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Old 07-01-2014, 05:23 PM   #346
Fair
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continued from above

Of course I am determined to not have this type of brake system failure again, and we've taken measures to that end, as shown in my last post. The 3" brake ducts, while more than adequate for so many S197 track drivers and racers, were not keeping the 14" front Brembos cool enough on our exceptionally heavy TT3 car (3802 pounds with driver). The Alcon temp strips indicating 490F temps at the caliper should have been a BIG red flag, which I ignored (and we saw the results of that). That's near the boiling point of most hydraulic fluid and was just not a safe condition to leave the brakes at. So we have upgraded to larger 4" front bumper front duct opening using aluminum tubing and opening up the CS lower fascia from the 3" foglight hole with some careful cutting. You can see the new rear splitter mounting stanchion in the picture above right, and also where the old mounting holes in the splitter were torn out in the crash. That's all of the damage the splitter took.



The new front brake cooling duct openings were routed with 4" hoses but necked down onto the old brake backing plates' 3" ducts. We ran out of time to make new brake backing plates before the ECR track event. I was also curious to see if the larger hoses and front openings would help the brake cooling when even with that smaller restriction at the rotor. Our guys here at Vorshlag got everything repaired, new brake pads/rotors/fluid, nut-and-bolt checked, re-aligned, weighed and corner balanced, and the front brake ducts/hoses upgraded in about 2 days time, then loaded the car into our trailer to verify the repairs at a local HPDE event at Eagles Canyon on May 24th - less than 2 weeks after the crash.

Front Wheel Hubs - Diagnosis and Repair

One of the common wear items on an S197 Mustang, and all cars for that matter, is the front hubs. We recently had to replace the fronts, so I made this little video to show what bad bearings sound like, and what it takes to replace them.



The video above shows what you should do for quick diagnosis, and should be on your pre-track check list. Every. Time. We check the hubs whenever we do any track inspections here, and we've found bad front hubs on Mustangs a number of times. This is actually the 4th set that we've replaced on our 2011 GT since we picked it up in August of 2010. As the grip levels and brake heat go up the lifespan of the hubs goes down. 4 sets of hubs in 4 years ain't bad, considering the lap times this heavy beast puts down and the brake heat numbers we've seen.



We actually replaced these hubs after the ECR event (detailed below) but before we went to Hallett. They were fine before ECR but they weren't afterwards. Vorshlag stocks and sells this FMS-M-1104-A motorsports hub kit, which comes with the 3" ARP hardened wheel studs installed plus new spindle nuts (which are one-time-use nuts that need 250 ft-lbs of torque to seat). This kit is cheaper than buying new hubs and wheel studs separately, and they are already pressed in place.



We also have a variety of wheel spacers for the S197 and our reduced (17mm) hex/enlarged taper lug nuts for this chassis. These are the same 1/2"-20 right hand lug nuts a Ford uses, but with a smaller hex drive to fit inside aftermarket "lug wells" with a deep socket with more clearance to the wheel. The larger OEM (19mm) hex lug nuts often won't work with some wheels with a tighter lug well (like Forgestars). These lug nuts and wheel spacers are what we use on our car, and they are located in a new section of our shopping cart we have created here.

Five Star Ford at ECR, May 24th, 2014



We had planned on attending this event many weeks earlier and I was bound and determined to make it back out there in our car, even if I wasn't going to be doing any driving. A big chunk of the Vorshlag crew came out to this Five Star Ford sponsored event at ECR on what turned out to be a beautiful Saturday in May.



We brought our 2011 GT test mule to test the new brake upgrades and to verify the repairs after RA. Amy was driving all day and gave lots of people ride-alongs. Our crew worked on nearly 20 cars during the day, doing a lot of brake fluid flushes (replacing crap fluid), Carbotech brake pad swaps and other various trackside repairs.



Since Amy drew the short straw and didn't get to drive at Road Atlanta at all, this was to be her day of testing and track fun. We mounted up a set of 315mm A6 scrubs and had her on track for over 6 sessions that day - taking runs in all of the Red group sessions as well as some in Blue group.



She took over a dozen riders that Saturday, which Jason and I kept funneling into the right seat of the Mustang - as well as funneling fuel into the Mustang's gas tank.

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Old 07-01-2014, 05:35 PM   #347
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continued from above

I was also taking some pictures, talking to customers, and trying to help the guys work on a few cars (more on that in a second). Brad Maxcy, our shop manager and a racer himself, shot most of the pretty pictures in this write-up while working a long day fixing cars and brakes. You can see the images and video from this event in the gallery below.

Vorshlag's ECR picture and video gallery: http://vorshlag.smugmug.com/Racing-E...rd-ECR-052414/

I was itching to drive but Amy was hearing none of it, and in truth my back wasn't up for the somewhat bumpy ECR circuit. That didn't mean I took it easy, oh no... I was seriously stupid and helped work on a handful of the 20 cars that needed brake flushes, brake pad replacements or other work that day. Fully one third of the cars at this event needed help from our crew, and I'm glad we were there with some parts and the technicians to help install it all.



Brad, Kyle and even our sales manager Jon were busy all day wrenching on cars, from the moment we got there until we left at around 5:30 pm. We knew we'd work on a few cars but this was a bit more than expected. Luckily we brought two cases of Motul brake fluid, lots of Redline synthetics, and 4 sets of Mustang brake pads - and we sold and installed every single one. I had warned the entrants at the driver's meeting that ECR would eat stock brakes, and we always try to put the word out beforehand to warn people to upgrade at least their fluid, but it still happens. Stock brake fluid SUCKS and has no business on a race track.



