, I'm sure to receive a lot of "Slow Downs" and
"You're driving too fast!" About three laps' worth until I pit and drop her off.