THSCC Forums

First, the usual thanks!

1) My wife for tagging along and crewing for me!
2) Mark V and the entire Time Trial crew for another excellent weekend!
3) Paul Tillery, the instructor who had the misfortune of picking my name. He was patient with me, and I made a TON of progress over the weekend.
4) The people that helped me push my busted car onto the trailer.

Just a quick report (I do have work to do). The old car held up well considering that it has no oil pressure on right hand turns (go to Roebling and you will understand). The Accusump works wonders (20 psi in all turns is better than zero).

First session I was in way over my head. I wasn't prepared mentally, didn't know the track, and was just plain horrible. To start, I got to the middle of turn one and the car sputtered and died. After a quick exit into the infield, I finally realized that I had the fuel pump switch in the "Off" position (yes, I need to lable those darn things). I thought I had turned the electric fan to off.

I was in Blue Group and I think *everyone* passed me. I was so busy watching my mirrors that I wasn't even able to focus on the track. I really thought I needed to find Mark and get moved to yellow or green group. I managed to spin once, making a graceful exit off the track backwards. No damage though, thanks to the people behind me for watching out! Yes, you do have to brake for turn 4.

Second session was better, but this track was still oWeNinG me. I was slow. I at least was managing the traffic better. I got a hard time from Whitney after my session for a "brake check" in turn 3. Damn it, I *needed* to brake for turn 3 (so I thought). Still, I wasn't feeling as lost anymore, and I had a few moments of fun. For some reason the high speeds and tire walls were really getting to my head (never a problem before). To make things worse, the rear end was starting to sing (scream?) Looks like my budget diff rebuild was a little too budget.

One big problem I had (all weekend) was turning in too early and too much. Roebling is about as far from autocross as you can get. There are no visual cues (for a novice), and the turns are *big* sweepers. I'm used to turning in NOW, not just a little and wait for the track to come to you. It was very hard for me to get into a rythm.

I was planning the time trial in the afternoon, so I went ahead and put my better time trial tires on for the 3rd session. I took off the 3 year old heat cycled RE-71's (they have ceased to wear, they are so hard), and I put on a barely used set of Kumho V700 tires that I recently acquired.

3rd session, summed up with one word. WOW.

It was like driving a new car. Speeds were dramatically increased, the car did what I asked when I asked it to, it was fantastic. Midway through the first lap I asked Paul what he thought of the new tires, he responded with something like "new tires? I thought it was a new driver!" I was beginning to understand why Roebling is fun! My brake check in turn 3 was slowly starting to turn into a large "confidence lift" as Mike W. called it and suddenly, I got to drive a whole lot because I wasn't pointing people by every 30 seconds.

The rear end was still screaming, but it wasn't getting worse, so I figured the car was good to go.

Day 2 started bright and early (after the fog lifted). I managed to avoid the festivities of Saturday evening so I was pretty well rested. Paul and I went out and had a ball, the track was really starting to come to me and I was finding a lot of speed where I didn't think I could before. The old car was handling well, and holding up well. I did learn that I could get the car sideways (not the desired line) and just like a front drive car, mash the gas to save it. At 70 mph I don't make enough power to light up the back tires, they just plant the rear and stop the spin. Cool!

As the session was winding down I got close to Steve Pierce, and we had a good time. I couldn't get close enough for a pass, but I was able to keep up (something that wasn't even remotely a possiblity earlier in the weekend).

For a little fun I went out with Matt Nicholson for a session (thanks Matt), I was quickly learning about smoothness and speed. Yes, turn 3 is *very* fast. I got a lot out of that ride. I got to see the track at speed, see where you go fast and where you go slow. *very* instructional.

My 2nd session was much like the first, only a little more traffic (but I could keep up now). Highlight of the weekend:

Point by a pretty blue 350Z on the straight, give it a 200 foot head start into turn one, then catch back up in the braking zone to turn 4, and hound it all the way back to turn 9. Unfortunately, I never saw it again after turn 9.

I was really flying now, at least once, I didn't lift for 3. That maneuver prompted a few noises out of Paul, though he always encouraged me. It went something like this...

Entry to 3: "Um Scott....."
Midway through 3 "Hmmm, wow, nice line!"
Exit of 3 "Don't forget to brake for 4!"

In all, a very good session!

I also got my first experience with track hazards. As I was Apexing turn 2 the car started to push, then it was instantly loose, and it was just a bit of a handfull. Nest thing I saw was a Contour SVT heading off into the grass in a big cloud of steam. I think someone said that it was coolant... Glad it happened in turn 2, one of the slowest parts of the track.

I was tired, the car still ran so I put it on the trailer after the 2nd session. We were going to get a head start on home. Well I got talked into staying for my 3rd session...

