GraemeI

Blyton Eastern Circuit Round 7 29th September 2019
 
Round 7 and much discussion was had about the weather forecast. The excitement for me became palpable in the week leading up to this sprint as it was looking like it would be chucking it down all weekend. Whilst I prefer sunshine when I’m not racing, I love it to be wet when I do. The problem with sprinting is that it’s got to rain all day to make it count. One dry run and your wet runs become worthless. It is only around once every five years that we end up with a fully wet day it seems.
 
But what is all the fuss about, you may ask? Put simply it give me an opportunity to punch well above my class and give the far more powerful cars a run for their money. Having 500-900bhp, is all very well and good, but when the track is wet, you can’t get all that power down and so it become a great leveller, being more about how fast you can get round a corner rather than blasting away on the straights. Sticky semi-slick tyres are of course useless on a wet track if there’s a puddle in sight, so it becomes a bit of a skill test and, oh how I love beating cars that are ten seconds ahead of me in the dry.
 
The morning started with our new 2019 Champion Roger, coming over to me in the cafe with mutterings of how how much he hates the wet despite having 4WD and asking me not to beat him. This only made me more determined. Thanks, Roger! By the time we got to do our sighting laps i was worried at the amount of standing water in key places through corners, on the exits, but not that much on the straights. The thing is, you can drive round big puddles on the straights, but it’s a lot more difficult when you have no option but to hit a bit puddle mid corner. The problem is if your tyres can’t clear the water it ends up lifting the wheel off the tarmac which means aquaplaning. This means that the car will not respond and is a horrible feeling if it happens at 80mph.
 
Those that know me will know I like to set a fast first run and get one in the bag. Sprinting has taught me that it’s a waste of time building up your speed, far better to go Banzai straight off the line put in a flier, then spend the rest of the day honing that from what you learnt from the first run. This approach, always then involves over driving the car and pushing it a little bit over the limit. Off I go then. The first corner, Chapmans is a hairpin. I can get up to about 80mph or so in my car before braking, but that’s in the dry. Remember the track was wet, so I drew a deep breath when I hit the brakes. When I say hit, I mean ease them on firmly, hoping my car would slow enough and try hard to get the weight over the front wheels enough so that it would bite as I turn into the corner. For a moment I thought I was going straight onto Birmingham feeling the understeer come, but just as I thought was off, the car found some initial bite. So far so good, this could be my flier I thought. Just the exit to manage now and I knew I’d purposefully got a little early on the throttle. I can neutralise oversteer, that’s easy, just turn into it, but the car was understeering, oh dear this feels awful. There’s nothing you can but back off which is like committing a cardinal sin for a racer! A momentary lift, brought it back in line, but all I’m thinking is that’s half a second gone there.
 
Through the next section towards the interestingly named K7 chicane, I could see a huge puddle right on the exit. Trouble is you want to steer as little and I had to go through this massive puddle, well into third gear somewhere around 70mph. The car hates this and as I hit it I could feel the car being pulled left, then right. It’s always at that point you don’t feel in control. It does of course slow you down and then it’s straight into Curve Grande, a 180 degree long right hander this is best described as absolutely horrible! It would be less horrible if it didn’t have a hairpin going the other way at the end. This makes it incredibly hard as ploughing through a load of standing water whilst turning right then having to brake which you struggle to do in a straight line, change down to second then turn sharp left! Tricky! Then it’s a fast run up to around 100mph before braking for the tricky Bishops corner.
 
So far so good, as I change down to third, whilst braking, I feel the front end squirm, but it’s holding it’s line. There is painted concrete on the exit here which you always use, but this time it’s underwater. Oh dear, hitting the water in the middle of a slide around 70mph, can only mean one thing it seems. Yes, I’m aquaplaning. Now I pride myself on hardly ever spinning, but this took the car so quick no amount of opposite lock was going to help here. Now I’m going backwards toward the infield, foot through the floor on the brakes as the car pirouettes across the dirty concrete, mud flying everywhere. I notice the car is going to go round so lift off the brakes to help it, clutch is down, second selected and I’m pointing the right way. Shaken, though not stirred I hoof it off again to Bunga, Bunga. Blimey, not much grip on the turn in there, initial understeer is followed by oversteer as I curse myself for running onto the yellow painted concrete on the exit, causing the rear of the car to slither wide once more, costing me valuable exit speed. Now it’s the run down to Porte Vite, a right hander with a slight left kink after onto the finish line. Trouble is the turning point is underwater, which makes me run a bit wide, but makes it a tighter line. The car is sliding again, I have to back out of it. Over the line and a time that turns out to be a 1.26 which madly still has me in 8th place overall!
 
