I think this is what I struggle the most with.

I drove a track prepared Boxster S that had no track diet -- so my braking in SPB is wayyyyy early (and sadly I was probably an early braker to begin with).

Slowly, I'm getting more used to waiting longer and longer to brake. I've already bested my
Boxster S times at CoTA by 5 sec. I have about 2-3 more to go to be bottom end fast competitive and about 5 sec to be towards the pointy end -- which I doubt will happen -- I care too much about my car :-)

But I am amazed at how much time you can gain (or lose) in the braking zone.

Mike

I ran the RS14's front and rear when I first got the Boxster S. I liked them quite a bit. However, I switched to the RS29 yellows in the front as a friend had a new set that he sold to me for a price I couldn't pass up. The yellows do have a bit better modulation, and seem to not need quite a much heat to get started. As for rotor wear - I didn't really notice much difference between the two, but the Yellows themselves seem to last a bit longer. I just bought a set of RS1's which are next generation Yellows, they'll go in probably after a couple more days on track.

Quick run up Hwy 2/Angeles Crest Hwy this morning to bed the new brakes and make sure that everything is running well in prep for racing at Willow Springs this weekend.

Hwy 2 was wide open with hardly any traffic so I had a nice clean run. The car ran great and my initial impression of the Paid Black pads is that they have a LOT of grip!

Being able to take it out for a quick test run on the streets is one nice aspect of having a BSR that is still street legal.

On the way back, I stopped off at Pro Motorsports in Burbank, CA and said hi to co-owners Brad Keegan who races a really nice GT-3 air-cooled 911 and Tyson Schmidt who built my Spec Boxster when he was at Hergesheimer Motorsports. Pro Motorsports still does all of the race specific prep on my car (race setup/alignment, fab, etc).

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Sorry if this has been discussed as this is a long thread. You drive this on the street correct? Are you running the stock exhaust? If not, how are you getting past the new sound laws out there?

What is the preferred bedding procedure for just pads these days. Perhaps it's no different for rotors and pads..

I have come some that are very a very tricky profile to drive in an s/urban setting

The bedding procedure is exactly the same.

Best done at night on an empty highway.

Hey Woody, yes it is street driven. Mostly to/from the tracks within a 6 hour driving radius from LA. Once in awhile I'll do a test run up in the local mountains north of LA or drive to a local car meet/show to display it for House Automotive.

I use one of the China-made cat back mufflers (mine is branded TopSpeed but they come in a variety of brand names). That keeps it quiet enough to not rattle windows as I drive by but free flowing to give a couple extra horsepower at full throttle and loud enough that I can hear it on the race track.

The cops don't bother me at all. They do take a close look but then drive on by. Compared to all of the Harleys with open pipes, my car is quiet as a Tesla. :)

As Anker said, the procedure is same for just pads or pads & rotors. I do about 10 panic stops from 70mph down to 15mph or until I can smell the brake pad material wafting up from the wheel wells.

I go early in the morning up into the local mountains (not a lot of traffic during the week) and bed them on the way down the mountain and then let them cool on the way back home. Works like a charm.

That blows my mind that you drive your spec car on the street. I'm thinking you're the only person in the country that does that. :cheers: I've always wanted to say that's way cool.

There is a fine line between brilliance and idiocy. And I've been known to cross over to the wrong side on more than one occasion!

My friend and POC BSR Champion Alex Bermudez and I decided to build street legal BSR/SPB's so we could drive them to the track, race, and then drive back home. Much to most people's surprise, we didn't do it to save money or because we couldn't afford a truck/trailer.

I mention that because I occasionally get comments like, "Hey Tom, I know a guy who's selling a truck and open trailer for super cheap. I know that you're strapped for cash (which is why you drive your BSR to the track), but he said that he just wants to get rid of it so he'll cut you a killer deal".

I appreciate the offers but we did it because that is how the cool amateur racers did it back in the 1950's and 1960's. If you recall, James Dean died while driving his 550 from LA to Laguna Seca to race. We wanted to re-live that old school approach to racing.