I headed out on track with Mike W. along, and by the end of the front straight on the pit out lap I knew the weekend was over. The car was sputtering badly. We managed to nurse it back to the pits and I coasted mostly to my paddock space. It looks like I have fuel, but no spark. Had to push it on the trailer...

I guess I should have stopped after the 2nd session.

Bout it for my weekend.

Scott

PS: Yeah, I ran 1:34.6 in the time trial. I think if the car were working I could have run 1:30 to 1:31 (or better?) on Sunday, I found a ton of speed out there.

PPS: Maybe it isn't Shultz with the "Midas" touch, maybe it's Whitney...

Well, I think it's only fair to post my experiences too.

This was my very first track event - I hadn't even been to a track before so I was a little lost at first. I arrived at the hotel HQ at about 8:30 pm and decided to switch my tires that night so that I wouldn't be all sweaty and dirty before my first session. Didn't think I should leave my wheels in the room so I put them back in the car.

Arrived at the track and cruised around a bit looking for a familiar face and selected Scott as my neighbor. Scott and Sally were most gracious and helpful and I quickly settled in.

Chuck Frank, the classroom instructor, was great - addressing pretty much everything I needed to know. Even after being warned at the driver's meeting not to do so, I managed to confuse the Saturday and Sunday schedule and missed my second classroom. Chuck was kind enough to give me a 15 minute precis so I could catch up.

A little background first: obviously in green group, driving a stock Subaru Impreza WRX (the only WRX there - must mean something) on Azenis. I've done about 8 or 9 autocrosses.

First day: the first session was supposed to run under a caution flag but everyone forgot and we all just went for it. My instructor, David Stone, was excellent. We were comfortable with each other right from the beginning and our communication was clear and frequent. First few laps I was just finding the track and David was showing me the line I should follow. Since I did my own brakes and brake fluid last weekend it took a while for me to build confidence in my braking so I was a little tentative at first. I soon warmed up and made progressive improvements throughout my first day.

Until session three. About one third of the way through, David was encouraging me to use a little more of the track on turn 5. "You paid for it, use it!" So, I used a little too much and dropped two wheels into the sand on the right edge in the left turn. Wow! It all happened so fast! Exactly as described in the driver's meeting. I still had the instinct to attempt to correct the error, like you might do on the highway if you wander off the edge. So the car rotates across the track to the left side, all four wheels going sideways. We hit the sand and it's like someone threw a whole bucket of dirt through the right windows. The car stops, stalled. And then I understand what David's yelling at me: both on the floor (clutch and brake). Oops. Fortunately I'm off the track and don't need to get out of anyone's way. First lesson learned. Also fortunately, the car decided to stay upright. A benefit of the WRX's low C of G I think and the fact that I scrubbed off some speed crossing the track sideways.

So, we get permission to get back on track and we're discussing what happened as I go into turn 8/9 and completely forget to pit after going off! Oops number 2. So I have to take another trip round the course at reduced speed getting black-flagged along the way. Oh, the shame, the shame. We get off and find the front right tire is gnawing on a bunch of grass and leaking air. End of session.

David and I tried to clear it out but our puny screwdrivers and needle-nosed pliers were not up to the task. Fearing I'd have to take the wheel somewhere off-track for repairs I asked some of the track workers and one of them was able to break the seal on the tire and we could clean it out. No charge! Thanks to all the folks at RR for their help.

End of day one. Unlike Scott, I did partake of the evening celebrations - a few of use ended up at Mike Whitney's favorite sea food restaurant and we got to watch Mike taking out his frustrations on a poor unsuspecting King Crab (I think). Got to bed at 11'ish - not too bad.

Day 2 went much better. I improved tremendously and even got my confidence back at turn 5. I learnt just how hard I could brake before turn 4, eventually activating the ABS. The WRX's ABS is very smooth. I also found out how fast I could take turn 9. For most of the time I'd been in 3rd gear on the back curves and found that I had nothing left on turn 9. Once I got the confidence to take it in 4th everything seemed so much easier and I had power to spare for the straightaway. Hitting 120 at the end. I was also trusting my brakes more; finally waiting until marker 4 or 3 before hammering on the brakes. Never did quite lose the pucker factor at the end of the Drag Strip - there doesn't seem to be anywhere to go if something goes wrong.

Overall, I had a blast - just as Mike predicted. And, also as predicted, I left with a big grin. Probably the best introduction to track I could have had. I think I passed more people than passed me if that's any measure of my skills (or recklessness ).

Many thanks to the event coordinators and managers. Also thanks to Sally for taking some of the pictures you can find here...

http://www.wildport.com/RR_200309/RR_200309.html

Most are of Scott or myself but there's a few others in there. Let me know if you want any high res copies.

Simon - considering doing this again.