I get back to the Paddock to find that my main rivals, Graeme and Rob spun at exactly the same place and it now seems to be a thing. That submerged painted concrete is  deadly!
 
As ever on a day like this a lot of time is spent pondering the weather. My best guess was the second run would improve but there’d still be standing water, but if the rain held off till lunchtime the third run would be merely wet, with no paddles required. This was it seemed going to be my best chance. I’m dying to get out again as I know my first time isn’t representative, so I want to get myself up there as soon as I can. On the second run, it goes better, I take a more progressive attitude with the throttle to quell oversteer on the exit of the first two tight corners. This pays off so I see there is now no standing water on the exit of the K7 chicane and opt to try it flat in third. This starts off well, but my drive out of the previous corner was so good, as I try to guide the car left on the exit I can feel the rear of the car starting to want to overtake the front. My brain says don’t lift, but I’m not going to make it without going off track so I have to. Then it’s a lift into Curve Grande which sees the weight balance shift quite heavily from left to right and this really unsettles the car, leaving me trying to sort it out all the way through till the hairpin at the Wiggler. Not too bad, I manage it just, then it’s time for Bishops again. I say to myself (and the car) that I’m going to have to use that submerged yellow concrete on the exit. Again, great speed in, car is balanced, I’m careful on the exit to keep things tidy and initially it feels good, then bam, as soon as I hit the water I’ve got an armful of opposite lock on, I’m a bit more prepared this time, but it still feels like a shock as it happens. I hold it, frustrated at the speed I’m losing going sideways. Still, at least I’m not going backwards. Bunga, Bunga is tricky, not much grip on turn in, then grip, no grip in the middle and a tricky exit, but better than last time. I crack Port Vide, not so bad, less standing water a straighter line so I can take it flat in fourth. 1:20.95. Much better, this puts me first overall in the Toyota Sprint Series and shoots me up the leaderboard.
 
Graeme is a great driver when he gets it all together but that’s the trouble with sprinting, you cannot make mistakes and get away with it. Another off for him means he’s two seconds off my pace, but Rob is closer and more consistent, being less than three tenths of a second off my time.
 
The third run looms and this is the one, the track is not close to being dry, but the standing water has gone apart from at the deadly Bishops exit.  At best it’s merely damp in places. Someone else takes the timing gear out which gives those in the line up ahead of me a re-run. It’s always an advantage to have a re-run as your tyres are warm and you’ve had a recce. Old friend and sprint veteran, Phil made the most out of this in his MK1 MR2 turbo and put in stocking time of 1:18.72. That was going to be hard to beat. I went out for my third run and kept it very tidy, this time keeping the back end in check, no crazy oversteer and cut my line a bit tighter to avoid running on the slippery yellow concrete. 1:20.31. Better, though Rob went quicker too with a 1:20.71, but Graeme pulled a great lap out of the bag and didn’t fall off to set a 1:20.48. Good, I’m still in the lead, but the top three in my class is separated by 4/10ths of a second! That is close!
 
Lunchtime comes and a downpour with it. Whilst it clears up, rain never feels far away. I go out after lunch for run four just to check it’s no quicker. I end up with a Civic Type-R ahead who runs out of talent at the first corner and goes straight on, so I catch him half way round ruining my run. I get a re-run but I’m two seconds slower as is everyone else. Then it really rains. It becomes obvious that it’s set in for the day and Rob and Graeme decide to out because it’s fun. I take the approach that driving fast through standing water is not fun and I’m gaining nothing by doing so, so sit it out in the cafe. They’re nearly ten seconds off the pace now. The last run is abandoned as the standing water is making it too dangerous.
 
