A GUIDE TO IMPROVING YOUR CAR’S AERODYNAMIC DOWNFORCE PERFORMANCE EFFICIENTLY, WITHOUT WIND TUNNEL TESTING OR CFD ANALYSIS.
One of the Improving downforce can seem like a big challenge when you don’t have the tools to measure increases in performance. How do we know if the wing we put on our car or the air dam we spent a weekend making help at all? The tools of the aerodynamic trade can be out of reach for mere mortals. Renting a wind tunnel is cost prohibitive for many large scale race teams, let alone a few friends looking to have fun at the track. Computational Fluid Dynamics (CFD for short) is a great tool that brings aerodynamic testing right to your desktop computer, but takes a decent budget to purchase the software and a lot of training and experience to be able to get useful information out of it. Well, I’m here to tell you that dipping your toe into dramatically improving the downforce and aerodynamic efficiency of your race vehicle is much more accessible than you think. Certainly, a wind tunnel and CFD can take you to the next level, but right now, a lot speed is being left on the table due to misinformation, misunderstanding and a fear of making your vehicle perform worse!
To learn more head on over to Professional Awesome. professionalawesome.com/diy-downforce/
There seems to be an endless amount of options when it comes to brakes. This guy says this pad is the best, the internet says this one is the best. How do you differentiate fact from fiction, brand loyalty from first hand experience? That's what I'm going to try and shed some light on today. Why I run the brakes I run and how you can make an educated chose as well.
I'm going to assume that you know what brake pads do, they stop your car by applying friction to your rotors or drums. One of the biggest things you must realize when selecting brake pads is their operating temperature. The lower their operating temperature the faster you will reach their effective operating temperature but you also risk over heating them if you go past that for a sustained amount of time. For example a street pad like the G-loc GS1 compared to a G-Loc R16. Don't forget on a road course your rotor will also be much hotter then Auto-cross,also your rotors will be hotter Auto-crossing then street driving. Like they say their is a right tool for every job, that applies to brake pads and rotors as well. Wait this may all still be to confusing so lets talk about balance.
"So what about rear vs front brake pad compounds." " Do I stagger or run the same." I know it's a tough thing to grasp your head around with out just spending a bunch of money, or at least that's how I felt. Well I got lucky and heard about companies like G-Loc and OG Racing. Not only did they help with this. They knew my chassis off the top of their head. Not to mention they walked me through the process of making a educated decision based on what I'll be doing with the vehicle.
Remember when I said how can you differentiate between the fact or fiction? One of the ways is ask racers, ask the racers on the pointy end of the grid. For time attack ask people like Mike Lewin. What ever Motorsport you are doing, typically the leaders are willing to share that much. Don't ask just one guy though, ask about 5. Then compare what you are told. At least this is what I was told and it ultimately led me to one brand in particular.
That brand would be G-Loc, the customer service has been amazing since day one and I honestly couldn't be happier. Some of the guys that I currently race with share the same enthusiasm for them. Brand loyalty can be misleading, on one end you have someone that could be pushing that brand because they never tried something else. On the other hand you could have someone that really believes that they are amazing. Ultimately its up to you to make that decision which one they are. If you ask the experts, ask your competitors that are winning, and do your own research on each compound I think you will be okay.
I'm going to start posting honest opinions on why I choose the products that I do. There is a misinterpretation that I run products just because I am sponsored by that brand. In all those cases I reached out to these companies because I believed in their products. Canton Racing has always been my go to company for oil control. I have used their oil coolers, Accusump, oil pans, and oil filter adapters. I will go into details on those on a later date. Today we will take a look at a key item for the K24A2 that is going into the S2000.
I used Canton Racing's oil pan in my S2000 before. I used their F series oil pan when I first put a turbo on the car. So lets talk about the K series oil pan. One of the benefits of the Canton oil pans is the added oil capacity. This pan gives you an extra 1 Quart of oil!
Their pan also replaces your factory windage tray. This helps control the airflow in the crankcase and the drag that it can cause on the crank. Canton has done an amazing job at educating the masses on what windage is and how it effects performance here.
One of the most important thing about aspects of controlling your oil flow is to make sure that oil stays around the pick up. These trap doors do just that. When you are on the brakes the back of the pan tilts up (since your engine is leaning forward when you apply the brakes) and the front doors shut while the rear doors. Vice versa when you are accelerating. They are shaped in a Diamond to make sure that there is always a steady supply of oil to the pick up.
