[Z06] Preventing Breakage--Driver Errors to Avoid
Pro
Joined: Dec 2005
Posts: 688
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From: las Vegas N.V.
Hi Zosixin. I'm pretty much saturated by the DVD production effort. Once it goes to distribution, I hope to make some stops at a few track rentals around the country and meet with owners seeking max acceleration. So when the time comes, let me know if the Vegas owners want to host a rental and make some passes in Corvettes. I suspect they'd shed some tenths in an afternoon.
Ranger
Ranger
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
Usually, the cost is split among the cars participating. Rates vary by tracks. Several in my area post their rental rates on the web.
Maryland International Raceway Rental
There is an extra charge to prep the track beyond the 60' mark.
We arrange an 8-car rental for $150 per car and a 16-car rental for about $100-110 per car. That includes one lane prepped to the 660'.
It's a great way to get a lot of passes and share lessons-learned and some coaching.
Ranger
Maryland International Raceway Rental
There is an extra charge to prep the track beyond the 60' mark.
We arrange an 8-car rental for $150 per car and a 16-car rental for about $100-110 per car. That includes one lane prepped to the 660'.
It's a great way to get a lot of passes and share lessons-learned and some coaching.
Ranger
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
I saw this on the C5Z launching thread:
Considering street tires (I run 18" BFG KDs) that aren't heated and a lack of water there, what RPM range and PSI do you recommend I practice with for this technique? I'd like to do some of this to practice but I certainly don't want to risk any breakage. I normally run 27psi in the rear and 35 in the front for street driving.
Sort of goes back to my stoplight question I guess
Considering street tires (I run 18" BFG KDs) that aren't heated and a lack of water there, what RPM range and PSI do you recommend I practice with for this technique? I'd like to do some of this to practice but I certainly don't want to risk any breakage. I normally run 27psi in the rear and 35 in the front for street driving.
Sort of goes back to my stoplight question I guess
The easiest way to learn launch is to get a Gtech Pro, properly calibrate it, and find a very safe spot to make and measure some acceleration runs.
The principles involved in launching are the same at the track and the street. The variables are the launch rpm, the clutch release and the throttle squeeze. The driver must always optimize the relationship of those variables to the surface conditions and platform.
That's where the Gtech comes in. I'll cover that on my DVD.
Ranger
Racer
Joined: Nov 2005
Posts: 420
Likes: 0
From: Basalt Colorado
Ranger,
Put Ted Bristol on the list for your DVD. Email store2213@theupsstore.com when ready.
Who give you the name Ranger? I am a Ranger with the Dept of Agriculture.
Put Ted Bristol on the list for your DVD. Email store2213@theupsstore.com when ready.
Who give you the name Ranger? I am a Ranger with the Dept of Agriculture.
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
Ranger,
Put Ted Bristol on the list for your DVD. Email store2213@theupsstore.com when ready.
Who give you the name Ranger? I am a Ranger with the Dept of Agriculture.
Put Ted Bristol on the list for your DVD. Email store2213@theupsstore.com when ready.
Who give you the name Ranger? I am a Ranger with the Dept of Agriculture.
Hope the DVD helps you. That's it purpose. Meanwhile, when it's ready for distro, the word will spread quickly.
Ranger
Last edited by Ranger; Apr 2, 2007 at 02:23 PM.
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
So other than occasional match races, I refrain from (bracket) racing.
Ranger
Pro
Joined: Jul 2006
Posts: 652
Likes: 0
From: Carthage NY
Ranger, I think you've hit the nail on the head declaring that you have to depress an LS6 clutch rapidly... It took me 6 months to figure it out; I was blaming my C6Z shifter, the clutch itself, the shifter installation, etc. It's weird.
Anyways, thanks for your help back in November.
Anyways, thanks for your help back in November.
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Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
Drifting
Joined: May 2004
Posts: 1,822
Likes: 2
From: San Clemente CA
I've alway run the stock shifter on my Corvettes.
You might try wearing a sports glove on your right hand.
I went that route in the summer of 2001 when my hand came off the shifter on the 2-3 and hit the dash. After examining gloves of every description and trying a few, I've settled on a Nike Receiver/running back glove (model # GF0030). Hard to find this time of year. But a Nike or UnderArmour batting gloves are similar in effect. The slight padding and positive control give good grip with the fingers on the 1-2 and 3-4 and firm confidence on the 2-3.
Ranger
You might try wearing a sports glove on your right hand.
I went that route in the summer of 2001 when my hand came off the shifter on the 2-3 and hit the dash. After examining gloves of every description and trying a few, I've settled on a Nike Receiver/running back glove (model # GF0030). Hard to find this time of year. But a Nike or UnderArmour batting gloves are similar in effect. The slight padding and positive control give good grip with the fingers on the 1-2 and 3-4 and firm confidence on the 2-3.
Ranger
Dr. Ranger!!
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
Thanks, Robert56 and TheDVS1. 
