ZR1 at Motor Trends Best Drivers Car Test today at Laguna Seca
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911Hunter (07-14-2018)
07-11-2018, 06:33 PM
#62
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07-11-2018, 06:41 PM
#63
Drifting
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
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07-11-2018, 06:42 PM
#64
Le Mans Master
Pobst just needs to ride some shotgun! ;)
Last edited by johnglenntwo; 07-11-2018 at 06:57 PM.
07-11-2018, 06:56 PM
#65
LOL! When exactly did the ZR1 get its '*** handed to it'?
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
Another one has been tracking his Z06 over a dozen times a year for 3 years now. I am not like you guys. Where I live, every race track requires private membership with dues exceeding $30,000/year minimum. I am lucky if I can do 1 proper track day if not maybe 2 a year and those cost $3000 each with insurance, track costs, and other consummables. I have to drive an entire day each way to even go to a track I can use. Unfortunately i dont live in midwest or in the middle of nowhere. I live 20 miles outside of downtown Manhattan. I cant and will never be able to drive as good as you or the other guy or the other fella. We are not comparing these cars under excellent conditions. We are comparing them under not so ideal, more realistic conditions.
Last edited by UnhandledException; 07-11-2018 at 06:56 PM.
07-11-2018, 06:58 PM
#66
Again, you are an instructor. The other guy is good enough to be driving faster than the porsche cup car.
Another one has been tracking his Z06 over a dozen times a year for 3 years now. I am not like you guys. Where I live, every race track requires private membership with dues exceeding $30,000/year minimum. I am lucky if I can do 1 proper track day if not maybe 2 a year and those cost $3000 each with insurance, track costs, and other consummables. I have to drive an entire day each way to even go to a track I can use. Unfortunately i dont live in midwest or in the middle of nowhere. I live 20 miles outside of downtown Manhattan. I cant and will never be able to drive as good as you or the other guy or the other fella. We are not comparing these cars under excellent conditions. We are comparing them under not so ideal, more realistic conditions.
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3 Z06ZR1 (07-12-2018)
07-11-2018, 07:02 PM
#67
I just got back from Laguna Seca and here's the latest. They are doing hot laps as we speak right now with the slower cars. They are going to do hot laps with the ZR1, GT2RS, 720S, Performante, and possibly the Vantage first thing tomorrow morning. I will go up there again to finally see the top cars do their thing. All five of these fastest cars have Factory support people here to make sure their cars are dialed in and ready for Randy Pobst. Corvette has three people there. One ZR1 Development Engineer, one mechanic, and one marketing guy. All three are very top people. I talked to them for a hour and got some very interesting feedback. There are two ZR1's there. A low wing and a high wing. They are running the high wing for the fast lap. It has the optional CAI on it. I also got to talk to the Englishmen from McLaren. First time for them at Laguna. I'll report back later.
07-11-2018, 07:22 PM
#69
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LOL! When exactly did the ZR1 get its '*** handed to it'?
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
And again can someone please summarize as most of this is pure nonssense,
07-11-2018, 07:44 PM
#70
Burning Brakes
Anyone notice that the subject of MT's article is the best DRIVER'S car? That would be the Miata, Alfa or a GT-3. No knock against any Vette, but they don't have the quite the same degree of driver connection. Lap times shouldn't matter much if the test is actually for the goal advertised.
07-11-2018, 08:05 PM
#71
at! Some of Youse are absolutely 
unimpeachable, and Hero's in your own minds!
07-11-2018, 08:45 PM
#73
Again, you are an instructor. The other guy is good enough to be driving faster than the porsche cup car.
Another one has been tracking his Z06 over a dozen times a year for 3 years now. I am not like you guys. Where I live, every race track requires private membership with dues exceeding $30,000/year minimum. I am lucky if I can do 1 proper track day if not maybe 2 a year and those cost $3000 each with insurance, track costs, and other consummables. I have to drive an entire day each way to even go to a track I can use. Unfortunately i dont live in midwest or in the middle of nowhere. I live 20 miles outside of downtown Manhattan. I cant and will never be able to drive as good as you or the other guy or the other fella. We are not comparing these cars under excellent conditions. We are comparing them under not so ideal, more realistic conditions.
As far as the discussion on tenths, here is probably the best description I've seen written by one of the best pro driver coaches out there - Peter Krause
http://peterkrause.net/Krause_%26_As...ck_Wisdom.html
“Tenths,” and their appropriate use on the track...
When I describe "tenths,” or the system of assigning a relative speed, level of concentration or demonstration of car physics on-track to someone, it usually follows these definitions.
