Got a track related question? I'll try to answer.

[solidONE]

Originally Posted by Porsche

It's difficult trying to interpret what's happening from these videos, but here's what I see: The Stiglet (heh) turns in earlier than you, is on a "flatter" approach, and is describing more of a parabolic line than your more rounded line...

you saw all that??? You MUST be a Jedi master...
Will you adopt me?

Note to self*
I WILL throw away stop watch...
I WILL buy hot cake
I WILL slow down
Track out
Constant but shifting force
No coasting
Moar gas moar faster
"Slow in, Fast Out"
One section at a time
Hit berms
Don't pinch off corner
Winner, winner, chicken dinner

Thank you @CSG Mike and contributors for another excellent thread.
Carry on sirs.

[orthojoe]

Originally Posted by solidONE

you saw all that??? You MUST be a Jedi master...
Will you adopt me?

Porsche has more experience and knowledge than he is letting on.

Everything he says makes sense and is what I have been trying to do, but unsuccessfully. I think I'm really going to have to slow it down significantly to practice the line first in order to figure it out. Getting the car straight enough for hard braking is the tough part. Your mind's instinct for self preservation is another part....

[orthojoe]

@CSG Mike, have you gone flat out through turn 4 at MRLS yourself? I guess it's possible if people can go through turn 8 at Thill flat out, but it takes some skill and balls.

Turn 4 is where everyone loses their car, so some caution is needed. Jeff, I would try turn 8 at thill flat out first before you try turn 4 at MRLS. Turn 8 at thill, IMO is easier to pull off

[ayau]

Any preference on metal or rubber valve stems?

Metal makes it easy to check tire pressure readings because it's stiff. However, metal seems more fragile as it could snap off. Not sure how that could happen though on the track.

Rubber seems more durable as it allows some flexing but makes it harder to read tire pressures.

[gramicci101]

Originally Posted by solidONE

I will remember to carry some hot cakes in the glove compartment next time.

*note to self*

self... remember to buy or make hot cakes for next track day.

If they're not hot by the time you get to the track, wrap them in aluminum foil and leave them on the intake manifold for a while.

[dradernh]

Originally Posted by orthojoe

...is what I have been trying to do, but unsuccessfully. I think I'm really going to have to slow it down significantly to practice the line first in order to figure it out. Getting the car straight enough for hard braking is the tough part. Your mind's instinct for self preservation is another part....

There's a lot being said here. I'm reminded again of what Terry Earwood had to say on the subject a few years ago:

"If you're already not going where you want or need to go, why would you want to go there faster."

Especially if in so doing you've already moved through anxiety and into fear, where the really bad choices get made when things begin to go pear-shaped.

[ddeflyer]

Originally Posted by orthojoe

@CSG Mike, have you gone flat out through turn 4 at MRLS yourself? I guess it's possible if people can go through turn 8 at Thill flat out, but it takes some skill and balls.

Turn 4 is where everyone loses their car, so some caution is needed. Jeff, I would try turn 8 at thill flat out first before you try turn 4 at MRLS. Turn 8 at thill, IMO is easier to pull off

Both of the times I've seen cars getting to know the tire walls at Laguna was at the exit of turn 6. Now granted that was in a beginner run group but still, I think it is easier to have issues with than turn 4.

Also, turn 8 at T-Hill is FUN! Really need to be steady to take that one at speed though because suspension loading is pretty important to staying in control. That said, T-Hill turn 9 is even more fun!

[CSG Mike]

Originally Posted by orthojoe

@CSG Mike, have you gone flat out through turn 4 at MRLS yourself? I guess it's possible if people can go through turn 8 at Thill flat out, but it takes some skill and balls.

Turn 4 is where everyone loses their car, so some caution is needed. Jeff, I would try turn 8 at thill flat out first before you try turn 4 at MRLS. Turn 8 at thill, IMO is easier to pull off

Sure have. I enter it flat in my s2k and exit it flat in my s2k, which enters T4 at a higher speed than the FRS/BRZ. T4 is right at that window of speeds where the FRS/BRZ starts to out-corner the S2k.