And I've been doing it that way ever since.

This summer, I have four far away (5-6 hours one way) events that I plan to attend; two trips to Laguna Seca and two trips to Sonoma Raceway (aka Sears Point, aka Infineon). Check back and see how much I love driving my race car to the track after that! :)

Thanks for the comment, I appreciate it.

NIGHT RACING IS INSANE.

The POC race weekend at Willow Springs featured a 3 hour enduro from 6:30-9:30pm.

Originally, I had not planned to do this race but I got a call from Galen Bieker, an ex-pro 911 Cup car racer, who was going to be at the event as the crew chief for another Cup car and his customer wasn't planning to do the Enduro so Galen asked if he could rent a seat in my car and we would do the Enduro in the Open division where driver changes are allowed.

There is also a relay division where each driver stays in his own car and 2-3 cars make up a team. Think of it like relaying a baton, one car comes in and another goes out, relay style. I have done the relay team previously and its not nearly as much fun as the Open division where you have to swap drivers and fuel the car.

Since this all came together at the last minute, we had to recruit a team manager, a refueler, a fire marshall, and a scoring person on the day of the event (in between practice, qualifying, and the 30 min sprint race). It made for a super busy day but we got it all done.

A big shout out goes to my friend Carolyn Pappas (who races her own 914) for taking the lead as our team manager and pulling everything together including driving to the local Home Depot to buy buckets and fire extinguishers!

Galen took my car out for one of the DE sessions to become familiar with a Spec Boxster. I think that it was quite a change from his usual Cup car experience - low power, low grip, high momentum. It was a new beast to him.

The rules called for two mandatory pit stops of at least 5 min each. Thusly, we decided that I would start the race and drive 45 mins. Then come in, swap drivers, and refuel. Then Galen would drive until the low fuel light came on (about 100 mins). Then he'd come in, swap drivers, and refuel just enough for me to finish the race.

In order refuel, the driver had to be out of the car and there had to be one dedicated person as the fire marshal whose sole job was to man a fire extinguisher and watch for fire. Since my car still has the stock fuel filler, we need a funnel so another person had to hold the funnel while a third person poured in the fuel (there was no way that one person alone could hold the funnel and pour the fuel). Oh, and if you spilled fuel more than about a 50 cent piece, you received a substantial time penalty so we had to be very careful. Of course, everyone over the wall had to be in a fire suit.

So here's how we orchestrated the whole ordeal:
1. Driver 1 comes into the pit, stops, loosens all of the belts and gets out.
2. Driver 2 takes tire pressures and bleeds off air if needed.
3. Then Driver 1 pours fuel while Crew 1 holds funnel and Fire Marshall observes.
4. As fueling progresses, Driver 2 gets into the car, tightens belts, and waits for fueling to complete.
5. When fueling is complete, Driver 2 leaves pits.

Since we were using the stock fuel fill tube, pouring in the fuel was the slowest task (by far) which gave the driver getting into the car more than enough time to get the belts adjusted and everything settled before having to pull back onto the track.

Here are a couple of photos of me and the crew...

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I am going to split this into two posts....

Ok, now let's talk about RACING at night...

It was dusk when I started the race at 6:30pm so I didn't need my sunglasses but I didn't need my headlights either. There was more than enough light to see where I was going.

I had a very good start of the race and passed a few cars. Then I settled into a rhythm and was driving to a pre-planned lap time so some of those cars caught and passed me. It was a 3 hr race so I was sticking to the plan.

The first pit stop at 45 mins went fine but it felt like total chaos! I did spill a tiny bit of fuel but the stewards decided to not levy any penalty so I was quite pleased.

There were 5 other Boxster's in the Open division and with 60 min complete, we were running 4th of 5 but I figured that some of the other cars may not have done their first pitstop yet.

Eventually, complete darkness enveloped the track. Its was DARK. The pit next to us had a generator and some lights which threw a glow onto our operations but otherwise it was pitch black dark. The track didn't have any lights but they had added some small reflectors to the curbing on the inside for the track to help drivers find the apex. Did I mention that this sounds a LOT better than it actually works?

