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Scribe

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Scribe last won the day on June 10

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About Scribe

  • Birthday March 24

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    Canton, MI

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  1. I had a blast driving @Slugworks Paul's new datsun. It was fun being in a power car over a handling car for the first time in my Champcar racing "career". The Altima was ridiculous on the straights, but struggled to keep up with the BMW's and Miata's through the twisty bits. Getting 6th on the car's debut race was impressive to say the least. I had some fun battles including racing with my friend Denny when he was driving the Crank Yankers E30 on Sunday. I managed to pass him and the Premium dudes E30 before the brake pedal went to the floor as I was coming in for our last pit stop, I wanted to take it easy on the brakes, but I also wanted to try to stay ahead of Premium Dudes to try to catch a FCY to get a lap back. Fortunately Paul's crew did an amazing job changing both sets of rear pads and one caliper and got us out to salvage a 16th on Sunday. I didn't have any issues with aggressive driving during my stints. Seemed consistent with most other races I've done. The unfamiliarity of the track definitely led to some strange racing lines, but you just had to keep that in mind when making moves. Like others, I had problems with the inconsistent and lazy flagging all weekend. Overall I was impressed how well Champcar ran the event and I'd love to have another go at it next year.
  2. I've run 245/40R15 RS4's on 15x10's as high as 42 psi hot with no noticeable (by an amateur) loss of grip but improved tire life on a camber limited car (MacPherson front, solid rear) Car weight is ~3000 with driver.
  3. This might be a little early, but I'm looking for a seat (1-2 stints) for the Sebring Double 7 in December. I can be there both days and help crew as well. I just so happen to find myself in the area December 26-30, so I thought I might as well do a race there and check it off my bucket list. Flights are already booked and I have a current Champcar gear tech sticker, so I'm all ready to go! Racing resume available on request. I've raced most recently with the GWR guys and their E30 and the SlowNerd/ScribeWorks Volvo 960. I will also be racing with Slugworks at Indy. Here is my stint with GWR from our win at Watkins Glen, which was my first time racing at the Glen:
  4. That was changed this year. All previous years that I've been racing in Champ in the East region they would just glue a class ABCD winner plaque to the overall podium trophy. I think in either the west or central they were handing out class trophies in addition to overall and some teams asked if they could do that everywhere, so they did. I really don't see what the problem is here.
  5. I'm only trying to convince everyone it doesn't work so everyone takes their aero off thier cars to give us more clean air for our aero 😉 Joking aside, the aero on the GWR car is worth a few seconds a lap in clean air, but you don't get many clean laps in a packed Champcar race.
  6. This is deja vu from Troy's points based class petition and the discussions that came out of it. I'll just reiterate what I said there with some tweaks: 1. I do not think we need to incentivize teams to build slower cars, it will only exacerbate to growing speed differentials we are seeing today. 2. Increased tire width can save you money due to the wider tire having more heat capacity which can improve tire life if you are overheating your stock-width tires. Yes you could just go slower, but who at the front of even a limited prep class will do that? Wider tires is one of the easiest ways to improve your car (low hanging fruit = accessible to everyone) New tire compounds that come out every few years are one of the main contributes to speed creep. 3. I don't think aero is as effective in Champcar as people think it is, but it ends up being a scapegoat for speed creep over and over again. Its main use is to give amateur drivers like myself more confidence in high speed corners, which is usually where the most laptime can be found. The trade-off is reduced top speed, which can make it very hard to run fast laps in traffic. Champcars do not have enough horsepower to take advantage of crazy time-attack style aero. There is a reason those cars have and need 1000hp. Aero can also be very cheap due to plywood being very cheap. There are a lot more cheap wing options on the market now. 4. The thing that isn't talked about enough is the tried and true driver mod. Here is a really good blog post about the value of the driver: http://farnorthracing.com/autocross_secrets3.html. It is about autocross, but it also applies here. A lot of the speed creep we have seen is just due to better driving. Every race I've done so far I have improved my fastest lap. Some of that is car tweaks, but a lot of it is confidence. You don't need giant car haulers, paid crew, and $50,000 cars to win in Champcar, and I have no issues with teams having any of those things. I've been crewing and driving for GWR for around four years now. That car is primarily built by two guys in a two car garage with the help of friends, a Hobart MIG welder, and a lot of beers. Our win at the Glen recently did not involve any pro drivers, paid crew, race fuel, or engine swaps. Chris and Will have been trying to win the Glen for 5 years and they finally got there through a lot of small changes that make the car reliable and very easy to drive at the limit. No matter what you do, a team that is brand new to motorsports will not be able show up and fight for the win their first time out. Its one of those things you have to learn by doing. That might have been possible 10 years ago, but everyone was new to it back then.
  7. We didn't need Misha to win on Saturday! 😉 Misha didn't get to the track until Sunday. He drove 1st stint and last "stint" on Sunday.
