Stan Hawrylak

Not sure about the man maths, but the reduce rotating mass route has worked for me. If you're going to reduce rotating mass, you're best off reducing it everywhere you can so you can feel the cumulative effect, rather than just doing pulleys etc which you 're probably not going to notice much. On my car I've got the pulley kit, flywheel, carbon prop and lighter wheels (although oem wheels already light). They're probably all worth a few wheel hp each. The prop is reckoned to be about 5 whp, not a lot but as I say combined with the others, makes a difference. More throttle response, better pickup. If you shorten the final drive as well, then you've got so much more push out of the turns. The standard ratios are too wide for an NA. I remember a Toyota engineer saying the ratios had been tuned for 'environmental performance'!!
Doing TSS last year, some of the speeds I was pulling on the straights weren't far behind the forced induction crowd. There's more you can do of course, filter, intake, header, exhaust, power blocks. It's possible to make an NA go quickly but to do it properly might cost you as much as forced induction!


Haversack

We had a really good contest in the N2S, it went as follows:
 
Run1 
 
Fastest Chris with a 1'24.6, me a second behind and Mike still hung over 4s behind me
 
Run 2 
 
My turn in first, 1'24.2, Chris 0.4s back, Mike 4s behind
 
Run 3
 
I get in the 1'23's with a 1'23.43, feeling chuffed, then Chris does a 1'22.90, Mike still 4s back
 
Run 4 
 
Chris goes quicker and logs a 1'22.54, but I go quicker still with a 1'22.36, Mike now 3s back
 
Run 5
 
First run after lunch, Chris is still in the 1'22's but not bettering my run 4, I do my normal post lunch slow run with a 1'24, Mike now only 1s behind me
 
Run 6
 
Chris quickest with a 1'22.57, still not beating my run 4, I do a 1'23, Mike now 0.14s behind me !!
 
Run 7 
 
I get back in the 1'22's, as does Mike a quarter of a second behind me, but Chris puts in a 1'21.90 to take the lead
 
Run 8
 
This is the one where they don't display your time at the end, so you have to wait until the presentation to find out the result.
 
We all go out and give it a go and discussing our runs after, we all think our final run was decent.
 
When the results come out, we'd all improved and done our fastest runs of the day
I'd improved by 0.3s to finish on 1'22.08
Chris improved by 0.67 to end with the winning 1'21.23 (only 0.19s behind Jamie in the N1S class)
but Mike gained a massive 1.24s on his final run to get into the 1'21s with a 1'21.40 and take 2nd place with the last throw of the dice and end up only 0.17s off first,
 
timed it well Mike !
 
Made it really interesting
 
I'll be skipping Woodbridge so roll on August and Croft

Had a wicked time in the rain I will admit. The thing is, a wet track like this gives you a great opportunity to play with the handling balance at lower speeds than you would in the dry. Obviously the wet weather is a great leveller as more powerful cars don't have the benefit they usually do. For the pro cars like Adrian and Stan's it is clear that they are only setup to run in the dry and without some decent wet tyres, there was little they could do apart from watch the street legal cars show the way.
 
To be fair to them it's a rare event indeed when it remains wet all day. Normally you'l get at least one dry of slightly damp run in and that is all that matters when it comes to sprinting. 
 
The main issue on Sunday was that there was simply no consistency with regard to grip levels. Just as it looked like the rain was to abate a huge thunderstorm came in which made the track very green afterwards. But, it was hilarious fun and fairly early on I realised it was pointless looking for grip out there, far better just to try and get the car to go as quickly forwards as I could, even if it meant some sideways action which there was plenty of to be fair! 
 
Untitled by Lauren Blighton, on Flickr
 
And the other way round Oggies:
 
Untitled by Lauren Blighton, on Flickr
 
Then a faster drift onto the last corrner, Palmer which was pretty tricky all day! 
 
Untitled by Lauren Blighton, on Flickr
 
My quickest (2nd) run:
 
https://youtu.be/prK9mIAIB7Y
 
5th run, smoother but oh so slippery!
 
https://youtu.be/5T7OZNMFKcs
 
Then my first run where I was all over the place!
 
https://youtu.be/I-R-kuXlWXA

Right, I've signed up for the rest of the season, with the exception of the next meeting at Blyton.
 
Now I've got to find a new racesuit with a target on the back!

Guys I'm spending Saturday afternoon on the Eye airfield runway doing large circles in both direction and working out how far I can push the car before it either breaks away or less likely understeers. Then trying throttle lift offs to see How the car responds, then I might try the odd drag run....

Then a drive over my usual test route, 4 or 5 times.

So all being well I should have 200 miles driving experience with the beastie before Sunday.

Planning to collect the car on Saturday morning, that means Sunday's first few laps should be interesting.

Quick clean and a blast out

Just rubber to sort for my Time Attack wheels.

Damn you Stan! I'm busy spending money on brakes and wheels this month!
 
Hope it sticks around until next payday...

Cool, I'll lock this for you, if this changes, just let us know and we'll reopen it for you.

Wahey!
 
At 1726 this evening Ruth Elizabeth Louise (Special K) was born at Basildon Hospital.
 
My first grandaughter and sister to 3 year old Marcus.
 
Me is a happy bunny...!!     Except for the extra mouth to feed, more Crissy and birthday prezzies and go-kart lessons... hrrmph..
 
