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vtjballeng last won the day on December 20 2018

vtjballeng had the most liked content!

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About vtjballeng

  • Birthday 06/22/1979

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    Mechanicsville, VA

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  1. You repeated what I said and called it incorrect. 😎 Yes, it is.
  2. Your signature shows Crowd Control Racing, #625 with 4 total points as one of your cars. With respect to #625, your statement is objectively false. There is a way to compete and your chances are statistically significant. If applied to InActiv Motorsports #626 then your statement is true except that it's the top 150+ teams rather than the top 10. If any team in the top 20 of the final list @Bill Strong wins, they immediately win the championship. If anyone in the top 21-28 of the final list wins, they will win overall provided one of the top 9 teams doesn't get 2nd place. If your team, Crowd Control #625, wins overall, you have a fair statistical chance of winning the championship outright. Consider that not every single one of the top 9 or top 20 teams will race in Charlotte, thereby improving your odds.
  3. @JDChristianson please don't do that. Please don't provide hyperbolic or outright false figures to prove a point you're attempting to make. Let your cause stand on it's own merits with genuine figures. If any of the top 16 in this list win, they are the champion for the year regardless of other team's finishing positions to my understanding. I'd argue significantly more than 16 have a statistically significant chance of winning overall. How many viable potential championship contenders does the series need to be TRULY EPIC? https://champcar.org/mainweb/wp-content/uploads/2018/12/ChampCar2019NationalChampionship.pdf While I was skeptical of the existing system, it seems to work well with the caveat that there should be a more central location or regional championships. Living in the mid-atlantic, I wouldn't tow to California for the championship and I wouldn't expect Californians to tow to the east coast.
  4. Yes, the front left rotor face. This is with significant ducting to cool the rotor. You'll want to look into coated Lexan / Makrolon to prevent this. Polycarbonate and Acrylic react with fuel. The good stuff is NOT cheap. Another method is to apply 3" wide or similar packing tape to zones that tend to get fuel on them. That wouldn't help with the scope of this problem but replacing tape is a lot cheaper than replacing the lexan. It's essentially a poor mans tear-off. There are some places that will sell custom fit tear-offs too.
  5. Guess I should add brake temp to the video overlay (17.7% of distance under braking, 20.3% by time). RAtl has more cooling time but also heavier braking zones. Peak temps higher at RAtl. Front Left Brake Temps for @Wyatt's lap at VIR South: A similar lap at RAtl (14.6% of distance under braking, 15.8% by time): In short, the extra time on the brakes is mitigated by the lower speeds and lower total brake energy. I haven't measure our pads post VIR to measure wear which provides a good indicator but we weren't in the race that long either ☹️ .
  6. We don't have full aero. I was speaking broadly about my observations. I offered that some of the reliability issues are down to our choices. We are spending points on some reliability items. I am not petitioning for anything here, simply offering my observations. Were I to take all points for parts to address our many reliability issues that are allowed in competing series, it would be far more than 20 points and yes we would become a mid-pack runner overall. The net effect is that we are within the rules and it costs us significantly more to operate this car than it would in other series as a result.
  7. I'm not interesting in muzzling opinions. I want to reduce the noise and hear from current, valid, active participants at the track. Or to say this another way, I want to hear from active teams and I don't want to hear from inactive teams regardless of their opinions relative to mine. You were singled out but you may be representative of a larger group and have more influence here than an inactive nonmember should have in this discussion imo. As for my opinions, I'll say this. Most competing series allow accusumps & coolers for "free." Several reliability issues I've had and several of my friend racers have had made us look to other series for better solutions and consider moving our cars to other series. If the concept is to keep costs down, my personal experience has been failure on the order of several thousands of dollars. The ChampCar ruleset is vastly more expensive for me to run that WRL & AER long term. These are due to my choices and my teams choices in part. I could opt for more reliability components and fewer go fast bits and be a more reliable mid-pack runner. I'm not pushing for anything here, just relating my personal experience an what I've observed. I agree with @MR2 Biohazard 's contention that we want good clean racing with competitors who aren't limping around the track or blowing up motors, preventing them from racing with us. I'd like to win from good racecraft, good strategy, ingenuity, engineering, teamwork, and practice. Not by attrition and wishing for others to fail. I'm also in agreement with @Huggy in wanting rules stability.
  8. There's lots to talk about here but this concerns me. We have forum members who haven't raced with us in years pushing opinions here with a powerful voice that drowns out a lot of real CCES members, racers, & builders. Those racers might not make it here because they're so busy working on there cars, etc. When we're talking about petitions specifically, can we limit the discussion just to members who are active? Does the form you created only allow active members to vote @Bill Strong?
  9. NOT my car. All of the wow. Credit to @Wyatt for the find.
  10. He's on megasquirt which is a solid solution for all the loggers. His MXL2 has direct sensor inputs as well. If you are running stock OBD1 ecu, you wire sensors direction which requires MXm, MXL2, MXS, MXP, MXG.
