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Unread 01-26-2015, 12:18 PM
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Fair! Fair! is offline
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Join Date: Jul 2004
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Default Re: Vorshlag Budget TT Build: Project DANGER ZONE

continued from above

Jason's lap was a bit compromised due to a TT3 car that spun right in front of him on his first and only hot lap, shown above. He backed off but drove through the smoke and took a sedate lap, putting one in the books and keeping out of trouble. He said he felt a bit rusty and jumping into a strange car with such a crazy clutch was a challenge. I appreciate the effort and it would probably only take a few laps for him to be right there on times, as I've raced with him for many years.



As the temps rose it started to smoke and it was dripping a bit when Toth went to the scales. The tech guys wanted to see the car again before we went back out so I took the car back to paddock, did the raise/clean/reseal trick after the car had cooled off. Once it was back to tech it wasn't leaking a drop and they cleared me for laps once again.

At this point I wanted to only take one lap and head home. A headache was starting (probably from sniffing brake parts cleaner for two days!) and looking at the weather it seemed that session 2 on Sunday might be the "golden session" where the best lap times of the weekend would end up. Got up to 70 degrees in the afternoon but was still low 60s for session 2.

Allan Page had run a 1:41.013 for a new TTB record in the morning but he also felt like session 2 would be faster. We weren't scheduled to go out until after 11 am, so we had a long break to reset the car. Meanwhile the sun did come out and warmed up the track. I got the transponders swapped back, got my suit and gear on, and went to grid sitting in P8 overall for this session, ahead of the rest of the TTC field and even some TT3 cars.

I was going to be putting in ONE hot lap, for the day, and it needed to be as perfect as possible. The goal was to go fast enough to ensure no other entries could touch the lap time for the rest of the day, so I could leave early with a little confidence. Ramey had predicted a 1:43 the day before but with the spongy brakes I wasn't sure. After frantically searching I realized that BJ had left Saturday night, apparently with a broken exhaust header. That left us with just 4 in class - Oh well, whoever won TTC today wasn't going to win any Hoosiers.



In the video above from this session you can see that the front of the field was really slow to take the green flag on the out lap and it bunched up the whole field badly on the straight before the Carousel. I was behind Dyson's TTB S2000 (running light and racing in TT3 for the day, trying to beat my old TT3 lap record and win that class). I wasn't sure about his power levels or times, other than he was gridded ahead of me so he had to be running quicker. Still, I backed off a bit on the run up to the Carousel.

Sunday TT Results: http://timingscoring.drivenasa.com/N...ouston/Sunday/

I had talked with the TT3 driver gridded behind me, telling him I was going to be taking ONE hot lap than I'd get out of his way. But he saw me back off of the S2000 on the out lap and passed me. Technically we're not supposed to pass on the out lap (double yellow) but it wasn't a big deal... other than I had to back off a lot into that turn before we began the hot lap. I tried to gap him enough to avoid this, but as we took the start/finish I was gaining on him and had to brake early into T17. Crap, I figured my lap was ruined, but then he nearly spun off track in T16. He had some spin issues that weekend and I was ready for that. Once he got it straightened up he was way off line and I snuck inside him with a clean pass and got on with my lap. I probably lost only a half second there, at worst.



That lap was great and the car felt hooked up everywhere. I still had plenty of driving mistakes like early braking into "the Launch" and probably the T6 corner off the back straight as well, but it was still my quickest lap of the weekend. As I came around for the start/finish on this first hot lap I felt like it would match Saturday's time but instead it was a solid 1.2 seconds faster with a 1:43.733. Booya! Thinking the pass slowed me down I took a second lap but it was slower at a 1:44.3. I didn't try to push my luck with a black flag for smoke so I backed off after that and came into the pits. Wootten was watching and sent me to the scales, warning me that this entry was under "special scrutiny" from the National level and if I was light my times would get bounced (which is normal).


Before my session (at left) and afterwards (at right) in Impound, where I was scaled

I wasn't worried and just as expected I was 25 pounds over our minimum weight of 3203 pounds at 3228. That's exactly what I was shooting for - a big, safe margin of 25 pounds for this first event. For my first time to scales all weekend I was damned happy that our weighing and ballast had been perfectly in line on our scales as on NASA's. With constant fuel top offs after each session, this means we can run a good 15 pounds lighter next time (I'll always leave a 10 pound safety buffer over our minimum weight, at least).



After I got back to paddock and changed into my street clothes I let the car cool down and then looked at the results and decided to skip the last two sessions. I still had that pounding headache and a 5 hour drive home to look forward to, so I started loading up the trailer. When the car was cool enough I drove it inside (which itself was a huge win!) and strapped it down, then said some goodbyes and hit the road. With a pair of wins, a track record reset by 7 seconds, two tires won on Saturday (only 4 in class Sunday means no tires were available), 200 points towards the class for the regional championship, and knowing that I was able to back up the smack talk. Whew, what a relief!