It ended up being a long day for our guys, and my back was killing me from even just working the jack or some other trivial tasks. I didn't drive or ride in any cars that day, which hurt me even worse, though. I was going nuts just watching all of these folks have fun. I am a terrible spectator and a worse patient, heh.



Amy drove in fairly heavy traffic all day, and managed only one or two clear laps. She had riders on every session so she was only pushing the car 8- to 9/10ths but still managed a 1:59.0 on a lap shown in the video above. There's also some shots in there of Mike D spinning in his twin turbo 67 Camaro and some footage of my old ChumpCar teammates in the 1998 Firebird I helped them with for a bit before bowing out and letting them take over.



This gutless 3.8L V6 powered 4th gen Firebird Chump racer looked pretty good out there and I was glad to see them finally get it back on track, as it hasn't run in about a year. The cage was welded in and completed by our friend Kurt at Janco Fab, using a cage kit I had purchased from Blainefab. Paul and Jason (shown above) took over the remainder of this build and finished up a lot of safety upgrades and other little odds and ends. It held together almost the entire day before the old transmission mount broke - and yet they kept driving it, heh.



I won't give away their lap times but they passed a lot of cars and a few 5.0L Mustangs in this 200 hp behemoth. Above right you can also see Shannon's 5.0 S197 on track; she had just started working at Vorshlag as our summer Engineering Intern. Her new True Street built motor was roaring down the front straight and she ran strong all day.



Mark C was quick, when he managed to stay on track and get a clear lap, heh. He had a quick off-and-on in Turn 11 and I barely caught the pic! Heather (Shannon's sister) was darned fast in the V6 5th gen Camaro, but she keeps burning the brakes off of this poor car. It needs a boatload more negative camber up front, as well.



By the end of the day we were all exhausted but we had a lot of fun. Corey White and Jerry Cecco put on a heck of a good event and with 60+ drivers there were lots of smiles to go around that day. Thanks to Five Star Ford for sponsoring the lunch, too! A bunch of us went into town and ate dinner at Fuzzy's Taco Shop before heading home, which was delicious. The food was great and Jason somehow managed to keep the queso from that giant burrito out of his beard.



We had some good test data and learned that the larger brake cooling ducts in the bumper cover and the 4" hoses made a significant difference, with max temps at the caliper seeing only 430F all day, and Amy was brutal on the brakes.

She actually finished off the rear pads we had on from Road Atlanta after her 2nd session and our guys put on a fresh set of Carbotechs to let her finish the day (and they are still on the car 2 events later). We also learned that we can NEVER bring too many sets of brake pads to an event like this held at ECR... it we would have had 4 more sets we could have installed them all for folks. This track eats brakes, and the car's wheels above were gold before the day started.



Lots of fun and I'll post up the next time FSF holds an event at ECR. Great place to do your first event, and you'll see a lot of pony cars and other vehicles at this low key fun track event.

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Old 07-01-2014, 05:36 PM   #348
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continued from above

GT Moto Bike Build Reveal at GMBG, June 15, 2014



Vorshlag's own Sofi had an event we attended at Gas Monkey Bar & Grill. This place hosted her "bike reveal" where the Cafe Racer style motorcycle she and her dad hand built on June 15th, 2014. Many of the Vorshlag staff and friends came out to support this charity event, bought shirts and raffle tickets, and had a great time.



"Texas Dave" was in town with his Pikes Peak EVO and he brought it out and showed it in the GMBG parking lot. We brought the Vorshlag TT3 Mustang and had it parked in the the small show area during the party as well. KC from the Fast-n-Loud show had his truck in the same area later that day, as he knows Sofi and came to the party.



Sofi is our operations manager here at Vorshlag and schedules customer service work and supplies our shop guys with parts. She is also a decent fabricator and bike mechanic and races her various motorcycles as well, including her throw-back Cafe Racer style Honda (the blue one, shown above left). A lot of her friends and fans came out to support this event, and she's raised over $25K for charity with this bike build so far. We're all proud of her and respect the cause she's raising money for.



She and one of our fabricators Olof built the exhaust for this new bike at Vorshlag a couple of weeks earlier and used the same ICE Engine Works kit we use to make custom headers for our V8 swaps.



The bike reveal went really well and there were close to 100 people there to see the bike for the very first time. I hadn't seen it with the painted tank and trim work installed and it really came out looking amazing. This bike is being given away via a raffle, with a drawing on July 5th, and all proceeds go to St. Jude's hospital for cancer research. You can see more info about the raffle here: https://rafflecreator.com/pages/1379/gt-cafe-for-cause We all bought several tickets, and if I win it I'll do wheelies in our parking lot, then probably fall off and break my back.



GMBG itself was actually really nice, even on this super hot day (it was well into the high 90s). There was a 90 minute wait to get a table inside but luckily for us, all of the folks who came for the Moto GT bike reveal had a private 2nd story air conditioned bar with front row seats to the bands that played on stage that day. The deck out over the pond surrounding the restaurant was also pretty nice. We ate and drank and had a great time. We've met most of the guys at GMG and they are all friendly, professional and passionate about hot rodding - and they provided the facilities for this party and raffle free of charge. He might be a little abrasive on the TV show but Richard Rawlings knows how to party and his bar and grill is a hopping place. I'm glad we could come out and bring a lot of friends to help support Sofi's charity. Again, if you want to purchase a raffle ticket the drawing is this weekend on July 5th, so good luck!

