Laguna Seca Race Report 4/3/07

[RC240z]

LSR Track Day 4/3/07

My New Years resolution was to run my Roadster at Laguna Seca this year. My wife Gretchen was aware of this and when we heard about the HMSA track day, falling a few days before my birthday she thought would be a great birthday gift.

After California Speedway I reviewed my lap times from our previous outing and felt that the roadster was not working as well as it could, especially in the infield. I felt the change to Porterfield pads from Carbotech pads were not beneficial. I felt that I was running out of brakes at California Speedway with fade at the hard braking zones, and that the handling of the roadster was erratic at several locations on the track. After consulting several sources I elected to change to KFP Magnum brake pads (gold compound) and benchmark the suspension settings to get a reference point to work from.

We adjusted the panhard rod again, this time with me in the car, and set the toe and camber to balanced specifications. We found that we had a half inch of toe out, and different camber settings on each side of the car. We were hopeful that these changes would at least give us an idea where the car is and where we needed to go.

With the suspension adjustments set I was concerned about the noise restrictions at Laguna Seca. Even with the “unlimited sound� conditions at Laguna for this track day there are still low sound requirements, and with the 3� open exhaust I was concerned that we would exceed the 92db sound maximum for the small bore group and be lumped into the large bore cars.

I took the roadster down to Wholesale Tube Bending and had Frank modify the BRE header to solve several exhaust issues that have been nagging me for a while. We modified the header tubes so that we could get additional ground clearance and tire clearance. Frank did a masterful job reworking the header and exhaust. He built up a 2.5� exhaust system with resonator to cut down on the overall volume of the exhaust without effecting the power of the car. With this complete we were ready to head off to Laguna Seca.

Mic Halbert was kind enough to join me on this run up to Monterey, and help support my racing effort. We left Monday morning and drove up through LA with horrible traffic, and windy driving conditions slowing our pace getting to Laguna until late in the afternoon, but in time to get the car tech’d and pit with Tim Arnett and his 2000 Roadster.

I met Tim briefly at Palm Springs (my first racing event), in November of 05. Unfortunately Tim’s Suburban had been broken into and his driving gear was stolen the night prior to that event. So he went home early without running his car.

Tim and I have passed emails back and forth since we met. We generally discuss aspects of Roadster racing. Tim’s engineering background and practical racing experience has given me insight to the nuts and bolts of racing and I have learned much from our conversations.

This event was our opportunity to meet again and race on the track together. It is very seldom that I get an opportunity to race with another Datsun roadster, let alone a similarly prepared car. I was excited to see how my car would do.

Tuesday morning came, and Mic and I were out at the track in good time for the drivers meeting. The weather was perfect, a beautiful sunny day. The paddock (which had been fairly empty the day before) was now more than half full. The cars that showed up for this HMSA event were nothing short of amazing; Aston Martin DB1’s, several vintage Mazerati’s and Ferrari’s including a 250GT SWB. Big Porsches, including several cars from the Canepa Designs collection, Jag C types, Morgan’s, MG’s, Ford Cobra’s and many more.

We were in Group 1 and got out on the track in good order at approximately 9:00AM for our first run of four. Tim and I had discussed doing a couple of lead and follow laps as I needed to bed in my new brake pads and Tim had graciously offered to show me the fast way around the track.

As we progressed around the track at a low speed my brakes seemed very sketchy, and only got worse to the point I could slow down but not stop my car. Clearly my brakes were overheating and off gassing. After 3 laps I came into the pits briefly to let the brakes cool down. After 45 seconds to a min I went back up to the starter and slowly went around the track with a little better braking but not enough to continue and I elected to exit back to the paddock. Sure enough, my rotors were blue and I could smell hot brakes.

We elected to see how the brakes were after the second track run and then either pull the pads in favor of the Porterfield pads or, if the brakes improved leave the KFP’s in the car.

The second outing was much better, the pads still were not all there, but were much better, and I was able to get out and run with a quick little MGA. We battled back and forth, with him out-braking me into turn two and I could out power him going up the hill to turn six. Each lap we would trade locations back and forth. I couldn’t run too close to him because I was still concerned with the brakes. After that session the brakes were still off-gassing and my rotors were still blue, but at least we had brakes I expected the brakes to continue to improve.

Tim turned some impressive laps but towards the end of our second run his car came up lame, running on three cylinders on the last couple of laps. After a little detective work we found that Tim had thrown a rocker on the number three cylinder, and although that was a easy fix, the lash pad had gone missing and was presumed to be down in the oil pan. Unfortunately neither one of us had a spare! In addition, Tim’s starter had worked loose and needed attention.