  11. The SmartyCAM gets it's data from an AiM Logger. Solo2 DL, MXm, MXL2, MXS, MXP, MXG. We have our MXG connected to our ECUMaster. We have the RCP / Podium Connect Telemetry and our own that is pretty basic and we plan to just make an open source cheap system for series like this. We don't have the time to make a fully fledged interface so we'll let the community play with it.
  12. It's hard to represent how much time & energy our SmartyCAM has saved. People balk at price ($1k) but, long term, it pays for itself many times over in our long endurance races. Compared to post-processing with dashrender or similar I'm saving myself hours in file management & processing time every race. It means I get the video up within a couple of days of getting back from the race or less. If I see critical issues, I can get the youtube video up that day and get them to everyone so we can study and refine. If other drivers have laptops or tablets, I can get the video to them at the end of the day or even swap a card in a pit stop for immediate review. If done perfectly, you can maintain brake pressure. If you do release some brake pressure, you are sacrificing time for stability & margin. If you completely mess up, you get this (no heel toe here, just a terrible shift event).
  13. We sell Data systems at www.bmotorsports.com . AiM, ECUMaster, Race Capture Pro, Podium Connect, and some proprietary stuff. Sensors, wires, injectors, AFR systems, etc. We can usually offer CCES teams discounts. Overbraking blue driver is about 10mph slower through the T10 complex. His T7 exit is solid so he's good on T10 entry speed and T12 he is a little slower so T1 is a little slower on entry where he also early brakes and overbrakes. Glad to see your setup is working well. Some interesting stuff there. Both of our blue drivers don't heel-toe but our other drivers do. Interesting that your green driver is fastest but rolls off throttle so early. @Huggy was spot on with what we run. We also run our own telemetry and crank out a few more variables than standard from our ECUMaster EMU Black to our AiM MXG. We sell the loggers we use too and we're usually able to cut CCES teams discounts. We run a SmartyCAM HD (older rev1) forward facing which makes it much easier for post-processing. We just weren't using the video well before and now it's pretty quick & easy to get lap highlights etc so our team debriefs are much easier for me to prep. Or to put it another way, it saves me enough time that it ends up saving me money long term. Good catch!
  14. I'll offer up something else... We installed an infrared brake temperature sensor pointed at our left front rotor for the first time this race with some interesting results. We also switched to a less aggressive brake pad compound which increases our time on the brakes slightly but improves feel greatly. We found that our green driver (colors based on plots) was overheating the brakes at key points during his stint but not continuously. We had covered some of our brake cooling earlier in the day under the false notion that we were overcooling our brakes. During our next driver's stint, the blue driver, we found that his temperatures were even higher despite opening up significant additional cooling. I took a dive into the data and found that the blue driver was on the brakes for 19.4s per lap vs the green driver at 13s. That's 49% more time on the brakes but I didn't feel this offered up a complete picture. Fig1. 3 drivers colored as blue, green, red. Top part is BrakeLapTotal or total time on the brakes per lap in seconds. Bottom part is Brake Temperature in degF You can see part of the issue below at T10a where the blue driver is applying more braking force for much longer. Fig 2. Top part is TPS. Bottom part is inverse Brake Pressure. Brake Pressure is inverted to showcase throttle to brake transitions. I had to create some new channels that better represent the issue. The integral of the Brake Pressure would give me a good idea of cumulative force applied to the brakes over a lap by the driver. The integral of the Brake Temperature would give me a good view of the energy over a lap with the caveat that the green and red drivers had 33% of their cooling blocked while the blue driver had maximum cooling available. When we look at the Brake Pressure integral or summation below, we can see that the blue driver applies 84% more pressure throughout the lap than the green driver and 106% more than the red driver. It's also worth noting that the blue driver is slower by several seconds and slowest in this group. The green driver is the fastest so the additional braking is not due to additional speed the blue driver needs to dissipate. When we look at the Brake Temperature integral or summation, we can see that the blue driver is 69% hotter than the green driver and 86% hotter than the red driver. This despite the additional cooling the blue driver had in place. I was tempted to but didn't bother to correct for airflow. Sufficed to say, the blue driver is dumping far too much energy into the brakes. Fig 3. The top is the Brake Temperature summation over the course of a lap. The bottom is the brake pressure summation over the course of a lap. We conclude that the blue driver is braking earlier, braking harder, overslowing, and dangerously overheating the brakes. This massive delta is problematic and a tough case to design for. Some solutions are driver training/improvement, improved cooling, change back to the more aggressive but non-preferred pad compound, and a warning system based on brake temperatures.
  15. Great idea! Very interested to see this tool at VIR. A pit efficiency measurement based on average lap + 5min + out lap margin. We calculate this afterwards and sometimes during the race to make sure we're staying on point in the pits. Difficulty with real time calculations is filtering yellows and outliers. Outliers are simple enough and iirc there is an api variable for flag.
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