With that it was all over. My best result ever, 2nd overall. I was slightly disappointed that Phil got ahead and I couldn’t get first overall, but I was relying on the weather to help me slow the faster cars down! I’ve had a number of 4th overall finishes but never on the podium. Graeme got third overall which is mega and also a fantastic result for Rob with 4th. It was just so close and that’s what its about, there was nothing easy about it and all day we’re hanging on every hundredth of a second as it really counts. I only beat Graeme by 17/100ths of a second. That is not a lot! Rob was only 4/10ths of a second off, it’s a blink of an eye when you think about it. For me I just wanted to really enjoy driving in the wet. It’s a test of skill and also highlights just how good the chassis is and highlights that with a bit of guile and commitment you can beat cars with three times the power. Okay they can’t get that power down, but that says a lot in itself and okay the high power cars were on wet tyres but they build their cars for the dry as 99% of the time you’ll get a dry run at some point in the day. But no matter, it was a fabulous 7th round giving me six wins out of 7 with one more round to go and with my worst two dropped I’m going to be a Triple Champion for my class and have a few extras in the bag such as fastest car on road tyres overall, fastest naturally aspirated and a class champion for the Japanese Sprint Series. This will also gain me my highest ever overall finish of 4th overall for the Toyotas. The difference for me this year is I’ve wanted it more, my focus has been there. When I’ve needed it, I’ve had to feel the force and dig deep as that is what it takes. It’s when you’re at that point that don’t think you can go any faster, but you have to find a way and just push yourself beyond what you think is possible. That’s when the magic happens, total focus, belief in yourself, being as one with your car is what it takes to be a champion. A huge thanks to Team RRG Macclesfield for their unwavering support and encouragement and of course the beers in the bar the day before.
 
 
 

Yesterdays sprint at Croft was a tough one, a bit of a nemesis for me as I’ve never won there before. It has been resurfaced but many of the bumps remain, which is definitely a good thing. What made yesterday’s sprint interesting (depending upon how you look at it) was the weather.
 
The first timed run saw a slightly damp track particularly out on the back section from Tower to Barcroft which is the fastest and scariest part of the circuit. On my first time timed run, I could see it was damp under the trees on the exit of Tower, but getting power down there isn’t a real issue. It was a bit of a leap of faith through the Jim Clark Esses that the car would hold on the exit. This is a very fast part of the circuit, slightly over 100mph in my car and by the time I’m turning into Barcroft I’m in fifth gear going past 110mph or so. The problem is once you commit to it, you’re in for the ride, so trying to read the track ahead, is it dry is it wet, will it grip requires a good bloody guess as otherwise it’s crash or die!
 
My first timed run, I managed to hold my nerve and set a good first time of 1.42.17, giving me a two second advantage over my nearest rival, Graeme. Now, I know people will say I always set a fast first time, get a banker I say and whilst this is true, I had to have the confidence to do it.
 
On the second timed run, it started raining before I got on the start line. But when I got to Clervaux and Hawthorn it was still dry, so I went for it. Coming down the back straight at high speed towards Tower, there was a sudden deluge of rain and it went from being clear to being blinded by the rain. I could see the rain bouncing off the track by the time I got there, which was obviously going to ruin the run. I lost three seconds on that part but it was almost dry again by the time I got to Sunny In. Weather eh? it was so hard to read with some of the track remaining dry but the ballsy, fast far end of the circuit getting a load of rain dumped on it.
 
After lunch we went out, it looked dry but again, some rain during lunch had made Tower through the Esses wet again, making a fast run impossible, seeing me lose around three seconds again, though it was fine through the ironically named Sunny!
 
The only thing I could be thankful for is that it was consistently the same when my class ran. I felt sorry for the Yaris drivers where it was dry for half their class and wet for the other half, ruining the runs of the later drivers.
 
Come the time of the last run and Graeme is, I know dying to beat me. I’m doing a rain dance which kind of worked with a load of rain on the far side of the circuit again, all the way from Tower to Barcroft. The top classes went out and their times were suffering. Both Adrian and Tim told me it was wet out there and there was no grip. Not very confidence inspiring!
 
So there was I wondering whether to bother going out, but I could see Graeme was so I duly got in the queue wondering if it would be the death of me when I happened upon Barcroft and saw the big oak tree! I had set a faster time on run four of 141.11 which still had me ahead and I thought it might be enough.
 