3/10 is driving on a flat, straight and level road with no distractions.
4/10 is driving on a gently curving Interstate with low traffic density at a higher rate of speed than at 3/10.
5/10 is driving quickly, but efficiently and at the speed limit on the street, more concentration required due to more "hazards" present.
6/10 is a standard DE lap or an out lap early on in a race weekend, for me. The purpose may be to re-familiarize myself with the race track, enjoy a relaxed lap or just "cruise" around and, in particular, designed to take NOTHING out of the car. This is also the level of driving quickly on the Interstate with a fair bit of traffic at higher speeds.
7/10 is a more aggressive DE level, designed to begin to "move the car around" and just a little more taxing on the car. Also, 7/10 can be an out lap later on in a race weekend, usually the result of greater confidence and familiarity. Relatively wide variation in lap time depending on traffic and concentration.
8/10 is an easily sustained level, requiring high levels of concentration, generally attained after the first few laps of a race or enduro when the dust settles and you slide into driving quickly and accurately, but are not locked in a battle that is external to you and your car. The car is sliding, but only at the beginning or the end of a corner and not at all corners and not on all laps. Generally laps are within .8-1.5 seconds apart and relatively consistent. This is the level I am most comfortable taking people around the track. Plenty of "headroom" and margin for error or changeable track conditions.
9/10 is driving pretty hard, but is sustainable, repeatable and the driver is still relatively accurate in their placement of the car. The car is now sliding much of the time, the driver is focused on catching someone or staying ahead of someone but is maintaining control and discipline of their own mind and of the car. At this point, the driver is using most of the width of the road, but not much curbing, and is focusing on drawing large arcs with the path of the car. The rhythm is such that the lap times are generally within .2 -.8 seconds apart, barring traffic or mistakes. This is my limit for one or two "hot laps" with someone riding with me.
9.5/10 is driving hard. More sliding, slightly quicker laps still than at 9/10. Less margin for error, a lot more work being done by the car. The driver is now "guiding" the car on a path selected well in advance. The car is sliding from turn-in, through the apex and is using the entire width of the paved track, plus the inside curbs. Cannot generally be sustained for more than five or six laps. I would not drive a car at this level with a passenger in it...
10/10 is when the skill level of a substantially experienced and supremely confident driver meets the competence level of the car nearly perfectly. The car is sliding nearly the entire lap. Slip angles of 7-12 degrees (DOT radials, less on radial slicks) are sustained through the entire length of most of the corners. The entire width of the road, plus the inside and outside (if available) curbing or pavement extensions are used, every corner, every lap. The previous lap is at 9 or 9.5/10 so that the "hot" lap is started at the greatest possible speed and with the highest possible concentration.
Typically, I drive 10/10's for one or two qualifying laps and my first few laps of the race to build a "gap" to the rest of the competition. I also drive 10/10's to experiment with changes made to the car or to evaluate tires in practice, not to mention putting in a "flyer" to achieve the psychological advantage of being on or near the top of the time sheet <grin>.
I may not drive 10/10’s more than a few laps during the weekend, but I pick and choose the time to do it. I feel like the car and I are balanced on a tightrope and I am constantly making tiny little corrections to adjust it's trajectory, with each correction making a difference... I'm not sure this level can be sustained more than two or three laps at a time. In order to be successful at the highest level of most organized competition, you must be able to drive at this level.
11/10's is when your talent runs out! <very big grin>
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07-11-2018, 10:23 PM
#74
The Consigliere
Member Since: May 2006
Location: 2023 Z06 & 2010 ZR1
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desmophile (07-12-2018)
07-11-2018, 10:26 PM
#75
12/10’s I need a Vette so I can start from 1/10
07-11-2018, 10:34 PM
#76
Le Mans Master
The last time Randy drove it to be exact! ;)
LOL! When exactly did the ZR1 get its '*** handed to it'?
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
The overwhelming majority of your 192 posts here have been little more than vapid anti-Z06 ZR1 drivel.
I'll be instructing for NASA MA next month there. I'd be happy to take you out in my Z06 for some hot laps at VIR so you can tell me just how awful it is.
We all know you don't like the car so why not just move on?
Anything else wise guys?
Last edited by johnglenntwo; 07-11-2018 at 10:40 PM.
07-11-2018, 10:35 PM
#77
Drifting
Again, you are an instructor. The other guy is good enough to be driving faster than the porsche cup car.