As expected, we were running 3rd of 5 when Galen ran low on fuel and came into the pits for me to finish the race. Please understand that Galen had the advantage of going from dusk to dark gradually which allowed him to maintain fairly good lap times.

When I went out in the dark, my first thought was, "what the fu&k was I thinking when I signed up for this? I am going to die". It was a lot like going up into the canyons at night where your headlights are the only light (and which don't angle into the corner very well). Then imagine doing that at 120mph. It was like driving on pure memory because I couldn't really see into the corner for the apex, so I just had to turn in at the usual point and head towards where I expected the apex to be and then then do the same on turn exit. It was harrowing.

But like most things, your brain adapts and pretty soon you get used to not being able to see into the corner and you just keep your right foot planted into the throttle.

Also, you have to race with your rear view mirror since the faster cars come up on a Boxster SO INCREDIBLY FAST. The key is to maintain your racing line (so they know where you're going) and let them work around you. Its intense but it all works out pretty well if everyone is on their game.

At the end of racing for 3 hrs, we finished 3rd of 5, but we were only behind 2nd place by 14 seconds! I was quite pleased the we did pretty well, didn't catch anything on fire, didn't crash the car, and the car ran flawlessly (and near or at engine redline) for 3 hours straight.

It was an awesome experience and I hope that the POC races again at night next year so I can do it again. Only better next time.

Unfortunately, my in car video cameras didn't work at all so all I have is a short video clip that I took just before I got back into the car for my last stint in the dark...

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I both love and loathe night racing...

Done several 18's, 24's and a 37! One weekend I was "lucky" to be woken after ~2 hours sleep because the next sequence driver refused to get in the car -- the night racing scared him before he even tried it! I never actually drove that track in the daylight :-)

You definitely learn car control, as you often find yourself reacting to the line of the moment!

Mike

Congrats on a successful race and another check off your list!

Mike

:D:D:D Oh man, that is hilarious! :D:D:D

In a previous post (Spec Boxster Build Post #1238), I mentioned that the Pagid Black brake pads are somewhat known for being hard on rotors.

After about 5 hrs of track time, there are already grooves that can be seen and felt when running your hand radially across the face of the rotor. The brakes work great and provide truly brutal stopping power, but they do require some heat in them and a bit more pedal force than the Pagid Orange. They can be a bit hard to modulate and its easy to over-brake on corner entry.

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In prep for the summer heat, I decided to upgrade my Cool Shirt system from the 12 qt soft pack that I've been using for 5 years to the hard case 24 qt version. This should extend the cooling duration from 30 mins to around 1 hour in 95F heat.

If you're not familiar with these systems, they circulate ice water from a cooler mounted in the car through tubes that are woven into a shirt that is worn under your fire suit to cool your body while racing.

This system has worked REALLY well with the cooled hooded shirt (which gets the cold water under my helmet) and cooled pants, but I wanted longer duration. Once I get in the car and switch on the freezing water flow, its like having my own private a/c system. :)

I mounted the larger cooler by attaching the standard Cool Shirt cooler mount to a passenger seat mount that bolts to the factory seat mounting points. The cooler can be removed from the mount by the included velcro straps for easy emptying.

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I finally got around to reading the April issue of PCA Club Racing News and found that I had been recognized as a hard charger in Race 2 at the Festival of Speed. Always nice to see your name in print!

*Note - I believe that only PCA Club Racers receive this magazine. Unfortunately, it is not distributed to PCA members at large.

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Congratulation!

Way cool as always Mr. Stone!

:cool:

A continuation of this story

I’m up, I’m dressed, I’m ready to roll.

I jump in the car, they finish fueling and I head out.
Get dumped into a big pack, one turn and the. The long back straight,
I approach the hard right hander and while I thought was awake, my body/brain had forgotten how to heal toe... did I mention the pack I was in the midst of.