  8. Last weekend had its ups and downs, but overall it was awesome! This is my first time racing at the Glen and it is now one of my favorites. I was first stint in the GWR E30 starting around 20th place, I was able to pick through the field up to 2nd before the first safety car, which brought me back in sight of the Partsbadger car. At the next safety car I found myself directly behind Partsbadger. I was able to make the right choice in traffic on the restart and found myself in the lead! After the next safety car I had some clean air and was able set a 2:14.5, which stood as our fastest lap until Misha's time attack session at the end of Sunday. Patrick, Chris, and Will all drove flawlessly and we were able to pit under caution for two of our three stops. In hindsight, we could have made one or two better strategy calls, but this was the closest to a perfect race as we have ever run since I've been on the team. With that said, we still needed some help from our competitors to pull it off. Visceral's two fuel stop strategy looked like it was going to be impossible to beat until they weren't able to catch a yellow for their last stop and they had their 5th gear issue. The Tuttle cars were just absurdly fast all race and if the 107 wouldn't have had their transmission issue on their last pit stop, they would have won. On Sunday, Misha started and got us ahead of the non-EC leader in an attempt to get our penalty lap back, but the safety car picked up the EC leader on the second caution. He then got passed by the Tuttle car on the restart and we found ourselves right behind them for the next safety car, still a lap down. I drove second and on my second lap of my stint, the black fox body spun in front of me in the middle of the bus stop. I went wide to avoid him but lost control of the car when I hit the outside curbing. Right as I gathered it up, the mustang finished its spin by hitting our left-rear wheel, which bent the trailing arm. It look us around 4 hours to replace it, so we sent Patrick and Misha out for some time attack laps at the end of the race. I was glad to see that the car was still super fast after our repairs. Thanks to all of the Champcar and Watkins Glen staff for putting on such an awesome event!
  9. I don't mind racing with the EC cars. My biggest problem related to EC cars at the Glen was the pace car inconsistently picking up either the overall leader (EC car) or the non-EC leader. We were trying to make up our penalty lap from Saturday and passed the non-EC leader, but the pace car picked up the overall leader so we didn't get the lap back. Also, when the pace car would pick up the non-EC leader, the EC cars would get free laps, further confusing the situation. The -100 laps might solve this issue as there is no confusion who the leader is.
  10. @turbogrill I believe BW has a smaller one than that, the 6258. However, it looks like you would stay in the center of the map you posted if you stopped being a wimp and turned that hypothetical boost up 😋 I personally love MHI (Mitsubishi) turbos as the best bang for the buck If you pick up a used Evo VIII or IX turbo, you will have nearly all of the goodies of the EFR except the integrated BPV and they are journal bearing vs ball bearing. It may also be a better size for what you are looking for. You can find compressor maps for a lot of Mitsubishi turbos on the web.
  11. Do you still have an EGR valve on your engine? That is usually the biggest contributor to carbon buildup that I see. Also, 24 hours of racing is probably more WOT time than a few years of driving around town.
  12. If driver stint limits were reduced to 1:30, everyone would buy 944's and Saab's with fuel cells and go 3 hours with a short driver change in the middle.
  13. There is a good article on that here: http://www.mulsannescorner.com/rearwingLMPCFD2009.html Short answer: yes, but there is a weight and CG height penalty for it (small, but its a consideration) The Ford GT and Corvette GTLM cars still do bottom-mounts, but they also contour their wing mounts to reduce the separation on the bottom surface of the wing.
  14. Disclaimer: I have no formal aerodynamics training and most of this info I am going to share I have just picked up on the side for fun. Feel free to critique anything I am about to say. I believe @@NineLivesJohnny's explanation was correct about the increase in downforce/front end stability from venting the hood is more of a side effect from taking air that may be disrupting the underbody flow and putting it somewhere less disruptive. If you are going to vent your hood, you want to vent it as close to the convex portion of the hood, which will most likely be at the front. This will be the area of lowest pressure and it will only get higher as you approach the windshield, which creates a concave shape with the hood. This is why vented cowls are usually a very bad idea for heat extraction and a great idea for a cold air intake. Another side effect of venting your hood for radiator airflow is that it may allow you to decrease the size of the radiator inlet duct, which can also improve front downforce by maintaining the high pressure zone above your front splitter (assuming you have one). Ultimately, venting the hood is more of a cooling airflow improvement that may have lift reduction (downforce) benefits depending on how the engine compartment was originally vented on your vehicle. You will notice that very high downforce cars like LMP1, LMP2, and DPi that don't have road car constraints will not have any cooling venting on the top of the car and will have all of it at the rear. They also pull air into their side pods for the heat exchangers from underneath the car, which further promotes underbody airflow. Minimizing the gap between the front of your car and the ground with a splitter is one of the easiest ways to create front downforce. Forcing air into a very small area will cause it too accelerate in an attempt to maintain the same mass flow rate, which will lower the pressure under the front splitter. The next step is to add diffuser tunnels that vent towards the inside of the front wheels and vent the rear of the front fenders to further increase airflow velocity under the front splitter. This is where it gets interesting in my opinion. You will notice a difference in design from what I described above in the most recent GT3, LMP1, LMP2 and DPi cars, and one-off hillclimb