As I got to the gate. Mike kindly told me that Rob had done a 141.5 taking a big chunk out of his earlier time. That gave me some confidence that there was time out there and maybe it wouldn’t be wet out on the far end of the circuit. He also told Graeme too which was only fair and well I went for it. I had to really hold my nerve as I passed through the Esses, foot to the floor and changing up to fifth gear on the exit. I knew I couldn’t lift for Barcroft, but let me tell you my heart was in my mouth. Thankfully though it was wet off line through the Esses it didn’t seem to be the case through Barcroft and the car kept it’s balance on the way in. I nailed a great bit of trail braking on the way through Sunny In which gave me the perfect amount of oversteer in the middle of Sunny setting me up beautifully for Sunny Out, I hardly hat to steer it was all on the throttle. I gave the steering a slight kick to straighten up on the exit and launched the car down the straight to the Complex.
 
I admit at this point I was patting the steering wheel thanking my car as I knew I had absolutely nailed it through Barcroft and Sunny. Just the Complex to go then. I kept it nice and tidy, not too much oversteer on the way in and keeping tidy on the brakes. I told myself approaching the hairpin, ‘do not slide it on the way out’. i didn’t and didn’t compromise my time. 1.39.44, wow! I knew that was a stonking time and a new class record.
 
I got into the paddock, jumped out of my car and legged it to the pit wall to see what Graeme would do. When I saw him come round to the hairpin, I could see it was going to be very close. One eye on him and one on the timing board as I wait full of anxiety to see where the timing board would stop, it was going to be so close. 1.40.35, yes another win! Poor Graeme, obviously I couldn’t help myself but jump up and down punching the air as he came in, which he may have noticed!
 
What a day, this is what sprinting is about. A mega thanks to all the lovely people at Javelin and my fabulous friends I get to race with. Also a huge thanks to Team RRG Macclesfield for their support. Is there really anything better than a race weekend. I just love it!
 
That’s five wins out of six rounds. Two round to go and the worst two get dropped. There’s still a way to go, but I’ve just wanted to win so badly this year after feeling a bit in the doldrums last year.

Hahaha - of course - I have sleep deprivation and much body ache from 3 hour karting session, so I clearly only have one cylinder working!
Is it as easy to access as the seatbelt clip?
 

I wondered exactly the same thing, but mine seems fine - don't do anything with it and haven't noticed it flapping about.  With my OCD about car noises, I usually notice anything that doesn't seem right  

I used the same mounting point as the one in @VAD17‘s pictures, but rather than fatigue the metal by bending it, I used the supplied longer bolt and spacer.  It’s very solid as a mounting point
hth
 

The belts are sided with an anti-submarining bit built in, so it would release and lengthen the shoulder strap on the left hand side to prevent it pulling you to one side. It's not designed to be used with HANS, well your seat isn't. It may or may not put your neck under more load. I shouldn't think it's any different than the effect of a regular seat belt though. 
 
The age old harness/roll cage debate. I just think it's rubbish really, but others seem to have a strong viewpoint on it. The likelihood of the roof caving in and it compressing your neck is a very small one probability wise. I.e., not significant. Your head, your decision at the end of the day. 

It's taken a while to catch up with carnage involved in your build!  Well done for making it this far!
If you can tolerate the challenges, it will be worth it in the end!  I did a GM V8 conversion to a Commodore a (long) time ago now and it also took years, but damn, it was fun when done!
This conversion does intrigue me, as I have a bit of a thing for V8's!  Don't know a lot about the Lexus one, but the fact it's so light and has potential for fun power figures in NA form does appeal!
Hope your nerves and patience let you make it to the end!
Thumbs up for Carson too - looks like they have looked after you very well after your previous nightmares!

So after meeting me at close to midnight to drop the new V8 off, Simon and the team @ Carson Performance already have it stripped down and almost ready to go back into the 86!
I cannot thank him enough for all his efforts and advice over the last 9 months. Nothing is ever too much despite the constant battle of issues we seem to have faced!