It's all about discovery. The techniques that yield max acceleration can come from (1) personal experimentation or (2) a trusted source.
I've worked hard for six years doing the R&D to learn successful techniques and procedures. The real magic is they can be learned fairly quickly and can innoculate drivers from otherwise common breakage.
Ranger
It's all about discovery. The techniques that yield max acceleration can come from (1) personal experimentation or (2) a trusted source.
I've worked hard for six years doing the R&D to learn successful techniques and procedures. The real magic is they can be learned fairly quickly and can innoculate drivers from otherwise common breakage.
Ranger
Tech Contributor
Joined: Jul 2002
Posts: 14,949
Likes: 263
From: St. Louis, MO
St. Jude Donor '08
Thanks, Robert56 and TheDVS1.
It's all about discovery. The techniques that yield max acceleration can come from (1) personal experimentation or (2) a trusted source.
I've worked hard for six years doing the R&D to learn successful techniques and procedures. The real magic is they can be learned fairly quickly and can innoculate drivers from otherwise common breakage.
Ranger
It's all about discovery. The techniques that yield max acceleration can come from (1) personal experimentation or (2) a trusted source.
I've worked hard for six years doing the R&D to learn successful techniques and procedures. The real magic is they can be learned fairly quickly and can innoculate drivers from otherwise common breakage.
Ranger
Ranger, another thing - you have saved me, and surely many others, a fair amount of money. I nearly bought a shifter for my C6, decided to search the Forum, found your post on shifting, and hardly miss a shift. I also was going to buy a high dollar clutch for my H/C C5, however, again watching your success I went with the LS6 clutch with no problem (none either with my LS2 .... knock on wood). Better to mod the driver before the car.
Sidebar - to the person asking about running open headers - I have cutouts on my C6 before the catback, and have found no gain at all at the track. Since I have HP Tuners and scan runs, I have adjusted fuel and spark for them but no change. I believe the factory catback is pretty efficient. Here is more detail and pics on that if anyone is interested.
http://forums.corvetteforum.com/show....php?t=1628234
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
^^^ Joe, you've got a great story of the progress that can by made by focusing on the right elements. Sort out the driving and then get the most from the right mods as they're added. Minimize unnecessary expenses along the way.
Ranger
Ranger
Melting Slicks
Joined: Sep 2003
Posts: 2,911
Likes: 1
From: Augusta GA
St. Jude Donor '05-'06
The school is opening again to CS, CSS, 10 years too late for me as I am way too old for that now
Great write up, and setting the bar so high for all of us normal drivers. Thanks again brother!!!!
Dave
Burning Brakes
Joined: Oct 2004
Posts: 924
Likes: 0
From: Calgary
Hi Desert.
The NHRA publishes correction factors for ET and Trap Speed for tracks at various elevations around the country. You can use that chart to compute a goal for your car in comparison to cars running on tracks at lower elevation.
NHRA Elevation Correction Factors
NHRA altitude correction factors--Original Source
Just remember that the adjustment is made based on elevation alone, not weather.
NHRA cites the Tucson race facility as 3000'; it's the location of some Lucas Oil Div 7 events. You would use the chart for Stock & Super Stock.
In Maryland the fuel is 93 octane. That's what I use. I tried a few gallons of 104 Sunoco at the track once, when I was nearly out of gas amid passes. I promptly lost about a tenth on the higher octane fuel. MIR is at 80' elevation.
Ranger
The NHRA publishes correction factors for ET and Trap Speed for tracks at various elevations around the country. You can use that chart to compute a goal for your car in comparison to cars running on tracks at lower elevation.
NHRA Elevation Correction Factors
NHRA altitude correction factors--Original Source
Just remember that the adjustment is made based on elevation alone, not weather.
NHRA cites the Tucson race facility as 3000'; it's the location of some Lucas Oil Div 7 events. You would use the chart for Stock & Super Stock.
In Maryland the fuel is 93 octane. That's what I use. I tried a few gallons of 104 Sunoco at the track once, when I was nearly out of gas amid passes. I promptly lost about a tenth on the higher octane fuel. MIR is at 80' elevation.
Ranger
I have a question regarding altitude correction: I live in an an area 3300' above sea level. My best pass was run on a night with 4700' density altitude.
When converting my timeslip ET & MPH, do I convert using the 3300' factors, or the 4700' factors?
Thanks for your (on-going) help!
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
You would adjust your ET & Trap speed using the 3300' elevation of your track.
Drivers at all tracks must contend with weather; it's the major elevation differences these correction factors are intended to deal with.
Ranger
Thread Starter
Race Director
Joined: Aug 2000
Posts: 10,649
Likes: 31
From: Central Florida
Regarding ranger school, the physical demands are such that very few men beyond late-20s ever make it to graduation. Calorie and sleep deprevation exact greater tolls on recovery time as you get older.
I'll be in your neck of the woods later in April. Will shoot you a PM.
Ranger
Last edited by Ranger; Apr 4, 2007 at 10:36 PM.