Enter Will Campbell, Roadster enthusiast. Will took the time off from work and had come down from Napa to see the roadsters run and take some photos. The moment that we found trouble with Tim’s car, Will donned a pair of overalls and was actively working with Tim to remedy the issues with Tim’s car.

We took a break for lunch and HMSA put out a great lunch for the racers in the VIP suites adjacent to the start finish line. We enjoyed a first class lunch while watching the big IMSA Porsches run around the track. HMSA puts on a truely first class event.

I went out alone for the third run on the track after lunch. I tracked down the MGA again and then pulled away from him as my brakes were now working well. I got a little better feel for the track and felt the Roadster was working as it should, for the first time all day.

I came back in with Will and Tim finishing up on Tim’s roadster, and although they had fixed the starter the lash pad was incurable. Tim elected to take his car out running on three cylinders for a photo op and finish off the day.

Tim and I went out on the track last and turned some respectable times even though Tim’s car was down on power. Again, a big statement to Tim’s driving capabilities, he was able to get around the track quickly and show me where I was giving up time under braking, slowing down too much. We drove around and finished the session, with only one car passing us during the last run of the day. Although this was not a timed and scored event Tim carried a stopwatch in his car and said that we were turning 1:55’s.

On a personal note; Laguna was the first place I drove a race car on a race track and it is a magical place to me. 15 years ago I went there with several co-workers and drove formula Fords at the Russell Racing School. I have been bitten by the big ever since. Going back 15 years later, Laguna Seca still has that mystical feeling, with its challenging road course that wraps around the hills of Monterey; beautiful weather, green rolling hills, fast cars and the smell of high octane racing fuel. It just does not get any better than that. I can’t wait to go back.

Things to work on: Next time we are out, will be in June, back at Fontana, and that will be the acid test for the new brake pads. We are going to add some brake cooling ducts and see if that helps the brakes. I also intend to work on the brake bias adjustment on the brake pedal as it still binds up occasionally. I need to get some hardware to allow us to get more camber in the front of the car. We are still pushing a little when I go to turn in for a corner…

[Alvin]

Awesome recap Ron! You are still my hero.
So what's the deal with the Portefields/KFP's, not up to 'Seca's high-braking requirements?
Can you run a real vented rotor/is it allowed?

Show us pictures of the modified header.

How was the corkscew?

What is your attack for the Andretti? Double or single apex?

What was your top speed on the front straight?

Where is the in-car video?

Seca really is magical...I get chills coming down into the paddock...it's also where I discovered that my roadster needed better brakes!

[Alvin]

also is Tim Arnett's roadster for sale I think I recall seeing it on craiglist.

[RC240z]

Hey Alvin,

Wish you were there!

The Porterfield’s in my opinion were disappointing...I pulled them after my last run at California Speedway. I was suspect at Phoenix, and definitely did not like them at Cal Speedway. I had several cars out-braking me into turn three, and that should not be the case at Cal Speedway.

The KFP's I "think" will be very good, they were just scary to bed-in. I have never had a set of pads bed-in like this. It was spooky. At one point I thought I was going to drive into the back of Tim Arnett.

I will get you photos of the header. I think Will Campbell has a couple of shots as I recall he was taking pictures of my exhaust. I am also looking at bringing the roadster to MSA so you can look at it there as well.

I can’t / shouldn’t run vented rotors. HMSA and CSRG won’t allow that modification. I prefer to keep the car as it ran in the day, which means I need to use stock replacement parts.

Sadly there is no in car as my camera got left on and the battery was toast. I will have to go back and film it next time.

The corkscrew is still a trip, not difficult, but it will take your breath away (high pucker factor). I noticed that I was bottoming out on my driver’s side rear bumpstop at the bottom of the corkscrew. Good thing I modified the exhaust and raised it up. (Thanks for the tip Alvin)

I don’t have top speed numbers, sorry…No speedo and no timing and scoring. Next time I think I will run my 4:88’s although a 4.62 is perfect for that track with an ultra close transmission.

Andretti corner, good question, Single, really late Apex. Tim was really funny, but correct in saying get it done by one, get back on the gas really early and drive the car through the turns. Most of the turns at Laguna are late apex with a roadster. Six was a trip as I could go in really shallow and throw the car across the turn, set the car, and drive it up the hill.

Tim has several cars and they are all for sale. If you want a well sorted racing roadster talk to Tim.

R