Nice write-up Scott. These things are alot of fun. The Ford Contour SVT was a friend of mine. The water pump went. It made for an interesting afternoon trying to track down the parts, no tow vehicle. I'd like to put in a good word for the folks at Roebling. We were working outside the gate until close to 7:00 and they checked on us often and kept the gate open for us to clean up before the trip home.

I also got to see Mark V, Stacy, and the rest of the organizers work this weekend. I got in at 11:00 PM on Friday and they were just closing up the registration office. They were also near the last to leave on Sunday. They put alot of effort and extra work in these things. I appreciate it.

For all you people on the fence, come on out to CMP!!! Post any questions on getting started, there are a ton of us who are happy to help out and give advice.

Mark

Isn't it funny how you look at the track map of Roebling and you say, "Man, this is gonna be a cakewalk!" But you get there and it takes most people only their first session to realize that it's not as easy as it looks.

And Nicholson is an excellent choice for a ridealong. I consider myself reasonably smooth and consistent but I've got nothing for that guy. He's seamless.

Glad you had a good time, but sorry to hear that the car's busted. Wish I could have been down there - tried to get the brakes fixed last week, only to find out it was the booster, not the master cylinder, which has failed.

_________________
Karl S.
2014 Baby, 2014 House, 2013 Ford Focus ST, 2013 BMW 328i, 1994 Mercedes E320
(Insert passive aggressive signature line here)

My 4th track event overall, 3rd different car on track, 2nd time at Roebling, and 1st time in yellow group. This made for a horrible first session on Saturday - I forgot everything I learned last year, especially passing zones. I got black-flagged for a bonehead passing signal - not good. I was a little nervous about being in Yellow group, and it was obvious. Thanks to April Curtis (instructor) for her extreme patience in that session. Things looked up from there, however.

Lessons learned:
- 94 rwhp means you need to conserve momentum wherever you can
- Being passed by everyone in your run group, again and again, is rather humbling
- Even a stock (mostly) Miata on track is obscenely fun
- Carbotech brakes whoop major butt (XP-8's in the front, Panther + in the rear, for those who care)
- 5 hr drives in fixed-back racing seats are a little hard on the spine
- 5-pt harnesses with cam locks are worth every penny
- When the corner worker holds up a black flag with a red dot in the center, that probably means part of your harness strap is hanging out the bottom of your door, flapping in the wind (happened twice)
- Azenis are great track tires on a light car, just a long as you adjust for them getting a little greasy at the end of a session
- Georgia mosquitoes find me very tasty
- Riding with an instructor is an invaluable tool. Having one drive your car is even better - Rich Anderson drove my car MUCH faster than I did...

_________________
Tom Freeman
'98 M3/4/5 | '93 Spec3 325i | '12 TSX sport wagon | '03 Tahoe
Team Silver Bullets '91 240SX

I may be seamless, but at least I'm slow.

Matt (a.k.a. Dr. Smooth)

I used to be smooth. Now things are happening to/with the car that require anti-smoothness from time to time.

_________________
Mike Whitney
whit32@gmail.com, 919-454-5445
V10, V8, V8t, I6, I6, V6, F4t, I4, I4, I4, I4, I2, 1, 1

Finally have a chance to write a few words about last weekend.

First, all comments made were excellent and rewarding for an organizer
to read because it indicated the about of progress and learing that occured as well as the ability to adapt to new environment and conditions.
This shoulds like the canned speach but it is one of our fundemental
objectives in running a HPDE.

Now, perhaps it may be clear to some why I am so keen on keeping Roebling Road a viable and sucessfull venue. It is one of the best
teaching tracks ever designed, while at the same time, is fun, fast,
and not boreing. It has a beautyfull sence of rythum, the track just allows the car to flow. However, looking at the track map, one would think
the complete opposite.

Roebling Road will teach you two vital lessions:
1) Patience
2) Don't turn in early

That alone is well worth the price of admission.

This event was fun to organize and really came together well. Having
Joel, Steve, and John King working grid and haveing someone at
the info desk make a big difference, at least from the prospective
of running the event. The intention was that everyone would know that
help was never out of sight,either in the classroom, instructors, info desk,
or one of us on the grid. I must mention Joel came down to help run
the event, he did not drive but did manage to bum a few rides.

Matt Graham ran with Timing, running the Time Trial and results so all Stacy and I needed to do was concentrate on what is happening on track which is what a chief stewart is supposed to do.

It also free up time for Stacy to actually attend some of the classroom
sessions and for both of us to drive more. Chucks Hawks made his THSCC/TZC first appearance. Together with Ron Spencer, has allowed us to have the best classroom instruction of any club currently doing events on the East Coast. They are both that good. Only with Ron and Chuck in the calssroom do I hear people turning down rides as not to miss a classroom session! Or not being able to decide which is better to do? It is hard to keep that level of interest with one chief instructor.
Being able to alternate between two should keep this level of interest
while allowing us to offer our chifel instructors some track time when they
are not in the classroom. Unfortunitly Ron had work commitment that
conflicted with this event, that must be expected to occure from time
to time, so he was not able to drive this weekend.