Massive wheel hop! Serious code brown moment... fortunately the rest of my race brain is functioning and somehow I make it through the corner, hands, elbows, and expletives are flying.

I woke up for real, real quick :-)

No further issues!

Mike

Testing, testing, ... 1,2,3. Round 2.

I'll be testing in a highly modified GT-4 Boxster this Friday at Willow Springs.

From the seller:

New engine and trans with only an hour on the powertrain for a shake down. Less than 5 Hours on all suspension components. Fresh paint and new 997.2 Grand Am front end conversion. I had the car built for POC (Porsche Owners Club) GT4 class. Car recently dyno'd at 275 WHP at a class weight of 2,876 lbs with driver and on Hoosier R7s. You can run PCA GT3 and NASA GTS-3 with slight adjustments as needed. Note that the engine is restricted to its current HP which gives it a flat torque curve... unrestricted the engine is capable of approx. 315-325 WHP so you can run a higher class if desired.

Engine and Trans
- Fresh Rebuilt 3.8 Engine restricted to 275 WHP for POC GT4
- Deep Sump Oil Pan and Porsche Motorsports AOS
- Third Radiator
- 6 Speed Transmission – with Shorter Ring & Pinion Gears, 996 Oiling Shaft, Guards LSD
- Transmission Cooler
- LWFW and Racing Clutch
- Racing Exhaust
- Numeric Racing Shifter

Suspension and Brakes
- JRZ RS2 Coil-overs with 700/900 lbs springs
- GT3 Sway bars
- GT3 Cup Control Arms
- Tarett Monoball Suspension
- Boxster S Brake Conversion with 350mm Giro Disc Upgrade on Front.

Safety
- AIM MXL2 Data Logger with Trans Temp, Engine & Oil Temp Sensors
- Custom 1.75” 4130 Steel Cage
- Sabelt Race Seat
- Momo Steering Wheel with removable adapter
- Aero and Body Compnents
- Fresh Paint
- 997.2 Grand Am Front End Conversion
- HRG Custom 996 Aero Roof
- Getty Custom Wide Body and Side Skirts
- Dry Carbon Fiber Hood
- Carbon Fiber Doors
- GT4 Clubsport Rear Wing with Custom Uprights
- I have the Original 986 Front end with fenders, Carbon Fiber Hood and Cover Lights, and Joe Hoth Front Spoiler.

Car has never had any collisions or large offs by both myself and the previous owner. Well taken care of and stored by Vali Motorsports. This car is an absolute blast to drive and easy to maintain.

Your thoughts?

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That is one nice looking race car! Are you going to be able to register it and drive it to and from the track? And what about your philosophy that the engine is a consumable? Are there suitable used engines available as/when needed?

How was it? The first time I took my Cayman out with the bigger tires and slight power increase I was still running my old boxster speeds and wasn't sliding the car hardly at all, it's going to take me a little while to get used to the higher limits...

Wow, wow, wow!!! Ahhhh that is a sweet race car! I hope the test goes well and that this becomes Stone2. Can the hp limit be removed so you can eventually compete in other classses of racing? What is a 996 oiling shaft?

Edit: okay I dropped speed read routine ........so I will change the question to how is the hp restriction accomplished and changed?

I am looking into that but most likely this car would like require a truck and trailer. The springs are almost twice as stiff as the Spec Boxster so the ride would be pretty hard.

3.8's are generally not consumable like our beloved 2.5's. This engine would require rebuilding. The big question is: how often? If I could get 100 hours (three racing seasons) between rebuilds, it might be reasonable.


3.8's are readily available but they not cheap (~$15K).

Testing on Friday....

My understanding is that they use custom ECU maps, but I'll confirm it on Friday.

And yes, the whole point is to be able to retune the engine power to meet different class requirements.

Wow, that was FUN!

On Saturday, I drove a couple of pretty cool cars at Willow Springs Raceway.

First up was the Boxster modified for POC/PCA GT-4 class duty.

With a 3.8L flat six de-tuned to 275hp, it had torque from 2500 rpm to redline. With Cup car suspension, Avon slicks (275F/305R), 996 Grand Am Cup front bodywork, plus a huge rear wing, it had a TON of grip.

