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WilsonSteele

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About WilsonSteele

  • Birthday 06/22/1977

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  1. Excellent idea and method to spot unicorns before they cause trouble, and bring new cars / newer models into the VPI in a reasonable manner we need to add in another category, and yes its a pita... -max fittable wheel width / tire width
  2. Man, I am tired of the log book debate. We CAN NOT self police with only the information in the log book. AT BEST, It is half the info needed, quickly written and cramped into a tiny space, that needs deciphering from a tech inspector who is hopefully the same person who made the decisions about what went into the log book For example, One crucial thing missing from ALL log books I have ever inspected, is the list of things tech allowed, and decided was zero points, so it never got written... -Oh, that set of headers was allowed with that engine swap on that car cause they couldn't clear the engine bay if they didn't get it, it's for free -Oh, that power steering swap to electric was driver comfort (on a turbo motor) -Oh, that movement of a mustang engine cradle was considered time only and done with garage welder -Oh, all that subframe bracing was just fixing a rusted chassis (but seam welded the entire bottom of a car with angle iron) OR -Oh, that mustang custom rear suspension was home fabricated, so it is costed as materials, but we added up all materials together to a single number so you can't tell what was claimed -Oh, those steering rack spacers were home fabricated, so it is costed as materials, but we added up all materials together to a single number so you can't tell what was claimed -Oh, those shock top hats were home fabricated, so it is costed as materials, but we added up all materials together to a single number so you can't tell what was claimed If the intent of the series is to self police, why can't we listen to the people complaining that self policing isn't easy enough? Edit- Bill, I support your efforts to make self policing easier and more transparent. Thank you for you work in that direction. Let me know if I can help.
  3. Anyone getting to SLC around 11:00 and want to share an uber to the track? Also, i know people on other flights getting in at 1:15 who might also want an uber then
  4. I find this statement to be a huge problem, and want to say so publically in an effort to build support for all memebers to be on the same page. If tech officials need to add points to a car during inspection, they should be intentionally blind to whatever value that takes the car up to. if you are a tech official and you are reading this, please please please enforce all the rules for values as consistantly as possible. The points total a car gets assigned at should have no connection to whether it is under, near, or over 500 points and takes laps. A strut tower brace is x points on a 100 pt yugo, a 350 point miata, or a 600 point Grand National.
  5. Need to add in (or subtract out) losses to keep engine spining during that closed throttle engine deceleration phase. On our miatas efi, total fuel cut over 2200 RPM at zero throttle, so zero energy produced by motor in rev range of your example. Valves still opening and pistons still pumping / compressing whatever air is present at closed throttle, as we all feel during engine braking. I assume, but havent calculated, thats where most flywheel emergy goes during shifts. And why engine braking is so much more dramatic with a light flywheel on a street car, or rpms drop with clutch in so much quicker, because a lighter flywheel stores less energy than heavier one.
  6. Ive seen some comments here that dont really make sense from a physics perspective, so ill state some things and take my shots from the oldtimers and drag racers as needed. engines accelerate a car whe your foot is off the clutch for 98% of the improtant time, after shifting. a heavy flwheel resists changes in velocity, and takes more energy than a lighter flywheel to accelerate A light flywheel helps acceleration just as much as light wheels. Way less important than hitting a braking marker or apex speed, but same idea. drag racers who want to dump the clutch without stalling, especially to keep an engine in an rpm band, and get just the right amount of modulated tire spin, couldnt be farther from what is important to endurance racing when constantly accelerating out of corners.
  7. Posted on the other utah 24 thread, reposting here: Looking forward to all the competition. Worried about stiff competition on a track ive never seen!!! I wrote management asking for a friday afternoon/evening practice, perhaps 6 to 9. Mustang races have the track reserved all day friday, done at 5. Wanted to post that here to ask how much each team would be willing to pay for keeping on the corner workers, we would need ~$100 (?) from 25 teams to make it happen...  we need to get some chatter going about this to make it happen, so talk it up!!! if not that, maybe a night time 20 min session of parade laps in everyones tow vehicle...
  8. Looking forward to all the competition. Worried about stiff competition on a track ive never seen!!! I wrote management asking for a friday afternoon/evening practice, perhaps 6 to 9. Mustang races have the track reserved all day friday, done at 5. Wanted to post that here to ask how much each team would be willing to pay for keeping on the corner workers, we would need ~$100 (?) from 25 teams to make it happen... we need to get some chatter going about this to make it happen, so talk it up!!! if not that, maybe a night time 20 min session of parade laps in everyones tow vehicle...
  9. We cut up the plastic from one of our old fascias to put a diagonal down the center of a standard tote bin with hinged lids. Same as cardboard, but wont get soggy. Works much better, bottles fall over a lot less. But that bin will always be dirty or oily inside.
  10. My renter costs are for everything except their food, hotel, and memebership fee. this year, i started offering "catering" where the team would provide food for renters, for &50 or so. Not always, but not running out for dinner gave us a lot more time for less stressful car work each night, we ate healthier, drank less, etc., did better next day. we are running an early miata with a 1999 miata engine swap, the swapped engine is stock. we are not trying to amortize the origional build cost or those manhours. FYI, it was 300 manhours to get the car from a shell to its first event. however, looking at amortizing upgrade costs, im looking at a new seat for $750 right now... Already bought the new belts...
