continued from above
I was
wishing I had a rear wing installed, and in the wet the tendency to lose rear traction was comical (we were using 5th on the straights a lot to avoid wheelspin). We've got a couple of OEM wings here already to test with (don't expect them to do much), and a big CF race wing on the way. The car could benefit from real race tires, like Hoosiers R6s, of course. Watching video we were losing the most ground to the faster TTA and TTU cars in the big corners, like the Carousel (T2).
6. Tire wear was excellent - wearing the tread evenly from inside to out. This was with
-3° camber up front, using our Vorshlag camber/caster plates. The roll control from the increased spring rate also helped in this area. Tire wear shows we're definitely in the right ball park.
7. Also, the
rear axle fluid was spewing from the vent on top of the right rear axle tube and spraying everywhere... the underside rear of the car is douched with lube, and some even made it out to the right rear wheel, and made a mess of that. Need to find a solution for that. From the many comments on corner-carvers it looks like a remote catch can and hose is pretty much a requirement on Ford 8.8" solid axle cars that are tracked.
8. The stock exhaust is incredibly quiet for a car that makes over 400 hp. I was on the pit straight garage balcony watching one of Amy's sessions and all you could hear when she flew past was the car cutting through the air...
wooooooooooooosh! There was zero intake noise when coming at you, and no exhaust sound when going past - this was at around 100 mph.
Freaky quiet! You can actually
hear more on the inside via the intake sound tube ported to the interior. The exhaust engineers at Ford earned their money on this car, but I'm certain there's more power to be found in the exhaust. I have the full length headers and high flow cats picked out, but the after-cat exhaust is still a stumper. Do I do the traditional dual 3" exhaust with the two 409SS FM Series 44 mufflers already acquired, or go for a lighter single 3" rear exhaust, like the one
Buschur came up with? They are claiming a 65-75 pound reduction with their single exhaust.
9. I'm now even more impressed with the Getrag MT-82 transmission and stock shifter Ford came up with after running at at MSR-H, which took 9-10 up+downshifts per lap. The transmission never gave me grief with all of the gear rowing we did, never balking at the gate, and shift throws were short, quick and smooth. I am
not looking to add an aftermarket shifter or knob to this car, for once. The transmission ratios are closely matched up, so we used 3rd, 4th and 5th gears a good bit on track, maximizing acceleration from the tractable Coyote engine. We could have used 2nd briefly in one spot (T5-T4-T3, "The Diamond's Edge"), but the added torque was too much for the rear tires when I tried to use that gear there. I wasn't trying to abuse the engine so I upshifted on most laps at only 6000 rpm, pushing the revs up to 6500 for shifts on laps where I had clear track. In the wet on Sunday, shift points were lowered to 5000-5500 rpm, otherwise the rear tires would just spin more.
Left: Stock 2011 GT "400A" seats are flat as can be. Right: Boss 302 Leguna Seca has Recaros, which look a tiny bit better
10. The stock seats are worth jack squat for driver control at the track, even with the street tire grip levels we're at now. Sure, they look pretty and are comfy for street and highway driving, but after a day at a dry track we're done with them. Amy and I are bruised and sore from slamming against the center console and door panels, and hanging onto the steering wheel. With the softer Eibach spring rates (nearly stock) on track (as we ran it at Harris Hill) it was even worse, even with only wet levels of grip. So much more brake dive and roll with the softer spring rates. Maybe the Recaros in the 2012 Boss 302 Leguna Seca will be
a bit better, but it puzzles me why Ford went with a tilt-back Recaro in the Boss 302LS - as it doesn't even have a back seat? Must have been rollover concerns, without a roll bar or cage. Nothing beats a fixed back race seat on track. We've got a pair of Cobra race seats from my E46 that will find a new home in the Mustang very soon, which should help the driver experience immensely. The loss of ~100 pounds from the OEM power seats won't be a surprise here, either. We'll put in a suitable harness and harness bar at the same time. Its hard to "feel the car" when you're flying around inside like a rag doll.
Well that's all ten. Just wanted to throw that list of observations on here as a separate post to the already cluttered event recap, posted previously. I will say this:
definitely get the Brembo package on any 2011 or 2012 GT if you are going to ever track it. Ford did the brakes
right. And plan on getting real monotube dampers (ASTs), more spring rate, and a lot more camber (Vorshlag plates) if you want your tires to last and the car to stay flatter in the corners - even with street tire levels of grip. This is story from this weekend worth repeating: we had an HPDE4 driver move up and join us in TT on Saturday. He had a quick E46 M3 with a nice set of Pilot Sport Cup tires, but his otherwise stock suspension (massive body roll) and a total lack of negative camber up front combined to shred his tires down to the cords - in a single day. Save yourself the hassle and cost of ruining a set of tires at the track by
tackling the suspension first.
Cheers,