The New 2015 Mustang - What Does The S550 Chassis Weigh?

The last few weeks have been full of rumors and speculation about the new 2015 Mustang and what it will weigh. Steeda got a huge black eye when they "guessed" it the S550 would actually be gaining a few hundred pounds over the last generation, contrary to Ford's pronouncement of a weight loss. Motor Trend also had some guesstimations that were apparently pretty unflattering, and also not based on fact. Turns out Steeda never actually weighed a car, and the whole thing became an internet scandal labeled "2015 Mustang Weightgate".


image above found on Jalopnik

The automotive car websites were going nuts, and even I got a call from a reporter at Jalopnik looking for real data - of which I had none. Turns out they finally got to the root of all of the mystery, the car gained less than 100 pounds, which was shown after Ford leaked some semi-official weights, shown below.


image above found on Jalopnik

So it was much ado about nothing... of course the S550 didn't lose weight. That wasn't really a possibility, and few if any new car models are getting lighter than any older generations - due to rising crash standards, technology complexity, and customer demands for more creature comforts. The Mustang would have to make a radical change in the chassis goals to lose pounds (remember the Ford Probe disaster??). No, the S550 is staying somewhat the same in size and power but getting new features and upgrades - like the Independent Rear Suspension and bigger 15" front brakes - so it gained a few pounds in the process. The 3704 pound number being thrown around is still 130 pounds lighter than a stripped 2014 Camaro Z/28, a $75K track toy that comes with race tires but no air con.



What strikes me as the most odd is the wild variety of car models that some folks are comparing the Mustang to, or trying to. Look at how much bigger the S197 is compared to a Genesis Coupe (which is fat and heavy too), a BRZ and an MX5, above. Am I supposed to believe that car people cross-shop Miatas with Mustangs? If they do, then they are VERY confused about what they want from an automobile. Even the turbo 4 and V6 Mustang will be so far removed from a flyweight 2 seat roadster like the MX5 as to be not in the same league. The S550 is really more of a new and improved S197, which itself was a RADICAL improvement over the Fox/SN95 chassis it replaced. The Fox/SN95 was based on a 1977 Ford Fairmont, and that's saying a lot.



Of course Vorshlag will weigh several S550s when the first ones arrive at local dealerships, and our car will be here hopefully before the end of August. We have aggressive plans for track testing then upgrading the suspension, wheels, tires and more. Stay tuned for that new build thread, which I will link in this S197 thread.

What's Next?
  • NASA at Hallett, June 21-22 - This event went really well, and we beat our 2013 lap record by 3 seconds, but I borked the splitter in an "off" during the first Saturday session!
  • Repairs and Improvements after Hallett - I'll cover the upgrades and repairs we made after this last NASA event. My hack driving knows no limits... not even the TRACK limits.
  • Lone Star Drift at TMS, June 29, 2014- Drifter vs Road Racer Battle, aka: Drifters go Derp!

As the summer gets hotter here in Texas the track schedule falls way off, to keep drivers from overheating, so we don't have any NASA events scheduled again until September (unless we go to NASA Nationals East, August 31st at Road Atlanta). The "summer track break" around here means we have some openings on our service schedule. If you need some race prep, fabrication, seating, cooling, brake system or safety upgrades you've been putting off, let us know. Several of our long term development projects for V8 swaps are getting more attention as shop time is freed up, so we'll stay busy either way.

That's all I have time for in this sitting, but I'll cover the Hallett event and the TMS road course "drift vs grip" event in my next write-up.

Thanks,
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Terry Fair - Owner at Vorshlag Motorsports - www.vorshlag.com - Plano, TX
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Old 07-17-2014, 04:33 PM   #349
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Project Update for July 17th, 2014: Wow, I'm so behind. I wrote most of this entry two weeks ago but was waiting for some pictures and got busy doing other things. It ran long so I pulled a few events out and will show them in the next update. In this build thread entry we show upgrades to the TT3 Mustang after ECR, including a new driveshaft, new tires, new brake fluid, aluminum lower rear wheel spats added, and more. Then we cover the NASA at Hallett event write-up. the car was overheating (explained below), a bit pushy with too much wing, and we got rain in final CW session laps. Then we will talk about stuff for the next entry.

More TT3 Mustang Updates + New Parts



At long last we have ditched the stock 2-piece driveshaft and center bearing and replaced it with a 1-piece aluminum driveshaft. We used a Driveshaft Shop aluminum 3.5" diamet6er unit with a CV joint at the front, which is rated at 1000 hp.



So, how much weight did this save us? Sadly, I don't really know. My shop guys forgot to weigh the new and old driveshafts when they did the swap - it was a hectic thrash to get ready for Hallett and weighing this was overlooked. The Driveshaft Shop website shows this to weigh 19 pounds, but you know how I trust everything I read on the interweb.


The stock 2-piece driveshaft on the 2011-14 GT/Boss is HEAVY

The old stock driveshaft was still here so I just had our guys weigh it today. A hair over 37 pounds, so this upgrade might have lost 18 or so pounds, if the stated weight of the 1-piece unit is correct. Driving the car after this mod produced no adverse effects, or any noticeable benefits. A customer sold this one to us after we did a Tremec Magnum XL swap for the stock Getrag MT-82, so it was a cheap upgrade for us. We actually sell Dynotech Engineering driveshafts and will get them on our website eventually.



