Iowa Speedway Track Report

[Slow old poop]

Iowa Speedway Report

A good day, a bad day, an awesome car, a great crew and we broke it again.

I was in TTR, because I've never gotten a dyno sheet on the DSM, so they stuck me into TTR (I ran last year in TTB) until I get one. Fortunately, I was the only car in TTR, so I got two automatic wins, which looks good on the resume.

The NASA event at Iowa Speedway was held in absolutely gorgeous Spring weather, on a brand spanking new oval/infield. The course is a 7/8-mile oval plus an infield. We were on the oval through two and a half turns.

Here's a video, taken at the Grand Am race the week before:
http://www.youtube.com/watch?v=_CD2_rKcXVQ

We set the Eclipse up for turning left: max neg camber on the right front, 0 camber on the left front, and raised the right rear an inch. It turned left just fine, but plowed through the only two right turns.

SATURDAY

The first warmup session on Saturday was interesting, because no one had ever run there before, so we all danced around, trying to find the line. Fortunately, being an old rally driver, I pick up a new track fairly fast, so I managed to cut a respectable :55 (about an 84 mph average speed), running on my 235/17 Toyo Prox RA-1 beat up, worn out practice tires. Not too bad, considering that the Grand-Am Acura in the video above turned a :53 the week before.

I got flagged down at the end of the session for oil smoke. It seems that I was blowing smoke at the same point on the banking every lap. Mike, the crew chief, diagnosed it that the oil in the pan was sloshing over to the right and blocking the turbo return line, which forced oil out the turbo oil line fitting. He crawled under there and tightened it all up. The smoke went away.

We put on 245-40/17 Hoosiers for the next session, and expected to really turn some good times. Alas, I only turned a :54. One second! That's all I get for Hoosiers? BFD.

In the third session, I cut a half second off that time, and found myself the third fastest car of the day ahead of some intense cars—Z06es, A Mallet Z06, Cobra SVTs and the usual gaggle of cars—about 48 or so in all the TT classes.

The Eclipse was one of the few cars that could run the high groove. Most everybody would try the high-low-high line (go high, cut down low to the apron, and drift back up high, as on the video), or stay in the low or middle grooves, but the Eclipse just stuck in there, so I could blow by four or five cars at a time on the oval.

http://www.ink3s.org/pub/mirai_strife/Rich/Rich4.jpg
http://www.ink3s.org/pub/mirai_strife/Rich/Rich.jpg

Some of the badass high horsepower cars would catch me up in the infield, and I'd enter the oval with a Z06 or an SVT right on my bumper, but they couldn't stick on the banking, so I'd pull away from them. The infield was a waste—unimaginative, no place for an AWD car to shine, and dreary.

http://www.ink3s.org/pub/mirai_strife/Rich/Rich2.jpg

The track could be summed up as: 30 seconds of sheer terror on the banking, followed by 30 seconds of boredom in the infield. I say terror, because running the high groove can be dangerous.

First, there be marbles up there, and the car can get squirrely when it gets into the dirt and dust. Second, the wall likes to eat cars. After a tank-slapper, it was explained to me that running close to the wall tends to compress the air between the car and wall, takes away any aerodynamics you might have, and the wall rejects you. At about 100 mph, my tail kicked out and I did a wild left-right-left-right "tank slapper" down the track. I thought it was all over, and the Eclipse was going to wind up in a blue ball of metal, but I managed to straighten everything out. WHEW!!!!

After the tank-slapper, I stayed one lane away from the wall. But now I found myself lifting a little to keep the car down, whereas before I was flat all the way around. Nevertheless, I was still coming off the banking at 125 mph. Bang the brakes to get the nose down, turn in, nail the gas and accelerate up to the next turn at about 100 (not exactly the same way the Grand Am car was doing it). Alas, that was the only good turn in the infield. After that, it was a hairpin left, left, right, right, and left onto the oval. So, the car comes down from 125 off the banking to 100 into the infield to a 25-mph hairpin. Lift-brake-turn-mash gas-brake-turn into the hairpin. It happened about as fast as you can read that.

I am pleased to report that the new fat Stoptechs held up to the abuse, although we did wear down the pads considerably. 125 to 25 once every minute will do that.

Still not happy with the performance of the Hoosiers, I consulted with Phil's Tires, and Phil said I should be running 40 psi HOT, not cold. Omigawd! We had inflated the Hoosiers to 40 psi COLD in the morning. They were probably running 50 psi when we came off the track, which was way too hot. No wonder they weren't up to snuff. With one session to go, we dropped the tire pressures to 38 cold, and tried again. This time, we checked pressures immediately after, and found them at 45-47 psi. We bled all four tires down to 40 psi hot and packed it in until Sunday.