Allan ran his best lap of the weekend in his E46 M3 and reset the TTB record to a 1:40.805, which was almost exactly 3 seconds quicker than my new TTC record. The overall results for that session are here and it looks like we were 7th quickest for the day, out of a total of 38 TT drivers for the weekend (we had several new TT drivers added after Saturday check-rides). I'm very happy with that lap time, and never thought we'd only be two seconds off of our old TT3 lap record in this old heap, but the track was fast that weekend and 6 new TT lap records were set - many of them on the Hoosier R7.

New MSR-H CW lap records set this weekend:
TTE - Team Black Armor - 1:49.525
TTC - Team Vorshlag - 1:43.733
TTB - Allan Page - 1:40.805
TT2 - Bill Woods - 1:38.550
TT1 - Raymund Guerrero - 1:37.114
TTU - Paul Costas - 1:34.301

Only the TTD, TT3 (our's) and TTF records remain unchanged from 2013.

So that was our first race report - probably too detailed and boring for everyone, but I wanted to explain the extra entries/drivers in our car, the challenges we had with the brakes and rear main seal, as well as show some of the competition we're up against. It should be a fun year!

Thanks Go To...

Big thanks to the Vorshlag crew for busting ass and getting the prep done in such a short time frame. Also thanks Matteucci for helping me at the track Saturday and letting me crash at his place both Friday and Saturday nights. He never got to drive the car due to the smoke and I feel bad that he didn't get any seat time. Sucks more because as he has a WRL race at MSR-H soon coming up.

I also need to thank him for the top notch car prep he did on the car for the years before we bought it. Matteucci owned, built and tested this car for three years and did all of the non-safety prep that wasn't detailed in my previous posts here. So much "old part replacement" maintenance, gutting the interior, got the car light, the crazy 3-disc clutch, the oil pan, the new Opti and more. We were damned lucky to get a car this well sorted to start with, as the work he did would have taken months to knock out.

Event picture and video gallery: http://vorshlag.smugmug.com/Racing-E...-MSR-H-011715/

Five years ago Jason and I had seen the potential of this car and wondered why nobody had built one for TTC. When Matteucci wanted to build a TT car two years later I told him about the LT1 C4 in TTC and he jumped on it, found this car for a steal, and did all of this work to get it ready. After doing one RMS he found that it was leaking once again and just didn't want to mess with it - and neither did I, but I wish we had! I foolishly assumed it was something else, but was wrong. Would have been a much more enjoyable weekend without the smoke screen.

What's Next + Remaining 2015 Race Schedule?

These are the remaining Time Trial competition events we want to enter with this car in 2015:
  • February 14-15 - SCCA Club Trials @ TWS
  • March 14-15 - NASA @ MSR-Cresson
  • April 25-26 - NASA @ TWS
  • June 13-14 - NASA @ Hallett Summer Shootout
  • July 31-Aug 2 - NASA @ Laguna Seca - Western States Championships
  • September 4-6 - NASA @ VIR - Eastern States Championships
  • September 26-27 - NASA @ MSR-Houston Counter-Clockwise
  • October 17-18 - NASA @ "TBA" (???)
  • November - NASA @ "TBA" (???)
You may notice that I have removed the USCA and Goodguys events from our season schedule. After some rules changes I strongly disagree with (that were actually aimed at our car), and what I felt was a botched Optima event in Vegas, we won't be trying to sneak Project DangerZone into these "street car" events - even though there are much more gutted, purpose built race cars racing in both. I'm going to give USCA another year to get the bugs worked out in their series before we jump into that circus again. We had only planned to do Goodguys in this car to test for USCA, and without a set of different wheels and 200 treadwear tires, the C4 isn't legal for either series at the moment.

Even though people think all we do here at Vorshlag is "work on Terry's cars" that is not at all the case. We had to squeeze in this prep in between customer jobs or after hours and only had time to do the basic safety prep, the brakes and tires, but just ran out of time to investigate the RMS, upgrade brake lines and fabricate the brake cooling this car obviously needs.


A dedicated track test like this is a MUCH better way to try out a new car BEFORE it is ever run in competition

And while this MSR-H NASA weekend was a great "Test" for us, and it was successful, the RIGHT way to do this would have been to get the car ready WEEKS before any competition event and test the car at a track somewhere, to work out the bugs and see where failures happen. Please don't take this one LUCKY example of us getting a car prepped in 8 days and winning/setting track records as the norm. It is not. Normally this quick-build process sans testing is a guaranteed way to look like a jackass and FAIL. But I'd rather be lucky than good...