I've spoken about the upgrade we made to the 4" brake ducts at the front bumper opening and the hoses but before we ran the ECR test we ran out of time to make the new 4" ducted backing plates. Well now we had the time, and engineer Jason had procured a new Ford part number to test with. This OEM stamped steel backing plate is a different diameter than the one we used for previous batches of 3" ducted plates (based off the 14" Brembo equipped cars) and turns out it was easier to use with the 4" hole than the smaller 3" hole, plus it had some other advantages.



This different OEM backing plate version has a deeper dish to the hub clearance area which allows for more even flow inside the rotor ring itself, and should get more air to the hub bearing. We have tried 4 different backing plates from various S197 cars and this one fits the tightest to the rotor and has more room inside to spread air to the right places, so we've switched ALL of our S197 ducted backing plates to this new part number. We have a big batch of the OEM back plates being bead blasted this week so we'll make a run of these 4" ducted plates soon and put them in the same section as the 3" plates. The production 4" plates will have an oval duct on the backing plate, and not round like the prototypes built for our TT3 Mustang.



Again, unless you are KILLING your brakes and already have 3" ducted fronts, the 4" plates might be overkill plus they require some additional front fascia work to attach the 4" hoses. And the stock windshield washer bottle is not possible with 4" hose, whereas a 3" will barely fits around it. Some folks do like overkill, though. And you know me - I'm a hack driver and I tend to overdrive everything, so I use more brakes than most. We checked the front caliper temps with a fresh set of Alcon temp strips at Hallett, to see if we could reduce the max temp from 490F we were seeing before with 3" and 430F we saw at ECR with 4" front openings and hoses but the 3" backing plate ducts, and I will talk about the gains we saw below in the race report.

Towing and Strapping Down an S197

Whether you tow or drive your car to a race track, or what your choice of tow vehicles is, are two discussion I try NEVER want to wade into. These are no-win arguments that will put people against one another looking for blood, like the Hatfields and McCoys! But if you've made the decision to start towing your car to the track instead of driving it to the track, which does relieve a LOT of stress and allows you to focus on your driving and pushing the car rather than saving enough brakes and tires to get you home, there are some new things to learn.



When towing one of my least favorite things after a long race weekend is loading the car into the trailer and strapping it down. Every car has a "trick" or two that you might learn from someone else. Like when it comes to E30/36/46 BMWs, which I have towed hundreds of times, I tow them via "T-hooks" slotted into the 4 factory under-chassis slots (hidden under 4 plastic jacking point pucks) and I will always cross both the front and rear straps. On the S197 Mustang, it has its own set of tricks to strapping the car down safely. I've seen some janky set-ups and have learned what to do (and not) over the years by watching others' tow their cars.



The front is relatively easy, as we use 3" ratchet straps with a C-hook end and "hook" into some big slots in the front lower subframe structure. The same "T" hook ends also work here very well. But when towing inside an enclosed trailer it takes some finesse to throw the straps under the car to where you can reach them behind the wheel and then you have to hook them into the slots blind, but once you've done it before its fairly easy.



Left: Mac's Custom Tie-downs are my favorite. Right: I hate strapping through wheels, but these padded axle straps "could" work

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Old 07-17-2014, 04:35 PM   #350
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continued from above

We always cross the straps up front, to keep the car from shifting laterally on the bed of the trailer. I've seen the results of a poorly strapped down car inside an enclosed trailer... it can turn into a costly mistake to your bodywork or aero, especially on a long tow. I always like to check the straps, and tighten them if needed, during our first stop heading out of town to get ice and fuel for the outbound leg of any road trip. In 27 years of racing I've never had a car come loose in an enclosed or open trailer, or worse - had one fall off of an open trailer. I've known 2 friends that had that happen to them, though!



Strapping the S197 down at the back is a bit trickier than at the front. There are several ways to do the rear straps, but for the past 4 years whenever we towed this stick axle Mustang we have been using 3 foot long "axle straps" wrapped around the axle tubes then using 3" ratchet straps hooked to these and securing them back to D-rings in the trailer floor straight behind. This was a compromise set-up, and we had to be careful not to wrap the axle straps over or near the rear axle vent or it could get knocked off - that happened once - made a huge mess.


Left: With a Watts Link you need to keep the tow straps from bending any tubes. Right: This is the section to wrap the axle straps around

When we made our remote axle vent catch can and hose, that hose and fitting had to be avoided with these straps also - which happened once and made a huge mess. The ratchet straps themselves have to route around, over and through the next of Watts Link tubes and rear exhaust pipes or you risk bending or at least scratching something under the car. And since axle straps just wrap around the axle tubes you can't "cross the straps" at the back, or risk having the straps slide inboard towards the "pumpkin" on the axle, which then makes the straps loose during your tow (not good). Some folks like strapping cars down by looping an axle strap through a wheel or around a wheel spoke, but that is a TURRIBLE idea and can both stress crack a wheel spoke, scratch the crap out of your $$$ wheels, or allow the wheel to rotate during the tow and loosen the car against the straps.



So there are lots of "gotchas" on strapping the rear of a Mustang down. We have been fighting it for 4 years, but now we have a better way. We designed and built the tie-down brackets above for the S197 chassis and then tested them on our way to and from the Hallett, which was 10+ hours of towing. These new rear tow strap tie down brackets are made from beefy alloy steel and bolt to the rear lower control arm location. Olof hand cut this prototype pair based off of CAD drawings Jason drew up, but the production versions will be laser cut and powder coated red. The kit will come with a pair of new, 5mm longer, grade 12.9 bolts and nuts as well.