SUNDAY

Checked the tire pressures first thing in the morning, and they were 31 psi COLD. What to do? We decided to leave them there, figuring they would heat up to 40 psi after a few laps. It takes about three laps to get heat into them (Don't forget, these are :54 laps, and we'd get 19-20 laps a session.) I took Jon, my neighbor/crew along for the first session, and we cruised to a :55. Not bad, seeing as how I had an extra 150 lb riding along. Some minor pressure adjustments after the end of the session got them all at 40 psi hot, and we were ready to go again.

Next session, Jon rode along again, even though he said the banking terrified him. He said although he was strapped in as tight as he could with the five-point harness, in the banking the g-load had him riding on his right butt cheek. He could hear the Hoosiers HOWLING out the right window and thought we were a smidge away from losing it the whole way around. "Hoosiers don't howl unless they are ready to let go," he opined.

He also discovered that the data logger spiked at a 100 knock count every lap on the banking momentarily, at the same time I lost the tach. We figured later that we must have a loose connection in the ECU wiring that was affected by the high g-load.

The Hoosiers were really hooked up, now that we had them at the proper pressure, and we were really flying until we blew an oil filter, blowing a cloud of oil out the hood vent and all over the track. It blew up on the banking, so I had to come down through six lanes of race cars, brake for Turn 1, get off the racing line, and look for a place to pull off. Alas, there was no good place to pull off, but since I still had oil pressure, I drove it back to the pits,

http://www.ink3s.org/pub/mirai_strife/Rich/Rich3.jpg

shut if off when oil pressure dropped to zero, and coasted in. I probably drove too far.

We ("we" means my crew) cleaned it all up, refilled it, drove it around for a while, did some 2nd and 3rd gear pulls out on the highway, and decided that it might be OK. It wasn't. Next session, it made horrible engine noises after a few laps. I thought it was the exhaust, because it sounded like the downpipe fell off, but it wasn't. The alternator belt was shredded, but it wasn't the alternator. We pulled the cam cover and the timing belt cover, but couldn't find anything wrong. We think maybe a rod bearing. We'll pull the pan Tuesday night and see.

*sigh* Sunday was not a good day.

Observations:

o The Eclipse is one strong lil mutha, capable of running with nearly anything out there. If we had some aero (front splitter and a wing), I could have run the oval flat all the way around and maybe beat 'em all. Needs a splitter at least, and maybe a rear wing.

o We have to do something about the oil filter problem. Jon, who was watching the gauges, said I was pulling 110 lb oil pressure at 20 psi boost. This is the 4th oil filter I've blown the seal out of. A remote mount?

o Brent's scheme to bolt the transmission to the front engine mount
http://www.dsmtuners.com/forums/showthread.php?t=258925
seems to have worked. However, toward the end of each session, it gets harder to downshift to third and upshift to fourth. A tranny cooler perhaps?

o Next time I see a cloud of oil smoke come out of the engine compartment, l'l stop and get off the track immediately.

o Gotta get a video camera in the car.

The photos here were taken by Jessica, a 3000GT driver, neighbor, and proprietor of Black Flag Photography. She sent me a few quick shots so I could post them here tonight. Here's hoping she'll download more photos tomorrow.

Thanks to my crew: Brent, Jon, Little Dan and Mike. I couldn't do it wihout them. I'd come off the track soaked in sweat and plumb wore out, and they would take care of the car every time.

 

[Elvenhome21]

With my hoosier 25a's I ran 27 psi cold in the front and 25 in the rear at RA. After the session they where at 31-32. (30-35) is optimal for a hoosier slick when hot, anything more than 35 and they get real unpredictable if you overheat them.

 

[Slow old poop]

With my hoosier 25a's I ran 27 psi cold in the front and 25 in the rear at RA. After the session they where at 31-32. (30-35) is optimal for a hoosier slick when hot, anything more than 35 and they get real unpredictable if you overheat them.

40 psi hot is what Phil of Phil's Tires said, and he supplies tires for NASA races. I'm running used Hoosier R6 tires, which are last year's tire. Phil did say that if I ran new Hoosiers, they would be worth another second or two. I can't afford $1,000 a set for new tires. Maybe if I get to the nationals, I'll spring for a set.

 

[lethal_vr4]

After chalking the tires 40 PSI seemed to be around the optimal pressure for Rich's tires. Jessica should have more pics uploaded later this week.

Let's hope it is your race balance shaft making all the noise.

 

[jtmcinder]

The 25A is a real slick, so it runs lowers pressures. 40 seems a tad high for R6s, but not outrageous.

Elvenhome: what does the front half of your car weigh? I've heard of 25As on an F/prepared DSM, but I thought people used 35As for road racing.