A new GT86 Club Series has been launched and this time it's called the 'Blue Edition', with it's own colour of electric blue. You may remember the other Club Series edition in Solar Orange. That model was solely cosmetic, but whilst you could say the same of the Blue Edition it has an optional extra called the 'Performance Pack'. The interesting thing about the performance pack is what you get for the extra £1460. Richard from RRG Macclesfield invited me down on a sunny day to drive it. 
How about this for value? In the pack there are 4 piston Brembo calipers up front and two piston Brembo calipers a the rear. The Sachs dampers are revalved to increase their stiffness and gain more focus on handling. There is also some strengthening to the lower arms on the rear suspension and you get a set of different wheels. These are presumably to be able to clear the new bigger brake calipers and bigger discs. When you add up the cost of these extra and very nice parts, it seems like an absolute bargain for the money. The performance pack is only available on the Blue Edition, so could this be the best GT86 you can buy right now? 
Let's start with the colour, which if you want the performance pack you will have to like. Thankfully it's a lovely colour reminiscent of Porsche Maritime Blue which really is no bad thing at all. I rather like it. 

There is something just so appealing about a nice set of Brembo calipers on a car. Whilst the standard GT86 brakes are certainly adequate I have found their limits at times on Alpine descents and also on the race track. A big brake kit with greater stopping capacity is hugely confidence inspiring when you are pushing on and let's face it, you'd have it wouldn't you? Here's the fronts and rears respectively:


This car supplied by RRG Macclesfield also has the addition of an HKS drop in air filter and a resonated Cobra exhaust. I totally agree with Richard here in that the first thing you should change on this car is the exhaust, the stock one is just way too quiet. When I review a GT86 for RRG Macclesfield I always follow my usual test route, the 'Lauren Triangle'. This takes the A523 out of Macclefield to Boseley, then the A54 up to the top with the downhill route being on the infamous A537 Cat and Fiddle road. Fifteen years ago I used to live in Macc' and this was my test route and practice route when I was racing back then. It's a spectacular drive with a real good variety of corners, compressions and perhaps more importantly a route I know intimately. 
So what do the changes mean? Well, setting off on the relative cruise in traffic out of Macc' and towards Boseley, the car maintains it's decent ride quality as the standard kouki car. It's a comfortable and more refined place to be than the earlier zenki car which I have. Richard told me that when he got out of a stock 2018 car and into this one that he felt that the car cornered more flattly and was better controlled. When I look for these comparisons it's really tricky as my benchmark is of course my car which I've driven for past 122,000 miles and my car has coilovers, poly bushings and pretty much everything done on the suspension, so a stock car always feels like more of a cooking version in comparison. But, compare I shall. There are no changes to the interior in the Blue Edition, so no orange stitching that you got in the Original Club Series car. 
After a sedate drive we turn left onto the A54 to Boseley and this is my chance to open the car up, so off we go. As I approach the first tricky set of S- bends I can see that the road is glistening somewhat. Perhaps not ideal when I remind myself I'm on the Primacy HP tyre, I've got the car set to track mode as well to allow me a little more slip, well some is better than none at all! The car inspires confidence and we navigate the first few tricky bends easily, not pushing too hard. This is my first time on the brakes and there is a lovely amount of feel to them. I note that they require a higher pedal pressure than my car running AP 4 piston calipers up front. That's not a bad thing as it allows you to modulate the brake pressure well. Then as we start to climb we inevitably happen upon a seemingly well driven Fiat Panda, though I'm barely trying to be honest. From here we end up behind a tractor for some time and end up in a line of traffic. Sometimes it goes your way, other times it doesn't. Never mind we pull over further up in a lay by to take some pictures and let the traffic go 