These should be available from us later this summer and the 22 bend shown here will be the right way to tie down a Mustang with crossed rear straps. We will make them in flat (un-bent) form for those that want to orient the tie down straps straight back, too. Strapping the rear down went from a frustrating 5-6 minutes with my upper body wedged under the back of the car to a simple 30 second reach around behind the tie and clicking the strap ends into the new brackets. The 10 hour bumpy round trip tow was flawless, and the car didn't move a millimeter on either trip.



Our popular GT500 rear brake upgrade kit has gone DOWN in price by $140. You heard that right.... out price on this kit just dropped over 27%. Why? We were previously sourcing the GT500 rear rotors from the only source we could find - Ford (read: expensive) - but have since found them made by Centric in their Premium line, which is the line we use on all of our race and street cars. This dropped our costs enough to be able to pass along this big savings. We have the replacement rotors available in this same S197 brake category location.




We have our first batch of Vorshlag adjustable rear spring ride height platforms (aka: "rear ride height adjusters") that finally arrived. These were drawn up a while ago after the supplier for a similar style that we had been using dried up. Now we make this Vorshlag version and they work on several chassis including the S197 Mustang rear.


We make these work on the S197 (at left) with a Nylon adapter and various BMWs (at right), also in the stock rear spring location

These adjustable platforms and adapters allow us to remove the fixed length, stock "Beehive" style spring (or lowering springs of the same shape) and replace them with shorter 60mm ID coilover springs, which come in infinitely more lengths and spring rates. Then we can adjust the ride height at the rear corners independently, for corner balancing. We can use these in conjunction with coilover style front strut/springs or by themselves, to work with a budget racer who still has OEM style springs and struts up front but wants to play with new rear spring rates and adjust ride heights out back.

Look for these coupled with MCS, Moton and other shock kits we sell as well as by themselves with the "Rear coilover spring kit" for the S197 Mustang.



The last upgrade before Hallett was a simple set of rear lower tire spats. These are small little air deflectors that Ryan fabricated out of aluminum to smooth the transition from the flare to the side skirt, both visually and aerodynamically. He bent and welded this pair and made them attach to the back of the factory black plastic side skirt. These were painted black but the racing at Hallett took their toll on the finish (I shot the pics above after Hallett), so these will come off and get a stronger semi-flat black powder coating before we go to SEMA. Like everything else, the finish of much the exterior of this car will need some touch-ups before its ready for the week long SEMA show or the televised Optima Ultimate Street Car Invitational event held immediately after in November.

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Old 07-17-2014, 04:36 PM   #351
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continued from above



The guys here at Vorshlag had everything prepped before Hallett in about a day. The brake pads and rotors looked great but they pushed a little fluid through anyway, to make sure it was bled. The Carbotech XP20 pads were brand new before the ECR test day and they swapped in fresh Carbotech pads out back halfway through the day there. Car was nut and bolted, I drove down to the local Shell to fill the tank with 93 octane (and we brought 20 gallons more with us, as Oklahoma only has 91 octane for premium), and a sticker set of Hoosier 335/345 tires were mounted. This was the winnings from TWS, and I almost took a scrub set to Hallett and saved these.... but I got nervous at the last minute and had Olof mount the new sticker set.



Why? I was worried about two things: getting beat in TT3 at Hallett -or- maybe barely winning but not resetting our old track record there. My main TT3 competitor Jeff Tan had just had new aero installed front and back, new suspension spring rates added, and a stroker 2.3 liter motor drinking E85 in his red EVO 9. Our friends at Evolution Dynamics had just put a new custom tune on Jeff's TT3 EVO that made 300whp from 3200rpm to 8000rpm, peaked at 326 whp and 410ft lbs of torque. In this much lighter car it could be a killer in this class. They use a boost trick to make constant "max power" across a huge rpm range, - and meets the letter of the TT rules. Nothing I can do about it except - build a similar turbo motor. Jeff was coming equipped for a battle! We also had 7 cars entered in TT3, including Boss302 driver John Scheier who I've known for 15 years and co-driven with at the Solo Nationals more than once. He's always fast. There were 10 cars in TT1, and I was worried about getting stuck behind some of the slower TT1 Corvettes if I didn't qualify well in the first TT practice session. And the 2013 TT3 National Champion was hinting on Facebook he might show up at Hallett, so I had all sorts of threats looming.

The last mod we made was to my helmet - adding the D-ring hardware anchor mounts needed for the Simpson Hybrid Pro I was borrowing. I wanted to test this Simpson head and neck restraint system at Hallett, and the HANS quick-release post anchors I already had installed in my helmet were swapped out for these. No, you won't find these D-ring mounts at a local hardware store, like a friend told me, they have to be special ordered. I got a pair from RaceDaySafety over-nighted after we struck out at all of the local race shops.



I have used a HANS branded device twice before (see above right) and absolutely hated the experience, so I was hoping the Simpson Hybrid Pro would work better for me - to actually allow me to turn my head, look down more than 1 degree while in the car and strapped in, etc. As an autocrosser I'm used to having my head on a swivel and looking way ahead, sometimes 90 degrees from the direction I'm traveling. I even autocross many times with an open faced helmet, for better visibility. The HANS I used back in 2012 was not a sliding tether style that allows you to rotate your head, so that was part of the misery. At Hallett there are a few corners where you have to turn more than 90 degrees in a very short span of track, so looking out the side window to check and set-up corners would be crucial.