- Jtoby

 

[stealthTT]

We thought we lucked out and Rich had shut the car off in time after blowing the filter seal. When we drained the oil, only about half a quart came out. I then surmised that there was probably about a quart left on the ground from where Rich had shut the car off, coasted, and then pushed. So I crossed my fingers and hoped he'd had enough to keep a film of oil on the metal bits. So when we put the new filter on, filled it with oil, and saw normal pressure, we thought we were okay.

So we decided to drive it up to the car wash to clean off the underside and watch gauges. During the drive, the pressure looked normal if a touch high. We gave it hell on the way back and it had full power, didn't blow smoke, and pressure was normal. With a tad bit of reluctance I signed off on the motor and told Rich he could probably continue because all signs pointed to him catching it in time with no damage. Jon (lethal) rode along and was tasked with watching the pressure like a hawk.

I was pretty bummed to see it come in with a noise that sounded like either top or bottom end rattle. Jon pulled the valve cover and everything looked great. No sign of metal on metal contact and no fallen off rockers. So, we determined it was most likely rodknock or something else in the bottom end. It could be the "race" balance shaft that AMS modded. I don't know. We'll have to pull the pan and see.

It was a bummer, but boy does that car sure move. I continue to be impressed everytime at what the car is capable of and how Rich is then able to squeeze even more out of it. What an evil mistress turbo all wheel drive cars are. The maintenance is high and when things go bad....they go BAD. But the great times are just unbelievably high. It's about living I guess. You can stumble through life always playing it safe and never getting hurt, but what fun is that. If you ride the roller coaster you've got to deal with the lows to experience the highs.

 

[stealthTT]

40 psi hot is what Phil of Phil's Tires said, and he supplies tires for NASA races. I'm running used Hoosier R6 tires, which are last year's tire. Phil did say that if I ran new Hoosiers, they would be worth another second or two. I can't afford $1,000 a set for new tires. Maybe if I get to the nationals, I'll spring for a set.

Tire Rack has recommendations on using the R6 and A6: http://www.tirerack.com/tires/tiretech/techpage.jsp?techid=144

They recommend 38-43psi Hot pressure on a car weighing over 3000lbs for the R6.

They also offer this note for road racing:

"Higher pressures will improve the performance capability but will require a more sensitive feel to take advantage of the increase.

One characteristic of the tires is the tendency to "skate" initially (when inflation pressures are correct). It is important to resist lowering the pressure to attempt to eliminate this feeling. Dropping the pressure too far may improve the "feel" of the tire however it will also lower the performance and increase the wear rate."

I believe due to Rich's experience he's able to sense what the tire is doing and perform the little corrections that keep the tire on it's edge. He really does maximize the grip at each corner. It's a treat to watch his hands on the steering wheel and his feet on the pedals work magic with a car. It's one of those tools you develop to be able to drive at 9 or 10/10ths that only comes with lots of seat time!!

 

[Slow old poop]

What an evil mistress turbo all wheel drive cars are. The maintenance is high and when things go bad....they go BAD. But the great times are just unbelievably high. It's about living I guess. You can stumble through life always playing it safe and never getting hurt, but what fun is that. If you ride the roller coaster you've got to deal with the lows to experience the highs.

Well said.

Or, it's like Tom Lehrer said: "Life is like a sewer...what you get out of it depends on what you put into it."

I like to think that life is nothing more than a series of experiences and, when they cart me off to the Iowa State Home for the Bewlidered, I'll have something to talk about out on the front porch with all the other old farts who are waiting to die.

 

[jtmcinder]

When I first drove on Hoosiers, I experienced what could be called "skating." It was all driver error. The sidewalls on the Hoosiers were a large step up in stiffness from my Kumhos. I was turning too quickly. Hoosiers require that you turn early and slowly. They don't cover up mistakes (such as jerking the wheel around) like streets or Victoracers.

- Jtoby

 

[Slow old poop]

The black flag in the background was not for me.

 

[Splitpi]

Nice work Rich... This is Ian ... I came over to your house when mike was pulling your motor.

 

[Elvenhome21]

The 25A is a real slick, so it runs lowers pressures. 40 seems a tad high for R6s, but not outrageous.

Elvenhome: what does the front half of your car weigh? I've heard of 25As on an F/prepared DSM, but I thought people used 35As for road racing.

- Jtoby

The nose weighs about 50 lbs less than what a stock FWD is, I ran 475 springs in the front with 3 degrees of camber (to much for these tires, wore the inside 3 inchs a lot more then the rest of the tire.

The 25a worked great for RA, but I wouldn't want to run them at a track with a lot of real tight corners. These tires seemed to respond real quick and where very predicable as long as you don't abuse them. I wish I would have gotten there 11" wide tires instead of the 9.5" I got now.

