That is what I put down for the description of my vehicle for tomorrow's event at Thunderhill. (Of course I put the real info off to the side.)
My brother was invited by a really cool group to come out and join the Ferrari's at a special day at Thunderhill. 45 car limit. 30 minute sessions. 3 groups. Lots of 430's, at least one Enzo, at least one F1 car, lots of others. There was a last minute cancellation, so my brother got me in an is treating me to the day. (Hey, I got lucky when it came to brother assignments.)
ChrisN and I will be representing the Porsche marque. I am looking for an Italian flag sticker to put over my P-car badge. Planning on getting some fun video.
So here is the question my friends...
The conventional wisdom is that rainy days (chances are good tomorrow) are "the best days to learn". My dentist even said it today when I took my daughter in to see him. (He is a Z06 guy and an instructor.)
What does that really mean? I have applied the throttle too abruptly in the rain at Thunderhill and then gone off the track. All that taught me was where the limit was when it was wet, and scared the heck out of me. LOL. This was coming out of 12.
What kind of "exercises" should I have in mind for tomorrow? I should have a lot of room, and I am in the intermediate group for tomorrow.
I am an extremely conservative driver. The thought of barreling in to turn 1 at over 100mph in the rain does not equal "fun" in my mind.
Any tips? Help me learn. You guys are the best.
On an interesting side note, ChrisN will be driving his Turbo tomorrow. AWD certainly can't hurt in the rain.
First, ask someone to show you the "rain line," every track has one - it's basically a different line through some, or sometimes all of the corners that makes the turn angles less steep. Start with that - then start slow-ish and build up speed until you see how much grip there really is - that's depends on how long it has been raining, and whether it has been enough to wash all the rubber and grease off the track, so you have a "green" track, or if it has been just enough to mix with the rubber and grease and make it a slippery mess. when you start out at first try using the "egg between the right shoe and gas pedal" method of throttle application - you want to roll into the gas, not jam it down. Be very careful about hydroplaning on the straights.
Driving in the rain is by far, the best way to develop your butt "gyro" (just like driving on a wet skid pad, and if you do it right, you'll have fun, and you'll have developed the seat of your pants much more so that what the car telegraphs to you in the dry will be more immediate, and communicative.
Have fun, and don't take out the Enzo, whatever you do.
When I had my 996 turbo, I was by far the fastest in the rain about 5 years ago with GGR at Sears Point - Chris should have a good time - the AWD and the proper rain line should serve him well. He'll likely need only about 1/2 of the horsepower he has and still have a good time. IMO, being a "rain-meister" is a very cool thing.
brad
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Make sure you get there early to grab one of the covered awning spots! Boy I wish I could play hookie tomorrow and watch.
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Make sure you get there early to grab one of the covered awning spots! Boy I wish I could play hookie tomorrow and watch.
They are serving a "full, hot breakfast" starting at 6:30. Chris says this is a scam to slow down the unsuspecting by filling their bellies. He thinks the Ferrari drivers may even drug our food. He claims he will avoid the breakfast and favor of vitamins and warm Red Bull. I will test this belly theory with my ample belly and give a full report.
I'll try to get lots of video and pics of the behind the scenes action. I am going to dress up like this so I will be accepted by them as one of their own:
First, ask someone to show you the "rain line," every track has one - it's basically a different line through some, or sometimes all of the corners that makes the turn angles less steep. Start with that - then start slow-ish and build up speed until you see how much grip there really is - that's depends on how long it has been raining, and whether it has been enough to wash all the rubber and grease off the track, so you have a "green" track, or if it has been just enough to mix with the rubber and grease and make it a slippery mess. when you start out at first try using the "egg between the right shoe and gas pedal" method of throttle application - you want to roll into the gas, not jam it down. Be very careful about hydroplaning on the straights.
Driving in the rain is by far, the best way to develop your butt "gyro" (just like driving on a wet skid pad, and if you do it right, you'll have fun, and you'll have developed the seat of your pants much more so that what the car telegraphs to you in the dry will be more immediate, and communicative.
Have fun, and don't take out the Enzo, whatever you do.
When I had my 996 turbo, I was by far the fastest in the rain about 5 years ago with GGR at Sears Point - Chris should have a good time - the AWD and the proper rain line should serve him well. He'll likely need only about 1/2 of the horsepower he has and still have a good time. IMO, being a "rain-meister" is a very cool thing.
brad
I'll stay clear of the Enzo. They are an endangered species, after all.
Great tips. Thanks, beez. There is a skid pad at the track. I wonder if anyone would yell at me if I sneaked over there in the rain.
The conventional wisdom is that rainy days (chances are good tomorrow) are "the best days to learn". ...
What does that really mean?
A few additions to supplement Brad's post:
- DEs in the wet are closer to real world wet weather street driving than a dry track is to dry weather street driving, so you'll emerge a more confident and competent wet road street driver;
- rain DEs are excellent training grounds because smooth inputs and transitions (gas, brake & steering) will be rewarded and erratic driving will be very evident, all at considerably lower and safer speeds and moreso than in the dry - everything you can learn at a dry DE you can learn and practice at much lower (normal street) speeds; with reduced grip, you'll become more attuned to subtle weight transfer;
- you'll learn to safely test grip levels with the brakes and adjust accordingly - increasing your sensitivity to brake feel;
- remember that on wet and especially on a partially wet track each lap may be much different than the last one - e.g., a previously dry area may be wet & vice versa, oils & rubber may surface or dissipate, track patches and seams may weep, etc;
- as the track drys out exercise caution (see lap changes above)
- if you haven't had experience on a track in the wet, an instructor would be a good idea - you'll learn more and sweat less;
- wet grass is slippery as snot - try to stay on the track;
- racing in the rain separates the pros from the PROS -I always find it inspiring to watch the car control exhibited by great rain drivers. Find and watch Ernie's (Mantis Racing) Road Atlanta race in the rain in his CS posted here a year or so ago - among other things, listen to his tiny, deliberate throttle modulations and his use of higher gears to reduce torque.