Still, I was determined to try to set a better example with my safety gear, vowing to run all of my sessions wearing my 3 layer suit, Nomex lined shoes and gloves; the Hybrid Pro attached and my Schroth 6-point belts secured tight. I was already sporting the back injury and this was my first event back, and I didn't want to make matters worse if I had a crash. Also, I was keeping an eye on the pain - if it got bad, I promised my wife Amy that I was going to hand off driving to my TT3 team mate (Amy). She wanted the seat time, too, so I had to watch my mouth and NOT complain unless it got really bad!

NASA at Hallett, June 21-22, 2014

Amy didn't have enough time off from work to go up a day early and run the Friday test-n-tune. That's a shame, as we both needed the seat time at this track. I had run the CCW 1.8 mile Hallett circuit all of about 15 laps that one day in 2013, and Amy had no laps at all. My friend John and another buddy of his (and MCS customer of ours) Garrett arrived on Thursday night and had a good paddock spot set-up for us outside of Turn 9 (aka "The Bitch"). TT1 racer Marc Sherrin was also on site and paddocked with them by Friday morning and taking laps, and TTU racer Paul Costas was there as well in his GT-1 Camaro.

Vorshlag Event Picture Gallery: http://vorshlag.smugmug.com/Racing-E...allett-062114/
Note - these pics are by me/Amy, Paul Costas, or Hallett's photographer (I bought a CD of pics)

We left Dallas plenty early at 2 pm, took our usual route north to Oklahoma City on I-35 and .... stopped. For an hour. There was massive construction traffic north of town that delayed our arrival by an hour, so we didn't get to the track until 7:30 pm. Luckily June 22nd is the longest day of the year so it was light until 9 pm, which allowed us plenty of time to unhook our trailer and... cart everyone to dinner 25 miles away. See, the Hallett Motor Racing Circuit is located in a remote part of rural Oklahoma and the nearest hotels are 25-35 miles away.



Marc had heard of some restaurant "on a lake" called Freddie's Steakhouse that was supposed to be good - and once we found it, it was actually pretty awesome. Amy and I were joined by racers Marc, Costas and HPDE director Scott for a solid 2 hour dinner where we laughed ourselves silly. Since we drove them to dinner we took another hour of driving to take most of them back to the track, then we went off in the opposite direction to our hotel in Sand Springs, 30 miles away. It made for a long day and late night but we had a good time.

Saturday June 21st - TT Day 1

Back at the track by 7 am Saturday morning and we quickly unloaded the Mustang. Finally saw John and Garrett from Colorado, who were paddocked next to us and Marc. We did some quick checks of the car, mounted the vidcam and AiM Solo DL, then went up to the club house for the TT meeting at 8 am. We had 44 TT cars entered, which made for a huge field. We were to go out together in the first TT Practice as a group but then the TT group was split into two groups for the rest of Saturday: TT1/2/3/U in one group and TTB-TTF in another.



There was ample coverage of the Passing Under Yellow issues we had at TWS and what was acceptable and what was not for this weekend. Dave B, Ken B and Scot Adams all put their foot down about PUY, not blocking, how to take a cool down lap without impeding, and where to safely pass at this track. It was a good meeting and I hope we can continue to have these open discussions amongst the TT drivers like this before each day of racing.



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Old 07-17-2014, 04:39 PM   #352
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All 44 TT cars went out in the practice sessions with me driving and Amy riding shotgun. We were on the sticker set of Hoosiers with a plan to set an aggressive lap time and try to grid ahead of as many TT1 and TT2 cars as possible, to avoid traffic in later sessions. Amy has never driven this track before and I have only taken about 20 laps or so, so it was still a learning experience. Not to mention the radical changes we had made to the car since we raced here in 2013 - new aero, wider tires, new suspension and more weight.



This session started at 8:40 am, 77 degrees but humid, and I went out 3rd in grid (getting to grid early in these free-for-all first practice sessions is key!), behind Paul Costas TTU Camaro in front and Marc Sherrin's TT1 Corvette in 2nd. They both checked out and we were driving with a good gap in front and behind on the first lap. I was hoping I could show Amy a good line in this session without crashing, hitting a curb or going off track. Which did NOT happen, unfortunately! hehehe... I actually did go off track at Turn 6 in the 2nd hot lap.


The TT Practice on Saturday is critical to get a good GRID PLACEMENT... which is why I was pushing so hard and went off, heh

My first hot lap was a gentle 1:26 lap and then I was stepping it up in speed for lap two. We had the rear wing set at 12 degrees AoA which was a bit too much, and it was pushing at speed. There's also no more reference markers on track, as it had just been fully repaved about 6 weeks before. I turned in a little early in T6 and just got on the throttle a bit too early and just drove off the end of the turn. Not normally a big deal, as there's some smooth run-off here, but with the new paving there's a bit of a drop to the nicely mowed grass at the edge of the track and the "Drop" caught the leading edge of the splitter and pushed it back about 5 inches. Unbeknownst to me the splitter also acted as a mowing blade and gave the landscaping a closer cut, which packed up the lower grill's mesh with grass almost completely.