The next event on our schedule is the SCCA Club Trials event, which we will likely miss. While I'd love to enter the Feb 17-17th event at TWS, which would be a great way to help that club grow it's PDX/Trials program and to test for NASA at TWS later this year, we're just too booked. We have some V8 swap projects we HAVE to wrap up for customers, plus the CNC machines are finally cutting metal, so Jason and I will be buried building hundreds of bits we need to fulfill backorders. There's no way we can work on #DANGERZONE in the next month so I have it stashed in my trailer for the time being. I will make NASA @ MSR-Cresson, however, and we will HAVE to do the RMS repair before that event.



We had talked about swapping the metal-puck triple disc pack for a Kevlar twin disc pack while the trans was out (for the RMS repair) but I kinda like the metal clutch now and I think we'll keep it. Front brake cooling and a new set of BrakeQuip flex lines will be built, for sure. We have found some clever ways to cool the brakes on a customer's C4 and we will employ similar tricks on this TTC build.



I'd like to address the body roll and brake dive this car has (see above), due to the stock swaybars and springs. The OEM replacement Bilstein shocks were also very "floaty" over the launch and anytime we touched a curb. The car handled like stock because it still had all the stock bits, but with 24 years of deterioration in many areas. The OEM rubber suspension bushings are disintegrated but we can replace those with non-metal bushings for zero points and $0 (Matteucci included a full set of poly bushings with the car). We still have 3 points left for mods - what do YOU think we should do with them? Here's a list of possible mods we might use the remaining points in TTC for:
  • Springs +2. This could be aftermarket or OEM springs outside of the BTM 1992-96 Corvette options
  • Swaybars +2. Burning two points would allow us to go with any aftermarket swaybar at both ends, providing its not cockpit adjustable
  • Shocks +3. This is an expensive way to burn three points considering we have stock bars and spring rates
  • Cold Air / Hood Venting +1. This is an unusual mod rule which allows all sorts of holes in the front bumper cover and hood for both cold air intake inlet as well as engine bay venting.
  • Headers +2 points. As much as I'd love to do this its almost impossible to add real headers without taking +1 for moving/removing/replacing the cars and +2 for after-cat exhaust changes. And we're already at the limit for power at this weight.
  • Adding 10mm of tire is +1 and adding 20mm is +3. That's tempting but I felt like we had more than adequate grip and tire wear was very good.

Give us your input - we'd love to hear what you think would make DangerZone faster. Remember: we have a very tight budget for purchasing parts and only 3 points left to play with in TTC. While I'd love to go nuts with an expanded TTB build of this car (and another 20 points of mods), that isn't in the cards this year.

Low Profile Build? Not So Much

This build thread has exceeded my hopes as far as how many people have read it (many thousands). We're posting it on 5 forums now (GRM, NASA Texas, SCCAForums, Corner-Carvers and Vorshlag) and I had probably 50 people talk to me at the NASA event and say they enjoyed reading it. One piece of potential bad news is that we now have some extra scrutiny at the highest level. We heard that the National PT/TT director Greg G has noticed our little build, as well as one other recently built Corvette TTC entry - Dave Schotz. Greg even called our TT director at the track and asked about our car. Uh-oh...



We know Dave from both his owning SCCAforums (one of the places we are posting this build thread) as well as his many previous wins in SCCA and NASA. We found out that he quietly built a 1991 Corvette and ran it in TTC for the first time a week before we ran our car. He told me he has always wondered why nobody built a C4 for this class, and when the tire points changed this year he decided to build one to replace his TTC Camaro (shown above in 2013, when he won THREE national titles in the same week!). With minor race prep and a set of 275mm R6 tires he has already racked up wins and a TTC track record at his first event. I won't say any more than that as Dave is likely to run his car at NASA Nationals West and he doesn't have "public build threads" like we do. If we can, we'll run our car at NASA Nationals East and hopefully NEVER have to run head-to-head with Dave... because he has a LOT of national championships.

Unfortunately this car Dave built, and our car if it does well, will probably get the C4 Corvettes a lot of scrutiny at Nationals and if either one does well, it might get these cars re-classed next year. I hope that isn't the case, and I expect that Greg will look at Dave's previous wins in a number of cars as well as the work we're doing before he makes any big changes. This car has been classed in TTC (and even TTD) for 5+ years without any alarm bells going off. Just a fluke that two serious C4 Corvette TTC builds happened to debut one week apart... what can you do? I'm just hoping we can make it through this season without any road blocks or rules changes... I like the car and want to continue developing and racing it for this season.

Until next time,

Last edited by Fair!; 08-05-2015 at 06:08 PM.
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