Handing was generally neutral with just a hint of oversteer. Acceleration was strong and the 6-speed manual trans made it easy to keep the engine at the torque peak. This is what a Boxster race car really should feel like. It was that good.

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Then I had an opportunity to drive a Cayman GT-4 Clubsport PDK!

The Clubsport is the factory race version of the Cayman GT-4 with 425hp and all of the factory go fast parts - many from the 911 Cup car. As expected, this is a modern racer with every electronic aid known to Porsche to make it go fast.

Handling was biased towards fairly strong understeer which inspires confidence but not fast lap times and in Turns 2 and Turn 5, it was simply frustrating. The engine was much more peaky as compared to the 3.8L in the Boxster, but having 425hp on tap was a dream.

The most amazing aspect of this car was how easy it was to drive fast. You just go fast without really trying. The driver workload level is amazingly low for a race car. The PDK takes care of all of the shifting (including downshift blips) to a reasonable degree and the electronic aids smooth out all of your mistakes almost indecipherably.

The end result is that I felt like a hero in this car. No, I WAS a hero in this car! I was ready and capable to race IMSA GT-3. Or Prototypes. Or Le Mans. Or Indy. And I was convinced that I could do it. The car is THAT good.

The downside is that the car convinces you that you are THAT good. It makes you think that you're a better driver than you are because the car is doing most of the work and making up for all of your myriad of mistakes. The PDK bangs off upshifts incredibly fast and smooth and makes you sound like a hero on the downshifts with perfect blips of the throttle (listen to the Cayman video, that isn't me cranking off those downshift blips).

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The truth is that it's all a bit intoxicating. This is what the magazine writers are feeling when they write their reviews and why every review is glowing. But just like any drug, when I sobered up and realized that it wasn't ME doing all of those amazing things, there was a bit of a let down as I came back to the stark reality that I still have a lot to learn as a driver.

Also IMHO the PDK is far from perfect. It is amazing for what it does well, but it would still occasionally hunt for the right gear with a quick downshift, an upshift, and then another downshift, which unbalances the chassis and it would sometimes hold a gear longer or shorter than I would have liked.

The problem is that the PDK can't see what is up ahead - it is responding to what is happening RIGHT NOW and making the best decision in that moment whereas I can see what is coming up and plan gear changes ahead of time to take maximum advantage of the track and racing conditions. With that being said, I suppose that is why the paddle shifters are there. :)

A huge shoutout to my friend Paul Bolton who made all of this possible and who was an incredibly gracious host.

All in all, a fantastic day and a wonderful experience. I'm not sure when, but a GT-level Porsche racer might be in my future someday.


Heading out onto the track in the Boxster...
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A run down the front straight in the Boxster....
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A run down the front straight in the Cayman. Listen to the PDK downshifts...
<iframe width="560" height="315" src="https://www.youtube.com/embed/Vw-pwrj1CAE" frameborder="0" allow="accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture" allowfullscreen></iframe>

Tom thanks for the article sized post. It was fantastic reading and viewing!

That Boxster is setup similar to mine with similar whp out of my 3.6 (271 for me). I also run stock brakes and rotors and don't run near as much rubber 245/275 f/r. It truly is a ton of fun to drive.

Tom,
Have you digested the tire budget?

Yes, well understood and attainable.

I am way behind in updates, but I'll just start with today's fun.

At the last race, the clutch pedal went to the floor and stayed there. I reached down with my toe and pulled it back up and it worked normal again for the rest of the race and the drive home. Disaster averted. :)

So I order a replacement slave cylinder and go out to swap it this morning. Instead of the expected clip-style clutch line retainer, I find that this slave has a hard line with a nut that screws into the slave cylinder.

WTF? This ain't gonna work.

So I check the numbers on the transaxle and find that they aren't where I expect them to be. Curious.

Searching around the trans and I find "VW Audi LAU 012 301". A quick search on this forum and I find that I have an Audi A4 transmission.