The Final reason i choose this pan is due to the fact that it has all the fittings I need on the oil pan already. I'm still going to be turbo with the K series so I will need a place for the oil drain to go. This is the best and a perfect option for that, rather then welding a fitting on the timing cover. It actually has two fitting on it which gives me another source for an oil temp sensor.
Okay I lied, that was not the final reason. This is, I have been a loyal customer of Canton Racing for a long time now. Their customer service is top notch and their products speak for them self when it comes to performance and quality. I will be running more of their components in the future, that is for sure!
You are thinking about getting on track and you don't know where to start.
First off I want to say you don't need anything to start except a SA2010+ helmet. What I mean by that is that your bone stock car will do just fine when you are just starting to get on track. It is encouraged to start with a stock car. Make sure the car is safe of course, meaning the battery is tied down, Battery terminals have good a good connection, safety belts in working condition, that you aren't leaking any fluids, and that your brakes are in good shape. Basically if you have a maintained and safe street car, you have a car that can go on track safely. A You can go that one step above and replace your rubber brake lines with stainless steel lines, a higher compound brake pad. and change your brake fluid to one with a higher boiling point. Those things aren't required when you are starting out but will be needed if you realise you enjoy pushing your car on track and decide to attend more events.
There are three main organizations that I recommend to get started with. The first being GPS Track time. The event host Jimmy Yu focuses on the beginners having fun and being well informed on what tracking is all about. GPS tracktime events are single day events. That can be good for you in case you don't like it you don't have to spend an entire weekend doing something you don't want to do. GPS also has the most tracktime out of any event that I have attended. What that means is you will get more driving time for your money. and quality time with an instructing helping you reach whatever your goal might be.
NASA Pro racing is also a great organization to start out with. The have a HPDE( High performance driving education) system that you progress through to obtain your time trial license or wheel to wheel licence. They are focused on making you a fast and safe driver. I personally don't have much experience with NASA. I've only ran HPDE with them twice. I had a great time, the only reason I never went back is because I like Timeattack and not time trials, there is a huge difference. The great thing about tracking is there is multiple ways to achieve your goals of getting on track!
Grid Life is very beginner friendly as well. Some of the same instructors at GPS tracktime are instructing with Gridlife. What really makes gridlife great is there staff. That crew really wants to make sure everyone is having a good time, being safe, and getting as much track time as they can. its very laid back but they take safety very seriously.
If you have any questions feel free to email me on the contact page.
I currently cover my build on Speed Academy. The highs and lows of time attacking my S2000. So it's actually taking away from my writing for my own site. Speed Academy has a higher view count so it still works out best for my program but to those that visit my site hoping i have more blog updates I'm sorry! I do update every other tab though, including car mods and video!
started all a week ago when my fiance decided that I wasn't going to miss Gridlife round 1. This amazing woman motivated me to get off my ass and start to work on Sheri everyday. When I say everyday I mean it! After work which is about 11 hours with travel time everyday. Grinding out 5-6 hour nights to be up in 3-4 hours.
Fast forward to Thursday. The night before the event. I was working super late at work. Looked up and it was seven o clock. My buddy was sitting in front of my welders house waiting. Of course he was pissed that I wasn't there yet and left (he was having problems with his own car being frustrated). So while driving home I called a tow truck company and met them at the welders house.
Once the car was back home I spent the remainder of the night getting everything back together, An all nighter. The car was suppose to be at the tuner that night but clearly that didn't happen. Oh yeah and fixing a misfire
Friday mornings sunrise woke me up. with two hours of sleep I start getting things finalized and ready for the tuner. Ended up having to do way more then I thought. Fixing some leaks, wrapping somethings that might be problem, putting in sensors. Clearly I wasn't going to make Fridays practice day but that was acceptable. I headed out to devo tuning 2 hours late. When I got there they didn't have time since they had to get to kots.
So there I was with a car running hotter then normal, stock ecu in, with no help of getting to gridlife. Then I got a call from Mike at Redmistautomotive. Pretty much saying if you can get the csr to me we can get this thing going. So I took him up on his offer and drove the car 50 miles north. Not over heating since I had the air flow I needed moving on the expressway.