In my rain racing and snow/ice/mud experience, you learn so much because you are on the limit just about all the time, and it is so easy to waste momentum. I learned to be smoother and more relaxed as a result. It doesn't hurt that when you crash in the snow that you can bounce off of a snowbank or use the bank to kick the back end in line if you get a little too out of shape. The limit may not be as high but it is usually much less predictable and my reflexes are kept a bit sharper as a result. And Lord knows I need all the help I can get!
Painted curbs can be very slippery when wet also, so if you're used to running over those, don't. Beez made a good point about the "rain line", which can be much different (and offer more grip) than the race line.
I don't know how the others feel, but I'm chicken enough on a wet track (about not wanting to hurt my car), to always leave my PSM on. If you are smooth enough with your inputs, it shouldn't have to intervene much anyway, but it's nice to know it is there if you need it.
I also don't get caught up in the game of pursuit in slippery conditions; At my last track weekend on a wet and slippery track, a guy in a nearly new Chevy Cobalt SS fairly blew by me in one of the passing zones (as I wondered to myself whether Cobalts had AWD) when on the next set of turns, as he was carrying way too much speed, he spun off the track and did a slow roll-over right in front of me, totaling the car. (As one of the DE instructors wryly noted later, he was crying, but he wasn't hurt).
Moral of the story: just go as fast as you're comfortable, and don't worry how fast others might be going.
PSM - Porsche Stability Management
While it can’t overcome the laws of physics, the revolutionary Porsche Stability Management (PSM) system does lend an added degree of balance and control to the Cayman’s mid-engine driving dynamics, inspiring surefooted confidence in corners and extreme situations.
A standard feature on the Cayman and Cayman S, PSM continuously monitors steering input, road speed, yaw velocity and lateral acceleration to calculate the actual direction of travel. If the car begins to steer off line, PSM instantly intervenes with precision brake inputs on individual wheels to help bring the car back onto the driver’s intended path.
If braking alone isn’t enough to correct the vehicle’s cornering line, PSM then calls on the Cayman’s engine management system, adjusting engine output as needed to help stabilize handling. PSM can also compensate in an instant for mid-corner changes in load resulting from deceleration or braking. When Sport mode is selected with the optional Sport Chrono Package, PSM’s threshold for intervention is raised, allowing for greater driver involvement. If you prefer driving without automatic PSM assistance, the system can be set to standby at any time. In this case, it will only intervene under heavy braking, where both front wheels exceed the ABS threshold.
For all of its technical ability, PSM goes virtually unnoticed in everyday driving situations, preserving the Cayman’s natural agility.
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Moral of the story: just go as fast as you're comfortable, and don't worry how fast others might be going.
But they are FERRARIS. I have to pass them. I have to.
Just kidding.
Great thoughts, everyone.
I gave my street wheels a nice inside-out cleaning after I put my track wheels on (they are PS2s...don't worry, guys...LOL). My street Sport Designs seemed a little depressed that they were going to have to stay home, so I thought the spa treatment was called for.
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The track was dry after the first run group. Perfect conditions.
There were 6 F430 Scuderias, 4 360 Challenge Stradales, at least one of each F355, 550, 308, F1 car from a bygone era, regular 430s, 360s...it was amazing. Then there were at least four Lambos... Murcielagos, Gallardos. My best "kill" was an LP640 driven by an instructor. The owner had been driving pretty slowly around the track all day, so when I lined up behind the "Murch" I thought I would quickly pass him. half way through the first lap I realized that it was a different driver. On our third lap i ran a personal best of 2:12 and he let me pass...probably so as not to scare the owner of the car. LOL.
Also at the evnt was a ZR1, two Tesla Roadsters, a couple of cobras, Quickxotica (fromer CS owner, John) in his Carrera (GT3 look). The funny thing about John and his car...it is a 320 HP 996 Carrera with the factory GT3 look body kit. And a driver that can do a 2:04 at Thunderhill. So anyone would assume that it is a GT3. LOL. ChrisN and John ran some laps together to compare how each of them runs roughly the same time in very different cars. ChrisN's car is 700 pounds heavier with AWD and 700 plus HP. He could not pass John. To be fair, Quickie has been doing this for a decade. Great guy. It was good to meet you! (You like how I ramble between tenses?)
There really wasn't an opportunity to get a good group F-car shot. Half ran in the B group with me and most of the rest ran in C. I lined up at the back on the first run of the day, but it became clear that my Little Cayman was not going to have a problem keeping up.It was hysterical at first, though. I felt like a teen aged American boy at a topless beach for the first time. I kept getting chills from the exhaust sounds and the F1 shifts and the beautiful cars. I overcooked turns. It was hilarious. I couldn't keep my eyes off the Scuderia posteriors.
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