  11. Experience from ~5 years in Chump / Lemons with MiataPI / Alchemy Autosports, ~30 events total. We charge between $900 and $1500 per weekend for ~4 hrs driving. I and a co-owner do all the wrenching, we both drive, and almost always have 2 renters at each event. We keep very meticulous spreadsheets on everything $$$ we spend. We have been steadily increasing our rates as we get better at tracking costs. We value our labor at $0.00 per hour, and we spend ~15 hrs per week on the car. So in cash spent, out the door, we 2 owners just try to break even on a yearly basis with our renters, while putting no value on our wrenching time. My best current way to look at it now, with all yearly costs all in, is that it costs between $315 and $350 per hour to run our car on track. To have it prepped with parts (free labor!), have our car "delivered" to a track, and be podium capable for the entire weekend. If you aren't breaking even in yearly cost with the renters, remember that you are sponsoring them. After adding up 2015 totals (3 transmissions that year, and etc etc), I cursed and cursed and swore I was in no position to sponsor another driver (or two) In 2016, the owners spent $700 more than renters for a total of $14,881.76 to do 4 races. So it got better, but I still sponsored them a little. The renters should pay roughly double what an owner pays at the weekend event. But, between races, the owner is buying that next engine, or next trans, or next set of wheels, on and on and on and on.... We are a team that aims to be winning capable each weekend, and we are quite clear with our renters that we will always spend $ to be more prepared rather than being cheaper ==Things that cost $$$ we forgot in the early days:== There is no end to the "1 time cost" list of things that aren't consumed that renters don't pay. Fuel jugs, radios, cool suit chest, wheel cart, dataAq, tire guage, etc, etc A set of tires is ~$560, but add on $50 for the guy to mount and balance Tow vehicles need maintenance too, and only really need expensive maintenance b\c they are towing (just did $1000 for engine mounts/etc in the Yukon) Tow fuel will change with each event, we estimate towing at 6 mpg gasoline, but you can get a quick dollar value. A years worth of spray paint/WD-40/brake clean/elec tape in the garage will be several hundred dollars A years worth of brake fluid / motor oil / diff oil will be several hundred dollars Buying ~$1500 worth of radios to be used by the team is a real expense Your mandated pit lane equipment will be several hundred (dammit, someone dropped the fire bottle again, gotta go buy another) Going to test track days, which makes you better and rental seats more valuable, is almost always absorbed by the owners. Going to the dyno, which makes you better and rental seats more valuable, is always absorbed by the owners. Going to the alignment shop, .... Going to the junk yard for a complete spare suspension, ... Upgrading your spare parts to as raced conditions (delrin bushings in spare parts), ... Buying all the spares you need to have at the track to be 90% sure to race thru the weekend, ...
  12. I dont know the engine codes, but An old team of mine ran an e30 with auto trans at buttonwillow in lemons in 114 f for 2 days no problem, no extra cooling on trans, all oem. Car and trans ran like a watch the whole time... I was shocked, but impressed. We finished ~14 out of around 85 that got on track, completed the race with a running car, so we were moving along, but lemons was young back then. Just like "can we over heat these stock brakes", this question has a lot more to do with the drivers than a simple yes no can answer. If you are a new team, build it and drive it and have fun, then upgrade cooling as you get faster... Also, just a cool memory, there is a button under the throttle pedal that will command a gear kickdown, that takes an extra little stab of the foot. So you can cruise at full throttle, but really step on it and it acts like a built in "push to pass", which was soooo much fun...
  13. Best advice I ever got on aero was from a great crusty old timer. In your head, tie your front bumper to a crane, and hoist that car up in the air so it is hanging vertical. Now, pour thick house paint over the entire car, holding the can at the height of the front bumper. Anywhere the paint comes in contact with the car, flows a little, and then forms a drip, you have a problem. Do whatever it takes to have all your drips happen at the rear bumper in our experience with a miata, we need half the rear wing angle we used to, since adding a hard top. We plan to add a rear glass/lexan piece soon, and expect similar reductions in wing angle as we keep the air flowing smoothly over the top section of the car and attached to the surfaces of the car to get to our aero devices. I too recommend lexan in your A-pillar glass area to keep more air out of the driver compartment. Second, it's super easy to test and document your efforts at your next test day with tufting. Nothing ever cheaper than a roll of yarn and some tape, and a whole bunch of pictures or video... Also, I can't say enough to recommend going to a rear wing vs. rear spoiler at some point. We made both, and were able to do back to back testing at a track day, where the driver comes in at half a session and we swap the parts. Every driver liked the wing a lot more than the spoiler, and had roughly the same feedback. When the car gets loose and oversteery, the wing just felt much better. I explain this as, when a car/spoiler gets a certian amount of yaw angle to the direction of travel, the spoiler starts dumping air off one side, reducing downforce right when you desire it most. When a wing has same yaw angle, it produces almost the same downforce ie. the chord length hasn't changed effectively, all you did was maybe make the planform length slightly shorter.
  14. Got dyslexcic and put $325 in the title, it was supposed to be $235 like the text in the body says above... $235
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