Contratulations to the following instructor canidates who will be
added to our instructor roster staring with CMP in Nov:

1) April Curtis
2) Marvin McBride
3) Julie Brunner

Thanks also to our instructor mentors,Dave & Crystal Blum, and Phill
Strayer and the many long time THSCC members that made it down
to Roebling.

Like all events there are some things that go wrong & things that get
missed. At times I felt like we were in a scene from the movie
"Animial House" and Greta got to star in the "Great Escape" when they
locked the gates early then expected on Sat Night. Such things happen
and there was no harm done.

We are very close to announcing the Primiliary 2004 schedule. In fact
we will probably post it as early as the end of this month. ALfa Club
will lose their March weekend to the SCCA school. However, we have
been offered and accepted the last weekend in June 2004 (and going
forward) to run a Joint ALFA, THSCC/TZC school so all three clubs
will do one combined event at RR. The track is designed for 20 to
25 car run groups. The 12-15 size is actually too small, you need
some body to "run with" and some traffic to manage.

The down side was only 12 cars in the Time Trial on Sat and
less on Sunday. This allowed us to run 4 hot laps, but we did
not get as many entries as expected, even though some entires
had roll bars or cages and meet the requirements. I think some
folks just wanted a early start to a night out in Savannah. Only
comment I can make there is that everone make it back to the
track on Sunday. We did not have any MIA's Sunday AM.


My Sirocco decided to break a left front (loaded side) hub at about
95 mph exiting turn one during my second warm up session. Lucky
for me I trail brake there, because the caliper was the only thing
holding the wheel and tire assembly on the car! As one esentially flings the car into this extreamly fast turn, the last thing you want to hear
is a loud "bang" comming from the front of the car. This is a know week
spot on VW's but the only class legal solution is to change the bearings
and hubs on a schedule. Unfortunitaly every now and then, you get one
that fails pre-maturly. Thanks to Steve Pierce for offering me to
drive his Civic in the TIme trial and in a few run sessions per day. Thanks
also to everyone else who offered rides.

I need to save someting for this months H&T so I will end here.

See Ya On Track
Mark V

_________________
Mark Vitacco
THSCC TT Chairman
mvitacco@bellsouth.net

I'd like to add my thoughts and thanks.

First, thanks to all the people who made this an outstanding and safe event. Fun tracks and nice surroundings are nice, but it's always the people that make these events special.

The weekend will be nick named the "Jekyl and Hyde" event. In fact, I'll give Marvin McBride credit for continuing to get in the car with me after our agricultural excursions on Saturday. I tried to explain that Porsche is well known in Europe for making outstanding farm tractors. "It's in the breed!"

Saturday
After scrubbing in my new Victoracers, I switched to my Dunlop street tires. With 10% less grip, the problems began with a spin exiting turn 4 in session 2. That was followed by a brain fart entering turn 4. "Was I supposed to brake there? Wow, that dust can really coat the inside of the windshield when you go in backewards!!!" Those were my first ever spins in dry conditions.

In the time trial I locked up the right front braking for turn 1. The car stepped sideways off the track and my session was done. After reviewing the raw data I turned a 1:32.6 on lap 2. I was still on street tires.

Sunday
The Kumho's have now sat as long as I can stand. Day 2 Objective: Use the paved part of the facility. Session 1 was a warm-up at 6 or 7 tenths. It was a good controled session without incident. Session 2 focused on braking in 1 and a consistent line in 5 and 6. The 944 and I had a great time for several laps. After the session, I was in formed that we were running laps in the 1:28's. Wow, 4 seconds a lap off my best time from Saturday. THe Kumho's made a huge difference, but I'll give a little of that 4 sec. difference to the driver.

Session 3 was solo and a warm up for the time trial. I used that session to plant an image in my mind that I could visualize on the grid before the TT. Thanks Chuck for the visualization techniques we learned in the classroom sessions.

Time Trial - Mark V. spooked me about melting sealer and a greasy track. I appreciate the caution.
Lap 1 1:29.556 - I can do better
Lap 2 1:30 587 - Not that way.
Lap 3 1:29.191 - exiting 7 the engine hiccups for an instant. I'll remeber to put more gas in it next time. Nonetheless, my fastest.
Lap 4 1:29789 - thought I was taking it easy in case my fuel starvation problem reappeared.

I have been very fortunate to have excellent instructors at all of my events. Marvin was no exception. His drivcing instruction was superb and he set a fantastic example with respect to car prep and safety. Thanks Marvin!!!.

See you all at CMP.

_________________
Dave Phillips
78 Porsche 911 SC