I am running this particular compound because I got a deal on 3 sets that were quailifing takeoffs. I plan to switch to 45's after these are burned off for a little more life in them.

If I was running for points or money I would stick with the 25a's because they are a nice and sticky tire, I believe on an AWD they would work even better because when I would come out of turn 3,5,6, and 12 at RA I would roast the inside tire because of the extra grip the outside tire had and the extra body roll.

 

[Slow old poop]

I mentioned somewhere above that running the high groove let me pass several cars at a time. In the first photo, I am at the tail end of the pack, alongside "Slinky" in a blue Honda S2000 with a big wing. I went high and he went low, and we passed the entire group in this series of photos. What is fairly apparent here is the incredible difference in speed between Slinky and I and the rest of the pack. We literally flew past them at about 120 mph. Slinky and I were both hooked up pretty good. Car prep really helps, so the Eclipse was awesome on the banking. Slinky was amazing, too. I could see him down there two lanes below me, out of the corner of my eye, and was just goddammed if he was going to beat me into that corner.

Slinky passed me in the infield section (see photo above in my first post) and set fastest time of the session. I thought NASA was going to bust both of us for "aggressive driving" but I was the only one who got spoke to about it.

This particular pass was one of the highlights of the entire weekend for me, and I thank Brent, my friend, crew member and master fabricator for these photos.

 

[absolute_DSM]

If you look up in the right corner of the 2nd to last pic, you can see my 98 GS dd parked there.

Anyways, I remember seeing that S2000 and thinking theres no way anyone is beating that guy. He would come out of that oval so fast and brake so hard, I thought for sure he was gonna lose it though.

Heres a vid of Rich running. I had to minimize it and cut down the frame rate a bit but I got the "boring" part as he calls it - the infield.

http://s52.photobucket.com/albums/g24/speed_addict/?action=view&current=Untitled.flv

 

[Slow old poop]

:: Heres a vid of Rich running. I had to minimize it and cut down the frame rate a bit but I got the "boring" part as he calls it - the infield.

http://s52.photobucket.com/albums/g24/speed_addict/?action=view&current=Untitled.flv

Cool. You can see that I can't turn right very well.
Thanks!

 

[asian312]

Great write up! Guessing the trade off with the Nascar alignment paid off.

 

[Slow old poop]

Great write up! Guessing the trade off with the Nascar alignment paid off.

Yes, it certainly worked. We went to max neg camber, but only got 2-3 deg. The camber plates would not permit positive camber on the left front, so we just stood it up. We could not figure out how to put negative camber in the right rear, so we just raised it up an inch. I'm not sure what else we could do to make it stick better, other than some aero. I suppose an alignment might have helped, too, but we couldn't find a tape measure.

If we go back to Iowa Speedway next year, we'll set it up a little better at an alignment shop. I am confident that the car is capable of running the oval flat out, but it just needs a smidge more adjusting and fiddling. And if it CAN run the oval flat out, walk softly stranger, because it will be a contender! Nobody was running it flat, not even Slinky, the S2000.

 

[stealthTT]

Yes, it certainly worked. We went to max neg camber, but only got 2-3 deg. The camber plates would not permit positive camber on the left front, so we just stood it up. We could not figure out how to put negative camber in the right rear, so we just raised it up an inch. I'm not sure what else we could do to make it stick better, other than some aero. I suppose an alignment might have helped, too, but we couldn't find a tape measure.

If we go back to Iowa Speedway next year, we'll set it up a little better at an alignment shop. I am confident that the car is capable of running the oval flat out, but it just needs a smidge more adjusting and fiddling. And if it CAN run the oval flat out, walk softly stranger, because it will be a contender! Nobody was running it flat, not even Slinky, the S2000.

By my eyeball I bet we got at least 4-5 degrees of negative camber on the front right. The Hoosier just about tucked under the fender!!

We didn't try to put negative camber in the rear tire. We could've adjusted the arm to do that. But Philip of SupercarEngineering advised to add camber in the right rear if it over-steered. It didn't unless you got up into the high groove and hit the marbles. Also, the wear looked great, so we left it alone.

The toe looked pretty good by eye. A proper alignment probably would've helped a smidge.

The car really needs some aero. It'll help on every track. I'd love to see you be able to put the car anywhere you want like the S2000 does. That traction not only helps him run a good fast line, but it helps him get through traffic so he can find clean air faster. You spend a significant amount of laps navigating traffic. If you can make clean laps, you'll see more podiums and certainly could set FTD in Time Trial. The car is a fast little mutha and you're able to squeeze all the goodie out of her to boot!!