What's wrong about the picture above? The grill is PACKED full of grass! #fairslawnservice

This cuts off all airflow to the radiator. Amazingly we finished that lap and one more before it started to run hot. I was exiting Turn 9 (The Bitch) on this 4th hot lap and I was catching the back of the TT1/2/3 field. As I crept up on a C5 Z06 I starting seeing spitting of water on the windshield. I made it around the final Turn T10 and on the front straight I looked down and saw the temp gauge starting to move quickly into the red. I was already past pit in and going 100+ so I shut off the motor and pulled offline, pointing everyone I had just passed back by me. Got around Turn 1 and there's no good place to pull off, so I briefly re-fired the motor, got around turns T2-T3 and pulled off, track right. By now the radiator cap had popped and it was gushing steam out of the hood vents and onto the windshield. I went off slowly enough not to damage the splitter further but it was pouring smoke and for a second there I thought it was actually on FIRE.


Saturday-Sunday's Hallett CCW track map. Ignore the "bunch up" and "go green" markers, which I royally screwed up on this version

Luckily it was just steam, but we had both already bailed out and the car was a good 50 yards off the track. We walked over behind a tire barrier and a corner worked came trotting over from Turn 4 to check on us, fire bottle in hand. I was wishing I had a bottle in the car at that very moment (more on that in a bit). I assured him we were OK and would stay behind the tire wall until the session ended, and that we didn't need a tow. I was just going to let it cool off, cleared the grill mesh of grass, and would limp it back to the paddock. While we were standing that the corner worker got a call on his radio and went running back to Turn 4. We couldn't see what had happened but as the cars went streaking by we noticed Jeff Tan's red TT3 EVO was missing....


One of our strongest TT3 competitors (Jeff) ended his day early with tire wall contact. Luckily this is a fully caged race car

Shortly after there were black flags at all corner stations and the workers at T3 waved us back on track as a pair of wreckers went racing to T4. We drove around and saw that Jeff's EVO had plowed straight off of T4, went through/over the tire barrier and through the catch fence, and it looked ugly. He was out of the car and looked OK but the car looked pretty tore up. The course workers and wrecker crew spent a while rebuilding the tire walls here, something we saw another 3 or 4 times this weekend. Since Hallett is built in the rolling hills amidst a lot of trees, they have tire walls and barriers on many corners which you don't want to find your way into. I got a series of pictures of a BMW that had an off in Turn 8 and took out a tire wall as well, shown above and below.


Boss302 entering Turn 9 (the Bitch) with the typical OEM suspension S197 brake dive

I was wearing my full driver suit, gloves, shoes and the Simpson Hybrid Pro during this full session and I was miserable, hot and soaking with sweat by the time we got back to the pits. I could not turn my head AT ALL using this Simpson and I generally hated wearing it. The D-rings were rattling and driving me nuts, and I tried wearing it again in 3 other sessions but it was so constricting that I couldn't see from T2 to T3 and it negatively impacted my driving each session I wore it. I also gave up on the driving suit by later that afternoon, as it got DAMNED HOT at Hallett and racing in this entry level 3-layer suit was unbearable. At another drivers meeting I noticed about a dozen of the TT drivers were using cool suits, even in only 3-4 lap blasts, and now I see why. And we just became a Coolshirt.com dealer, so now we might add one of these systems to our car... even after I said I'd never do that for TT. The heat and that damned suit was sapping the life out of me.


Hallett Eats Cars. I personally snapped pictures of these two cars destroying tire walls. With no run-off, that's what you tend to hit

The front of Jeff's EVO is pretty much destroyed. That really sucks, but its another reminder of what can happen when you lose your brakes. Luckily ours worked great during that first session and the only failure was of my hack driving. We got to the pits and put about a gallon of water into the radiator and reservoir, then we thrashed on the car for an hour straight trying to fix the splitter. We had help from Patrick Lipsinic, Doug Worth, John and others. Time was running out and I was going to miss the next session if we didn't hurry, so we hooked up a strap to Doug's Raptor and pulled the splitter back into place.


My little "off and on" caused a good bit of damage. It took 4 people and a Ford Raptor truck to get the splitter pulled back out

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Old 07-17-2014, 04:40 PM   #353
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Amy got all of the front supports off first, which we easily straightened. It wasn't perfect but it was at least level and enough forward so that the front tires didn't rub on the flares/splitter. That would have to do. We had checked times in the TT Practice and out of 44 cars I was still 6th fastest, with the off and overheating? I was hoping to make it to grid and I jumped in the Mustang, drove up to the hot pits just before the field was about to leave. Costas had the field pretty spread out and we had caught the back of the field on the 2nd lap, where I ran a best time of 1:23.469 with a pass on that lap. This was a solid second faster than last year, but I knew the car had a lot more in it. I made a total of two hot laps in this session and the car started running warm, so I came in early.


If you ever pop one of these radiator caps, throw it away. We now keep a spare in the trailer

It was after this point that John Scheier mentioned that the radiator caps on these cars are a one time use cap - after they "pop" once from an overpressure condition, they never hold pressure again. Turns out he was right - we kept having to add water all weekend and it never would hold pressure again. Amy went out after that TT session in the HPDE3/4 group and made a bunch of laps, getting to a 1:29, but when it started to run warm she came in early. Since Hallett is remotely located in the "Oklahoma Outback" a quick trip top a parts store wasn't an option.