cars like the VW IDR. Below is the progression of front splitter design for the Ferrari GT3 car (458, 488, and 488 Evo) Notice how the raised portion of the front splitter goes from being non-existent to being nearly the full width of the front-end. The issue with running a flat front splitter as close to the ground as possible is that your front downforce becomes very pitch-sensitive. As soon as the splitter gets too close to the ground due to braking or bumps in the road, you will lose a large portion of your front downforce. This makes for a car that will be very unpredictible to drive, but still stable as the rear downforce will be maintained. These are things you will not notice in CFD or in the wind tunnel, but on the track. By having a raised front splitter and shaping like a nozzle, you still have high velocity air going under your front splitter, but it will be much less pitch sensitive. This is what they mean when you read the press releases of these cars and they say the car is "easier to drive at the limit" than the previous generation. For reference, here are pictures of the underside of the 488 GT3 (middle picture): One thing to note, this splitter design does not work very well unless you can maintain air velocity underneath the car. You cannot add a large raised front splitter on an old sports car and expect it to work. You need a flat bottom like the one above as well as a large rear diffuser to keep air velocity high though the entire underside of the car. As the air becomes turbulent from interacting with parts under the car like the exhaust, suspension, and, drivetrain, you will lose air velocity under the car, which will reduce air velocity at the front, which will greatly reduce front downforce and overall downforce. There is also the problem of the boundary layer increasing in size towards the rear of the bottom of the car. This can be combated by adding positive rake to the vehicle. The key to efficient and effective aero design is to get all of the parts of your aero package working together. With all of that said, lets go to side skirts. This is an area that I think a lot of people mess up. Fully-sealed side skirts are only effective if you are able to maintain underbody air velocity from the front of the car to the diffuser. Otherwise, you are cutting off valuable airflow that the diffuser may need. Norbert Singer briefly describes this phenomena in this video: Below is a comparison between the Porsche 919 and 919 Evo: You will notice the side of the Porsche 919 is very high off the ground. Due to the rules restricting the diffuser size as well as what can be done with the side skirts, they found that rounding the edge of the side skirts and directing the inlet of the rear diffuser towards the side (shown in the second picture, this is actually from the Cadillac/Dallara DPi car) was their best way forward. You will also notice the car has a lot of positive rake to effectively make the entire underbody a diffuser. The 919 Evo is an unrestricted version of the 919. No longer hindered by the rules, they were able to greatly increase the size of the rear diffuser. They also made the rear wing larger and moved it rearward. This created a very large low-pressure area at the rear of the car, which helped maintain air velocity under the car. This allowed side skirts to be beneficial, so they were added. By feeding the rear diffuser from the front instead of the side, they were able to shift the aero balance forward. They then shifted it back to neutral using the giant rear wing and increased total downforce significantly. This design can also be seen on the VW IDR below, which is also unrestricted by rules: If you add side skirts to your old sports car, you may see a small drag reduction, but probably no downforce. One last note is that you want to try to match your downforce balance to your weight balance. If your car is 55/45 Fr/Rr, you want 55% of your downforce at the front. There can be exceptions to this, but it is a good rule of thumb. You should also be aware of how the downforce balance (center of pressure) changes as speed increases. You don't want the balance to shift forward, as it will reduce rear stability at high speed. There is so much more I could get into, but I should probably call it a night. I hope this post is informative and creates some more discussion.
  15. What is it that everyone wants from this series? Why are you here? Do you just want to have fun? Do you want to improve your driving skills? Do you you want to learn how to make your car faster? Do you want to satisfy your primordial urge to prove you are better than everyone else by collecting trophies made from scrap metal? Everything except the last one is possible in Champcar with very little monetary investment. I am pleased with the direction Champcar is going. I am looking for a place to improve my driving skills by getting a lot of affordable track time. I am also looking to put engineering theory to practice and learn from tinkering with my car. If we make everything more like a spec series, than I won't get to tinker as much and will go somewhere else where I can. If costs rise because we have to bring dyno's to every race, buy inspection equipment, and hire a bunch of technical experts, then I will probably go somewhere else that is cheaper. Do I want to win? Sure. But I'm more content with getting to learn a lot from every race I do. If someone spends $40k on a Champ build, I'd just assume that they must have overpaid for a lot of stuff instead of doing it themselves. I have yet to see someone spend their way to the top. There will always be a level of execution that cannot be bought and can only be realized through preparation, experience, and ingenuity. Look at teams like Tuttle and Sahlens. They are big money spenders that have only occasionally found themselves on the top step of the podium, but they are very fun to race against. If I could only have one suggestion, it would be that maybe engine building should be limited by banning race fuel and keeping fuel capacity limits in place. Everything else should fall into place with yearly VPI adjustments to keep any over-performing platforms in check.
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