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Borg Motorsports Borg Motorsports is offline

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  • About Borg Motorsports
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    Borg Motorsports
    San Angelo TX
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    Borg Motorsports
    Lane Borg - Owner
    [email protected]
    Currently #199 STU
    2012 AS Solo National Champion
    2014 BS ProSolo and Solo National Champion


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  • Last Activity: Yesterday 01:58 PM
  • Member Since: 05-19-2015

Visitor Messages

Showing Visitor Messages 1 to 10 of 12
  1. 08-05-2015 12:31 AM
    Thanks Lane. Many I've considered and I read the Carroll Smith books when I was on an fsae team in the late 8os. Heh. But you have given me some good ideas. My car would have trophied in open last year on day 2, when I actually had abs and a functioning center diff and I do have a Pro and Ladies challenge win this year. So she is solid, but there is more work to do as with any race car. :-)
  2. Borg Motorsports
    08-03-2015 11:48 AM
    Hopefully that gives you some idea of where you can move forward with your car. Obviously, seat time is the biggest factor. I try to remind people that I get to drive during the week and that helps my performance. There really is no substitute for seat time. Looks like you've been improving in your results over the last few years so it looks like you are doing that well. I hope these tips help you improve your car as well!
  3. Borg Motorsports
    08-03-2015 11:48 AM
    When I started my build, everyone in the Corvette world said I didn't need that much camber, I was too low, I was too stiff, I'd have braking issues, etc., etc., etc. As it turns out, these out of the box design decisions have proven to be very beneficial in an autocross setting. I wouldn't use all of them on a road course or on the street, but that's not the goal of my build. I would suggest taking a look at some of the heavy hitting STi's at Nationals this year. Luke Williamson's car as well as Robert Pendergest's are examples of AWD cars that I believe are moving in the right direction for that platform. That said, they still have room to improve and are actively working on it. We've discussed a few things at and in between events.
  4. Borg Motorsports
  5. Borg Motorsports
  6. Borg Motorsports
  7. Borg Motorsports
    08-03-2015 11:46 AM
    I would go even crazier with it in an AWD car. My initial design would be a pitch and catch style car designed to never understeer ever (or as much as possible). With AWD, you can more easily create rearward weight transfer to settle the rear, where on a RWD car you risk overpowering the rear tires to transfer that weight. In an AWD I would shoot to enter the corner sideways to be pointed early and be power-on as soon as possible. I may do this with a HUGE rear bar and reasonable rear springs to increase my mechanical grip in the rear on corner exit. The biggest thing here though is testing. I may only go to a couple of Solo events a year, but I test at least that much and I spend at least an order of magnitude more time researching.
  8. Borg Motorsports
    08-03-2015 11:46 AM
    Other options include serious weight reduction. Are all of your engine pulleys composite or aluminum? Are they under-driven? Have you tried running 17's for increased mechanical grip versus 18's and which setup is lighter? Do you have a lightweight battery and is it in the right rear of the trunk? Have you tested different fuel levels? Is the car a DD and are you making sacrifices to have some road manners? Have you tried rear toe out to really help the car rotate? Have you considered alternate control arms to improve your camber gain in roll and/or improve your alignment settings? Have you considered making these arms out of something other than aluminum to improve stiffness and/or weight? These are just some of the areas that I think you can investigate for low to no cost. Implementing them may require some money, but determining if there are gains to be had does not. I have used some of these to drive the decisions of my build as well as my product design philosophy.
  9. Borg Motorsports
    08-03-2015 11:45 AM
    I suggest setting the car up to turn better. From what I can tell, none of the STU cars rotate the same way as the ASP cars. Since suspensions are free, there is no reason for this. I would set the car up to be loose steady state (very stiff rear springs or very stiff rear ARB). This setup would get the car pointed sooner, allowing you to get on the throttle earlier. Being looser would also allow it to continue turning power-on, again assisting with getting the power down sooner and capitalizing on the car's inherent advantage, pulling out of low speed corners. Second, I would optimize the tires for sweepers as a way to negate some of their disadvantages. AWD cars are never (or rarely) traction limited out of corners so there is no need to try and optimize tire footprints on corner exit, meaning you can sacrifice the setup on exit to gain some mid-corner. In my opinion, braking performance on an autocross course is not a priority.
  10. Borg Motorsports
    08-03-2015 11:45 AM
    Additional data could include a car comparison between two well prepped cars on a test course. Several members did this during the R-Comp/street tire debate. You can also go through past results from National, regional, and local competition and show that any time a C5 shows up, it beats an STi. I did this for the proposal to move the C5 out of BS. Excluding my personal performance, the C5 was nothing special in 2014. I think this year, the results will be more clear since there are more fully prepped cars. I believe the same will hold true in STU. If the top ten cars are all RWD cars, then you would have some excellent data to support your case. However if the field is fairly evenly split, it would be very hard to support the case that AWD cars are at a disadvantage, especially since it looks like they will get 255's in 2016.
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