Another one has been tracking his Z06 over a dozen times a year for 3 years now. I am not like you guys. Where I live, every race track requires private membership with dues exceeding $30,000/year minimum. I am lucky if I can do 1 proper track day if not maybe 2 a year and those cost $3000 each with insurance, track costs, and other consummables. I have to drive an entire day each way to even go to a track I can use. Unfortunately i dont live in midwest or in the middle of nowhere. I live 20 miles outside of downtown Manhattan. I cant and will never be able to drive as good as you or the other guy or the other fella. We are not comparing these cars under excellent conditions. We are comparing them under not so ideal, more realistic conditions.
07-11-2018, 11:09 PM
#79
Johny L posted on inatagram "Let me just say, the ZR1 is a big boy over turn one here. My gosh."
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911Hunter (07-14-2018)
07-11-2018, 11:34 PM
#80
Drifting
I don't understand why someone who admits they don't track much feels so compelled to complain about a car you will never own or track. However, let me help you get on track more. You don't need to belong to NJMP, Watkins Glen, or Pocono to go to track days there and I suspect all of those are within about 3-4 hours of where you are. Look in to the big car clubs or track day organizers as I know HOD has track days at all those tracks.
As far as the discussion on tenths, here is probably the best description I've seen written by one of the best pro driver coaches out there - Peter Krause
http://peterkrause.net/Krause_%26_As...ck_Wisdom.html
“Tenths,” and their appropriate use on the track...
When I describe "tenths,” or the system of assigning a relative speed, level of concentration or demonstration of car physics on-track to someone, it usually follows these definitions.
3/10 is driving on a flat, straight and level road with no distractions.
4/10 is driving on a gently curving Interstate with low traffic density at a higher rate of speed than at 3/10.
5/10 is driving quickly, but efficiently and at the speed limit on the street, more concentration required due to more "hazards" present.
6/10 is a standard DE lap or an out lap early on in a race weekend, for me. The purpose may be to re-familiarize myself with the race track, enjoy a relaxed lap or just "cruise" around and, in particular, designed to take NOTHING out of the car. This is also the level of driving quickly on the Interstate with a fair bit of traffic at higher speeds.
7/10 is a more aggressive DE level, designed to begin to "move the car around" and just a little more taxing on the car. Also, 7/10 can be an out lap later on in a race weekend, usually the result of greater confidence and familiarity. Relatively wide variation in lap time depending on traffic and concentration.
8/10 is an easily sustained level, requiring high levels of concentration, generally attained after the first few laps of a race or enduro when the dust settles and you slide into driving quickly and accurately, but are not locked in a battle that is external to you and your car. The car is sliding, but only at the beginning or the end of a corner and not at all corners and not on all laps. Generally laps are within .8-1.5 seconds apart and relatively consistent. This is the level I am most comfortable taking people around the track. Plenty of "headroom" and margin for error or changeable track conditions.
9/10 is driving pretty hard, but is sustainable, repeatable and the driver is still relatively accurate in their placement of the car. The car is now sliding much of the time, the driver is focused on catching someone or staying ahead of someone but is maintaining control and discipline of their own mind and of the car. At this point, the driver is using most of the width of the road, but not much curbing, and is focusing on drawing large arcs with the path of the car. The rhythm is such that the lap times are generally within .2 -.8 seconds apart, barring traffic or mistakes. This is my limit for one or two "hot laps" with someone riding with me.
9.5/10 is driving hard. More sliding, slightly quicker laps still than at 9/10. Less margin for error, a lot more work being done by the car. The driver is now "guiding" the car on a path selected well in advance. The car is sliding from turn-in, through the apex and is using the entire width of the paved track, plus the inside curbs. Cannot generally be sustained for more than five or six laps. I would not drive a car at this level with a passenger in it...
10/10 is when the skill level of a substantially experienced and supremely confident driver meets the competence level of the car nearly perfectly. The car is sliding nearly the entire lap. Slip angles of 7-12 degrees (DOT radials, less on radial slicks) are sustained through the entire length of most of the corners. The entire width of the road, plus the inside and outside (if available) curbing or pavement extensions are used, every corner, every lap. The previous lap is at 9 or 9.5/10 so that the "hot" lap is started at the greatest possible speed and with the highest possible concentration.
Typically, I drive 10/10's for one or two qualifying laps and my first few laps of the race to build a "gap" to the rest of the competition. I also drive 10/10's to experiment with changes made to the car or to evaluate tires in practice, not to mention putting in a "flyer" to achieve the psychological advantage of being on or near the top of the time sheet <grin>.