The traffic has gone and I know we are about to give this car a real test. The next section of road is very up and down with some hard compressions with sweeping bends and a good opportunity to push the car a bit harder. As we hit the first series of bends, the car loads up well maintaining it's composure and as the road dips and rises the damping is certainly keeping up with things, I feel confident to push the car harder and it's standard ride height, means I can push the car hard through compressions that would cause my car to be kissing the tarmac. We become briefly airborne over one of the rises, just leaving the tarmac, but the car deals with it no problem. I'm impressed and enjoying myself here. The difference in damping between this car and a standard one, feels for me fairly subtle, but perhaps coming from a car with bespoke dampers and active suspension it was always going to be far less of a difference when comparing to mine. 
What is important here is that there is some perceived to help to turn in and the damping has no problem dealing with mid corner bumps holding it's line and staying composed. As we rise towards the top of the A54 I notice they've laid new tarmac, time to update my records and I think that I haven't given the brakes much of a test yet, but there is the downhill on the Cat'n'Fiddle to come. 
We cross the plateau and pass the Cat and Fiddle pub which is still not open. Terrible pub in an iconic location. And so we begin our descent and through the first corner, 'Moisties', named so because it is always damp due to water running across it and then onto the 'Balcony' giving a great view over the Peak District. All the corners on the Cat'n'Fiddle have names. The best thing about this road is how far you can sight ahead and soon we easily pass the traffic in front of us. This car has only done 700 odd miles, so the engine feels a little tight and I'm being a bit easy on it. As we approach the first tight left hander at speed, I'm able to really get on the brakes. The car stops well, no doubt about that, pedal feel is more than my car but it is not difficult to modulate it well. I did find it a little hard to move the rear around under braking on the turn-in but I know that it's easier on my car with more front bias, but the car grips well and I can still neutralise any understeer, leading to the stability control just intervening on the exit with a smidge of opposite lock. 
This car just eggs you on and really a GT86 is simply made for roads like these. Even better the road is nice and dry for the most part, so I can work the suspension and the balance feels good. I'm aware with stock geommetry settings that more negative camber helps get rid of any understeer, but I think this car is doing a bit better with it's uprated dampers over the standard car. I can feel myself getting into the zone, relishing every heel and toe downchange, loading the car up ready for the next corner, nailing the exit and getting a little bit of oversteer in places. 
We pull over for a quick breather and more pictures and some five minutes later all the traffic we passed at the top, comes by!

A quick glance and oil temperature is around 120C, which shows that you can get it to a fair old temperature if you are working it hard, but it never really seems to go above this at least on the road. The rest of the drive down is spoilt somewhat by traffic, but never mind, we've had a good few clear sections to test the car. This is really a test of the performance pack and it's no surprise that it is absolutely worth having. You'd have to be crazy to order a Blue Edition without ticking the Performance Pack it is just an absolute no brainer. The cost of individually buying the Brembo calipers all round would easily be more than the cost of the performance pack and you get wheels and uprated dampers as well. This car really is the ideal base model if you want to go modifying. My only observation with the brakes and this may relate to comparing them to mine is that I wondered if the pads didn't quite bite as well as mine. I've been mulling this over, but I think it is that mine require less pedal pressure to get them to bite and this could simply be more that I need to acclimatise to this set up. 
This car also has the improved JBL setup and Richard gave me a demonstration. It is way, way better than the original JBL setup, though seeming to use the same components there has been some retuning. The bass is more prominent and the clarity of sound is much clearer. Again, I have a £3000 pro-install in my car, but the new JBL system starts to look worth the money as the standard sound system is just so poor. I think they should offer the JBL set up as standard really! 


The spare wheel has gone and you have a sub instead, much like the old setup. I'm not sure whether a spare would fit underneath it, that's something to look into. 

The gear stick surround now has a leather gaiter which is much nicer than the cheap looking synthetic in earlier cars. 


My car next to the Blue Edition:

In summary, the Performance Pack is a total no brainer. It would be absolutely brilliant if Toyota offered this as an option on all new GT86's but at the moment you'll have to order a Blue Edition to get it. I would!
 

So the season has come to an end, on a personal note it's great to have won both the TSS N1 pro championship and the fastest NA car too. Also the JSS J10 championship as well. I would like to thank Tuning Developments for making my car as quick as it can be 
A big thanks to series sponsors especially RRG for supporting us all  without them and Javelin running the events it wouldn't be the Series we all have come to love.
Lots of behind the scenes help so more thanks to all involved, and of course the competitors of which many are friends and very good drivers too.
See you all next year !!

Need to try remember how to do it now !  *looks for manual*

Yes, basically that as I didn't want understeer either. It worked pretty well along with the geo setup in that respect. Yeah, give my settings a go, see how you get on. I would be interested to hear what you think.