More than anything, it's just properly placing the car. Start by entering with just a lift, and then decrease the lift as you keep going. If you drop 2 exiting, don't try to save it; that's how people end up in the wall when they hook across.

[CSG Mike]

Originally Posted by ayau

Any preference on metal or rubber valve stems?

Metal makes it easy to check tire pressure readings because it's stiff. However, metal seems more fragile as it could snap off. Not sure how that could happen though on the track.

Rubber seems more durable as it allows some flexing but makes it harder to read tire pressures.

We use metal on the wheels that came with them, but eventually, if they have to get replaced, then we put on cheap rubber ones. Keep inspecting rubber ones, as they can rip/tear/puncture/get damaged.

[orthojoe]

Originally Posted by CSG Mike

Sure have. I enter it flat in my s2k and exit it flat in my s2k, which enters T4 at a higher speed than the FRS/BRZ. T4 is right at that window of speeds where the FRS/BRZ starts to out-corner the S2k.

More than anything, it's just properly placing the car. Start by entering with just a lift, and then decrease the lift as you keep going. If you drop 2 exiting, don't try to save it; that's how people end up in the wall when they hook across.

Nice. Agree it's all about proper placement.

[Porsche]

Originally Posted by orthojoe

Well that makes me feel better that I can't manage to hit the first apex end up trailbraking. I guess that's a good way to do it, then. LOL

I try to mimic this guy, but can't :

I'm a bit better here, but still not hitting it like the guy above

I found a site showing the laptimes at Laguna Seca. The top two times were set by Pobst and were a couple seconds slower than the Stiglet's time.

Is the Stiglet's time a record? Do his tires (tyres in his case) make his time ineligible?

In any case, that was an impressively quick lap. His accent alone is worth a bit of time, I would think.

[Porsche]

Originally Posted by solidONE

From a very fast AMA pro, not me. He says to always stay in the higher gear when you are between gears.

This is very often true; at the very least, try the higher gear and see what effect it has on your laptime.

In the wet, it is a good idea to choose a higher gear than one would use in the dry; you'll probably be both quicker and safer.

[CSG Mike]

Originally Posted by Porsche

I found a site showing the laptimes at Laguna Seca. The top two times were set by Pobst and were a couple seconds slower than the Stiglet's time.

Is the Stiglet's time a record? Do his tires (tyres in his case) make his time ineligible?

In any case, that was an impressively quick lap. His accent alone is worth a bit of time, I would think.

Well, Hoosiers are Hoosiers...

Fastlap is for stock cars only

[Porsche]

Originally Posted by solidONE

you saw all that??? You MUST be a Jedi master...
Will you adopt me?

Maybe...

How old are you?

Note to self*
I WILL throw away stop watch...

Nuuuu, you'll need it.

We're just trying to help you see that there are other more useful ways of measuring progress in the beginning. Focusing on speed and the stopwatch results can actually IMPEDE your progress as a beginner.

First get it done RIGHT.

THEN try to do it right, progressively faster.

I think you'll make better progress that way, and it is certainly much SAFER that way.

You gotta live to tell about it, right?

I WILL buy hot cake

If you're hungry, why not?

I WILL slow down

Sometimes you must slow down to go faster.

Track out

Describe the largest radius that's practical. It's mathematically faster.

Don't pinch off corner

If it's not a decreasing radius corner REQUIRING additional steering lock after turning in, then once having turned in, one should never need to apply additional lock. If you need more lock, you've done it wrong. Note that here's an instance where you don't need your stopwatch to tell you this, although the mistake will probably show up in your laptime.

From the apex onwards you want to be unwinding your steering while simultaneously feeding in more throttle.

Remember: Your throttle is not a switch, not ON/OFF.

When I want to go faster, I say to myself, "Smooooth it."