I may not drive 10/10’s more than a few laps during the weekend, but I pick and choose the time to do it. I feel like the car and I are balanced on a tightrope and I am constantly making tiny little corrections to adjust it's trajectory, with each correction making a difference... I'm not sure this level can be sustained more than two or three laps at a time. In order to be successful at the highest level of most organized competition, you must be able to drive at this level.
11/10's is when your talent runs out! <very big grin>
As far as the discussion on tenths, here is probably the best description I've seen written by one of the best pro driver coaches out there - Peter Krause
http://peterkrause.net/Krause_%26_As...ck_Wisdom.html
“Tenths,” and their appropriate use on the track...
When I describe "tenths,” or the system of assigning a relative speed, level of concentration or demonstration of car physics on-track to someone, it usually follows these definitions.
3/10 is driving on a flat, straight and level road with no distractions.
4/10 is driving on a gently curving Interstate with low traffic density at a higher rate of speed than at 3/10.
5/10 is driving quickly, but efficiently and at the speed limit on the street, more concentration required due to more "hazards" present.
6/10 is a standard DE lap or an out lap early on in a race weekend, for me. The purpose may be to re-familiarize myself with the race track, enjoy a relaxed lap or just "cruise" around and, in particular, designed to take NOTHING out of the car. This is also the level of driving quickly on the Interstate with a fair bit of traffic at higher speeds.
7/10 is a more aggressive DE level, designed to begin to "move the car around" and just a little more taxing on the car. Also, 7/10 can be an out lap later on in a race weekend, usually the result of greater confidence and familiarity. Relatively wide variation in lap time depending on traffic and concentration.
8/10 is an easily sustained level, requiring high levels of concentration, generally attained after the first few laps of a race or enduro when the dust settles and you slide into driving quickly and accurately, but are not locked in a battle that is external to you and your car. The car is sliding, but only at the beginning or the end of a corner and not at all corners and not on all laps. Generally laps are within .8-1.5 seconds apart and relatively consistent. This is the level I am most comfortable taking people around the track. Plenty of "headroom" and margin for error or changeable track conditions.
9/10 is driving pretty hard, but is sustainable, repeatable and the driver is still relatively accurate in their placement of the car. The car is now sliding much of the time, the driver is focused on catching someone or staying ahead of someone but is maintaining control and discipline of their own mind and of the car. At this point, the driver is using most of the width of the road, but not much curbing, and is focusing on drawing large arcs with the path of the car. The rhythm is such that the lap times are generally within .2 -.8 seconds apart, barring traffic or mistakes. This is my limit for one or two "hot laps" with someone riding with me.
9.5/10 is driving hard. More sliding, slightly quicker laps still than at 9/10. Less margin for error, a lot more work being done by the car. The driver is now "guiding" the car on a path selected well in advance. The car is sliding from turn-in, through the apex and is using the entire width of the paved track, plus the inside curbs. Cannot generally be sustained for more than five or six laps. I would not drive a car at this level with a passenger in it...
10/10 is when the skill level of a substantially experienced and supremely confident driver meets the competence level of the car nearly perfectly. The car is sliding nearly the entire lap. Slip angles of 7-12 degrees (DOT radials, less on radial slicks) are sustained through the entire length of most of the corners. The entire width of the road, plus the inside and outside (if available) curbing or pavement extensions are used, every corner, every lap. The previous lap is at 9 or 9.5/10 so that the "hot" lap is started at the greatest possible speed and with the highest possible concentration.
Typically, I drive 10/10's for one or two qualifying laps and my first few laps of the race to build a "gap" to the rest of the competition. I also drive 10/10's to experiment with changes made to the car or to evaluate tires in practice, not to mention putting in a "flyer" to achieve the psychological advantage of being on or near the top of the time sheet <grin>.
I may not drive 10/10’s more than a few laps during the weekend, but I pick and choose the time to do it. I feel like the car and I are balanced on a tightrope and I am constantly making tiny little corrections to adjust it's trajectory, with each correction making a difference... I'm not sure this level can be sustained more than two or three laps at a time. In order to be successful at the highest level of most organized competition, you must be able to drive at this level.
11/10's is when your talent runs out! <very big grin>
I was skeptical at first when I heard he doesn't coach from the right seat, but then I talked to fellow instructors and racers that used his services and they all gave him glowing reports. Then I got to finally meet him and listen to one of his sessions on chassis dynamics and their effects on lap times.
Crimniney.
I am kicking myself having missed out on a track walk he hosted a while back at VIR...