Not using that brand again, the trackday at Snett will be good as not many have done the full 300 layout in it's latest configuration. 

I can't remember what the extra column is, just ignore that.  Mike posted the correct one, I just posted what I could find on my laptop, it was over four years ago. 
The increased damping on the rear was a balance issue. Adrian recommended it after testing. Three of us had this done at the same time. The others have all sold their cars on now. It will just mean the rear is a bit stiffer which is why I run the EDFC settings the same front and rear. 6kg up front will give more understeer. I was the first to use 5kg spring rates up front, because I wanted to weight transfer under braking and I thought having a 5kg spring rate would help with this. It did. At the time Yukiko had to get it agreed and the air freighted my 5kg springs over from Yokohama. A few other people opted for them over the years which is when TEIN named it the 'Lauren Spring Rate', which always makes me chuckle. 
Why not try my settings and see what you think? I played with mine over a period of about four months before coming up with those settings. I tried loads of different settings when I first got it fitted. 

Not very tidy but trying to deal with poor grip.
 
 

Run 1 Run 2 Run 3 Run 4 Run 5 Run 6 Start 2.53 2.36 2.27 2.35 2.46 2.20 Sector 1 50.18 50.07 50.25 50.30 50.17 49.77 Sector 2 55.81 55.12 55.25 55.05 55.12 55.03 Lap 1:48.52 1:47.55 1:47.77 1:47.70 1:47.75 1:47.00  
If the above pastes/formats right... pretty consistent I think... just need to be quicker!

We need to play suspension settings game at a trackday @Lauren

On the EDFC, 32 rear, 38 front I think. That's with the standard 6kg/6kg spring rates. Could be tempted to change to 7kg rear or just re-adjust the base values I've got programmed in to the EDFC. Can't go softer on the front otherwise my car won't get out of work  

You need to get a better handle on programming the EDFC. When I go on track I turn off the speed part of the EDFC as it is not needed and start with 40/40 on the settings. My rear dampers have been increased in rate by 20%, and you run the 'Lauren spring rate' I see!
My outer dampers increase by increments of 6 and the inner ones by increments of 4 when the lateral G force increases. Have you actually set it up? Most people seem to use my settings. Can't seem to find my record of the speed settings for some reason. 

 

I found a looser grip helps as it let's the wheel give you feedback as well. I've never got on well with the bit before the chicane due to how bumpy it is. Changing these suspension settings helped as I was under steering a lot going in to the first few corners. On the last run, think it was around 105 on the speedo heading to barcroft, so room for improvement! 
The right hander you say... 
 

My quickest of the day: 
 
Did my usual of setting 4 laps within 2 tenths but managed just over half a second off on the final run. The left hander at the start of the complex felt like it could be taken far quicker as the car just gripped, not surprising really as the tyres were pretty sticky after a run! The hairpins were a different story though... 
Think most of my time is lost in the esses and barcroft, even a few mph slower soon adds up. Other suggestions welcome 
Thanks again Kev for the quick check on my rear pads, even if it did mean finding another nail in a tyre 
 

Will put my best lap up later all be it slow at 1.41.19 must ditch the Nankangs lol

I'm trying to remember the approach speed to Tower, I get into 5th, somewhere around 111-115mph. A poor exit from there will cost you all the way to Barcroft. It is very hard to get right but you must hit the apex and not go deep. You need to run far wider at the Esses onto the tarmac/concrete on the exit by as much as you can which gives a better line through Barcroft which would enable you to do it at 110mph or so. You can't really go flat through Barcroft, I always lift slightly. I also notice you were slow out of the chicane, should be top of third really, though you can't quite go flat there. I tried it once and spun at 90mph on the exit. But this cost you all the way down the straight and explains your low speed by the time you got to Tower. There is 5 seconds there somewhere, but it's probably a bit everywhere really. 

Thought I’d post up my fastest lap in the Yaris, seems to go pretty similarly to Graeme’s (fast one, not the spin!!) which is unsurprising considering I was only .02 ahead in the end!!
Fortunately it was enough to beat Paul in the other GRMN there, sorry for the language at the end but was rather pleased (knocked a second off my previous fastest lap)!
The beeps in it are very annoying too but that’s the dashcam thinking I’ve had an accident