 
GrinSpec K

Just been out and done some noise testing, the static test was 88db done at 45 degrees / 1 mtr from tail pipe. Drive by was full throttle in 3rd gear 6-7 k approx 2mtrs from the roadside, and resulted in 96db. I am sure this is not the same as circuit testing but gives me an idea with my set up.
 
Tomei EL de cat manifold
Cobra overpipe
Berk sport cat front pipe
ARK DTS system

Sounds a dangerous place to go! I think I might be spending a bit more than planned then! Thanks for the heads up Stan.

A short one Ian
 
https://www.facebook.com/video.php?v=817443028346915&video_source=pages_finch_main_video

Fitted mine yesterday ( EL ) quality bit of kit and fitted perfectly. Certainly aggresive sounding considering I went EL for peak power. You will love it.

Stan, you deleted me!
 
1. Lauren N2
2. SpecK F1-S
3. KevinA N2
4. Jamie_GT86 N2
5. SkallyB N3
6.Riceburner DS
7.Polishingpedlar N2
8. Mike-P F2
9. Stan Hawrylak N1 

Not sure about the man maths, but the reduce rotating mass route has worked for me. If you're going to reduce rotating mass, you're best off reducing it everywhere you can so you can feel the cumulative effect, rather than just doing pulleys etc which you 're probably not going to notice much. On my car I've got the pulley kit, flywheel, carbon prop and lighter wheels (although oem wheels already light). They're probably all worth a few wheel hp each. The prop is reckoned to be about 5 whp, not a lot but as I say combined with the others, makes a difference. More throttle response, better pickup. If you shorten the final drive as well, then you've got so much more push out of the turns. The standard ratios are too wide for an NA. I remember a Toyota engineer saying the ratios had been tuned for 'environmental performance'!!
Doing TSS last year, some of the speeds I was pulling on the straights weren't far behind the forced induction crowd. There's more you can do of course, filter, intake, header, exhaust, power blocks. It's possible to make an NA go quickly but to do it properly might cost you as much as forced induction!


Haversack

Not sure about the man maths, but the reduce rotating mass route has worked for me. If you're going to reduce rotating mass, you're best off reducing it everywhere you can so you can feel the cumulative effect, rather than just doing pulleys etc which you 're probably not going to notice much. On my car I've got the pulley kit, flywheel, carbon prop and lighter wheels (although oem wheels already light). They're probably all worth a few wheel hp each. The prop is reckoned to be about 5 whp, not a lot but as I say combined with the others, makes a difference. More throttle response, better pickup. If you shorten the final drive as well, then you've got so much more push out of the turns. The standard ratios are too wide for an NA. I remember a Toyota engineer saying the ratios had been tuned for 'environmental performance'!!
Doing TSS last year, some of the speeds I was pulling on the straights weren't far behind the forced induction crowd. There's more you can do of course, filter, intake, header, exhaust, power blocks. It's possible to make an NA go quickly but to do it properly might cost you as much as forced induction!


Haversack

Not sure about the man maths, but the reduce rotating mass route has worked for me. If you're going to reduce rotating mass, you're best off reducing it everywhere you can so you can feel the cumulative effect, rather than just doing pulleys etc which you 're probably not going to notice much. On my car I've got the pulley kit, flywheel, carbon prop and lighter wheels (although oem wheels already light). They're probably all worth a few wheel hp each. The prop is reckoned to be about 5 whp, not a lot but as I say combined with the others, makes a difference. More throttle response, better pickup. If you shorten the final drive as well, then you've got so much more push out of the turns. The standard ratios are too wide for an NA. I remember a Toyota engineer saying the ratios had been tuned for 'environmental performance'!!
Doing TSS last year, some of the speeds I was pulling on the straights weren't far behind the forced induction crowd. There's more you can do of course, filter, intake, header, exhaust, power blocks. It's possible to make an NA go quickly but to do it properly might cost you as much as forced induction!


Haversack

Heh!
 
This is gonna be real FUN!
 
I'm over the moon that the quacks have given me a reprise... silly duckers.... all I've gotta do now is tame the missus..
 
Rob - can we look at a "closed-to-Club" trackday, please?
 
I know Castle Combe would be willing... now that TSS dates are published we can plan some serious GT86 petrol-head involvement ... with the press .. and we've got good friends in the other Clubs who'd support us if we need more numbers...
 
<song> -
 
This is the start of something big...
..and whilst there's friendship, perfomance and prance
..let's stroke the pedals and dance...
 
Ghod! I can't wait until end of March - I need INPUT!
 
Spec K

CADWELL.....hmmmm.....I really have to get my car sorted ASAP so I can join in again

Mark and Stan you're giving me a lot of manifold envy!

A total bargain at this price! If I'd seen them before I ordered the 595rs-r's I'd have had them off you :-(

GLWTS!

Interested to hear how you get on with the Tomei header (sorry Lauren - Manifold).

It was a toss up for me, Tomei or HKS. I went HKS because Adrian had mapped one already and seen good air. About 170g/sec. They seemed impressed so it would have been a punt go for another type. The Tomei might be better, time will tell...

As for UEL versus EL, I went for EL - slightly stronger top end, torque less important. The car is used primarily for competition plus I have shorter final drive so the priority is top end grunt :-)

Shame about the turbo plans. It does mount up when you add in all the bits n pieces :-) My wife does salary sacrifice to pay for her season ticket, something to think about.... ;-)

Sorry Buddy, Maybe when you hear them the envy will dissipate