Mike wrote:pdy wrote:
http://www.deadpetsracing.com/WSIR_videos.html
Snickers with his puny stock 3.0 Liter and an extra 80 lbs of ballast managed to take me to an overall win in the 18 lap race (with corded tires no less)!
Nice video Paul.
All the aero on some of those wider 911s seemed to slow them on the straights.
My most difficult Big Willow shift was T6 the crest where the car gets light, negative Gs.
The most comfortable way was to short shift up a gear before the T6 crest.
Flying over the T6 crest at high rpm then up shifting when the car landed gained me a couple car lengths.
Yeah, shifting at T6 is awkward in many cars, mine included.
Actually, the Aero 911s have PLENTY of pull on the straights. Just look at the race start, where poor Snickers is left behind.
However, I seem to be faster in the turns, so if I hang back a bit (rather than tailgate), and get a good run through Turn 9,
I can catch them (and maybe even pass) on the front straight. That extra 5mph or so through T9 pays dividends!
It gives the appearance that they are slower, but it's the momentum through T9 that is key.
For those with data systems here is what I did with Snickers from last weekend on a good lap (1:36.xx);
. Lowest Speed in T5 = 67 mph
. Highest Speed before T9 = 122 mph (I do not lift through T8)
. Lowest Speed in T9 = 93 mph
. Highest Speed before T1 = 117 mph (probably would be more on a calm day)
. Entry Speed for T2 = 86 mph
. Middle Speed in T2 = 90 mph
. Highest Speed before T3 = 102 mph
Note that if I am attempting an outside pass in T2, I'll enter at ~90 mph, and let it scrub (rather than hang the tail out).
Though it's faster in T2, it wears the tires more, and does not make any higher speed before T3, nor any quicker lap time.
But the positional advantage is big, as I have a faster exit, and am set up for a pass while braking into T3.