Then I do a little bit more searching and find that the hard line slave cylinder is from a Boxster S.

Then I'm worried that the gear ratios might be different between the Porsche and the Audi transmissions (even though both are Audi!) and if so, then maybe I need to swap a Boxster trans back in so I don't have any advantage or disadvantage.

I do another search and find that there is a 0.2 difference in 1st gear. 2nd and 5th differ by 0.06 (or less) and 3rd and 4th are exactly the same. The final drive ratio is also the same.

So I'm not going to worry about these minor differences in gear ratios and just replace the slave cylinder with the S version and get it ready to race again!

Anyone need a 97-99 slave cylinder?

Audi LAU 012 301 transaxle...
http://986forum.com/forums/uploads02...1564958889.jpg

I was expecting to find a 97-99 2.5L slave cylinder (this is the new replacement that I bought)...
http://986forum.com/forums/uploads02...1564958909.jpg

But I found an S model slave cylinder (that you can see was leaking so this definitely needed to be replaced)...
http://986forum.com/forums/uploads02...1564958930.jpg

First, I am fine.

This happened in Race #1 Sat afternoon at the Porsche Owners Club (POC) races at Laguna Seca. I am pretty sore this morning, especially in the shoulders and chest, but nothing that a couple Advil can't cure.

The car was pretty banged up. Broken right axle, broken sway bar drop link, broken toe link, bent wheel, heavy body damage, front bumper damaged, headlight smashed, the engine runs but has a really bad sound, etc.

Here is what happened:
As copper colored #911 Spec Boxster goes to the inside to make the pass at Turn 11, the red #707 puts his right side wheels in the dirt. I am following the #911 on the inside, but as the #707 tries to pull the car back onto the track, it hooks, and makes a hard left turn right into me!

The hit lifts up the right rear of my car and then spins me into the inside wall.

As you can hear, I was pretty upset. I apologize for the language, my emotions where pretty high at that moment.

The engine started up but it doesn't sound very good today. In the video, you can hear the broken axle grinding when I try to drive it. No bueno. They put it onto a flat-bed tow truck to get it off the track.

I am hugely disappointed in the #707. And yes, everyone makes mistakes, but the organizers mentioned in the drivers meeting several times that if you put two wheels into the dirt, DO NOT try and bring it back onto the track or it will hook and you'll go straight to the inside.

The driver of the #707 was issued a penalty (a 13/13 in the racing world).

I have to say HUGE THANKS to Vali Motorsports for the at-track repair. They replaced the key broken parts and had the car running again in about 3 hrs last night and I was able to get it home this morning.

Watch in full-screen HD with sound.

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That stinks. 1 M-F bomb after that doesn't require an apology. At least you were able to get it home and now you can assess the damage.

Yup, I was thinking the same thing.

Remember; eventually all that's left of this incident is the great story you get to tell people. ;-)

Sent from my SM-G970U using Tapatalk

That really sucks Tom. No need to apoligise for ANY language when something like that happens.
What is important is that you are Ok. It also sucks, that you have to pay fopr the repairs that someone else caused.

Vali is great. A while back when my clutch blew out on my way to Willow Springs, Vali told me if he had that parts, he could have had me up and running in 3-4 hours and would have only charged me $500! Too bad he didn't have a clutch set for my car there.

Do you think it might be time to get a trailer ?: :p

In any case, as I said, the important thing is you are OK

Wow, sorry to hear and glad you are ok! Hope that your car will be repairable.

Dang... that just plan stinks to say the least. Sorry to hear, Tom, but most importantly glad you are fine. The rest can be repaired / replaced.

In watching your vid, it's clear why #911 Boxster ran out of track and the rear slid into T11 gravel trap. However, #707 should not have been anywhere near the gravel based on line. His apex line looked late to even a school line... except he never turned in... Tunnel vision unfortunately probably set in and he stared at the #911 Boxster until his hands lead him into the gravel too...

Such a shame but again glad you are ok.

Keep racing and keep posting updates :)