Upon arriving Mike knew it was going to be a task then what I was describing. He went over the car and some other stuff needed to be wrapped, things needed to be made. He gave me a true friends ultimatum. He could get the car running and idling but wasn't sure after that but if we do it we do it now. I accepted and we got to work. Then we got to one of the last tbings that was suppose to be easy. Swapping the injectors, got them in the rail and tried installing them on the intske manifold. These were suppose to be plug and play, but yet they were 1/4 inch to high to be mounted. Pkay make something to make that work, then it has about 1/32 play some to side in the manifold. What the fuck? Go on the companies website and find out fuck these are k series inejctors. Instead of making something work that might cause a fire we chose not to.
Now introducing Project Apple! This is my newly acquired 96' Miata. It was my fathers track car which he named Yoshi. This car is pretty much how I got started liking road course stuff.
There aren't many photos of my father and I but there are many times that we were seen at Windy City Miata Club Autocross events. In the photo above you can see my dad, Ron, and myself at the last Tire Rack event I've attended. That event was the first time I actually went off track, go figure right?
Did I mention we used to race the Miata in the Great Lakes Dragway Import wars? Let's just say I modeled my old 240sx to be able to compete with the Miata down the 1320. Drag racing is in my blood I must admit and it's all his fault.
My dad has stopped tracking all together so instead of selling it or parting it out he decided to give it to me! I'm ecstatic to get to work on Yoshi. Mainly because she helped me get started with out knowing it. A bonus is that Yoshi doesn't need much to be track worthy again.
I won't be campaigning this Miata as a full fledge race car. It'll be used as a fun summer car, back up time attack car, and a fun track toy. Who am I kidding it'll most likely get thrown into my Time Attack campaign next year when the S2000 acts up.
Look at the photo above, I haven't seen my S2000 look that clean in years! This project is called Apple because applehead is something my dad used to call me when I was smaller. Like rappers always stating that they never forget where they came from, well I haven't either....
Special Thanks To
Welcome back to the Sheri limited class build. I'm starting to try and break this stuff up now in different steps. So step one was to take out as much weight as possible with an end goal of 2700lbs competition weight. So I commence to start inside Sheri.
At first I started to tackle all the extra wires. Once I got rid of all the SRS system wires (safety components that I can't be used anyway) I quickly figured out that I don't want to cause myself electrical problems. So I turned my focus to my malfunctioning heating system. I haven't had heat in over a year. To fix this problem, it's most likely something simple like a loose ground because the heat works on and off. Instead, I use this as a reason to take heater core and heating system out.
With the all those components out the way there is so much room for activities now! I tried my best combining all the left over wires together and tying them to the cross bar. There is also another reason I took everything from underneath the dash out.
Sheri is heading up to Rawspeed for fabrication of a few things. In a few weeks I'll be going up to Rawspeed and showing you exactly what we have under our sleeves. Next week I'll be introducing project Apple.....
Special Thanks To
The off season has officially commenced. So today I have roughly five months to make double the power and fit twenty more millimeters of rubber underneath the car.
Decided to go with rc1 for a tire choice which bumps me up a class in gta, grid life and cscs. So with more grip I need more clearance, specifically in the front.
Now this is why I need more grip, thanks to Garrett, turbo smart, doc race, and on point Motorsports we are turbo'ing Sheri with a custom v mount and exhaust.
2016 season goal for Sheri is to place top five overall in all competitions. Power output wise, we are looking for 400-420. Let's hope the stock trans holds, you know I've been thinking about going the t-56 route.......
SPECIAL THANKS TO:
First off, like to thank my supporters, without them none of this would have been possible. Not just providing great products, but the endless amount of support I received this season was astronomic
We ended up placing second overall this season with gridlife and I couldn't have been any happier. My goal this season was to be in the top three in points. Next season is to be top five overall so we have a great deal of work to do.
First thing is first I need to inspect everything this off season and replace the things that wore out. Next is to add horsepower and cooking for said horsepower. Lastly is to add more grip mechanically and aerodynamically. I'll do my best to update this blog so stay tuned!!!
"Just your ordinary track guy from the south suburbs of chicago. Thank you to all my supporters,friends and followers. With out you i would be nothing :)"-Devin Giles