After lunch it was over 90 degrees, but I went out in the 3rd TT session anyway to see if I could find some time. Tires got super hot, and I got stuck for 2 laps behind some TT1/TT2 cars gridded ahead of me, which was very frustrating. One of the cars holding up me and a train of cars behind us made a mistake in T1 so I made a pass on him into T2, outbraking this much lighter car. He immediately tried to take the position back and was making some VERY high risk moves for the rest of that lap trying to overtake, which were uncalled for - this is supposed to be TT, not W2W. This happens sometimes when Wheel to Wheel racers pay extra to also run in Time Trial - they don't turn that "attack for position" goal off and it has actually caused some accidents in TT before. Anyway, I finished the lap, with a pitiful 1:23.6 lap, then "pointed him by" on the front straight. I may have... used the wrong finger to point him by. I was pretty upset at the 5-6 near misses we had with him driving like a jackass behind me on the 2nd half of the lap after I passed him (cleanly). And of course the trackside photographer got a great picture of my angry "point by", which got me into all sorts of trouble with NASA officials. I won't get into all of that drama, but it was a dumb thing to do and I won't do it again.


My "angry bird" point by got me in a bit of trouble. Stupid mistake and very unprofessional. DON'T DO THIS (especially next to a photographer)

I won't be showing the video of this Lotus driver's ass-hattery because for one, all of this happened behind me after I passed him (I need a rear facing vidcam), and also because I lost my cool and the audio from my in-car camera was "too colorful". Due to the heat and massive traffic issues, this session ended up being a total waste of time and consumables. It only got hotter the rest of that day, so I sat out TT session 4 and let Amy make more laps in DE 3/4 and where she found two more seconds after finding some confidence. Before that session started she got stuck on grid belted in for 20 minutes (while yet another tire wall was being fixed after a Spec Miata smash-up-derby, wadding up one chassis) in 95 degree heat and she got overheated herself, with some signs of heat exhaustion after she came in from driving and got out of the car. We ended up putting 2-1/2 gallons of water in the car and we drank as much or more ourselves that day.


Amy ran in DE 3/4 sessions all weekend but likely took more laps than me, at this, her first Hallett event

Nobody went faster in TT sessions 3 or 4, and we wisely skipped session 4. Lots of crashed cars, and I got pictures of cars going through tire walls at T2 and another at T8. A Miata rolled after it was tagged from behind, Jeff's EVO, and our off and overheat. This track will really bite you in the ass if you go off in the wrong place, that's for sure. Big classes, with 10 in TT1 and 7 in TT3. We managed to win TT3 and ended up 7th overall in TT times, but it was not my best driving (or behavior) that day and we were really exhausted by the time the Saturday night party started at 6:30.



After racing was over I broke out the beer and we hung out and cooled off with friends parked nearby in the paddock (John, Marc, Garrett) and saw Oklahoma residents Mark Council, Pat, and Brandon Jung who came to the track to watch the track side action. We stuck around long enough to get to the party, ate some good barbeque provided by NASA, drank some more cheap beer, then bowed out early to get Amy back to the hotel and cool her off. For some reason the Hampton Inn gave us a jacuzzi suite so I took a long soak that night and got cooled off myself, too.


Left: its always more fun when you can paddock with friends - John (Tt3 Boss302), Marc (TT1 C6 Z06) and Garrett (TTB E36 M3)

With as poorly as I drove that day -including the "off" in practice and "angry bird" session that nearly got me DSQ'd for the day I was downright LUCKY to pull off the TT3 win that day. My best lap was a 1:23.469, which was a solid two seconds back from the TT2 winner (Josh Dunn) and nearly four seconds back from the TT1 winner (Marc Sherrin). I'm usually not that far off these guys and had to wait for Sunday's TT event to try to better my overall placement. It looks like I won the class by 3.5 seconds but in reality I was chasing John Scheier, who had a 1:25.7 best lap but was switched to TTU for non-competition reasons. John had some off-track troubles in some sessions, but I knew he could drop 1-3 seconds if he found the right line here. With 7 in TT3 class at least I scored 2 Hoosier tires for the win. I vowed to Amy that Sunday would be "drama free" and faster.


Official End of Saturday TT Results (link) are copied above. We had a NASA Texas record of 44 competitors in TT at this event

Sunday June 22nd - TT Day 2

Sunday went a lot better than Saturday. There was a bit of a panic in the morning when a "end of Saturday" TT results sheet showed me as DSQ'd but it was only a typo. Before the day started we refilled the radiator once again and finally adjusted the rear wing, to dial out a lot of the angle I had dialed in (went from 12 to 6 degrees), and the balance was a LOT better. I also removed the ballast plates in the trunk, which NASA's scales said were not needed. I went across the scales at Impound at 3864 pounds during a session Saturday (on a 3802 pound minimum), then after pulling the weight plates out and running less fuel it was 3812 pounds at another morning impound check on Sunday (that was close!), so I ran with a tick more fuel after that.

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Old 07-17-2014, 04:43 PM   #354
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I went out in the first session and put down a 1:22.4XX, which was already a second quicker than Saturday. It felt decent but I got held up a little on my first lap by a wicked little TT2 Porsche 944 LSx swap car, but he was cool and pulled offline to let me by on the next lap. Got my best lap in on lap 2, then came in to hand off the car to Amy, who immediately went out in DE 3/4 and dropped a second herself from Saturday.



I went out again in a hot TT session 2 (92 degrees!) before lunch and ran my best time of the weekend, following Josh Dunn's TT2/ST2 EVO for a couple of laps. See the real "bitch" corner for me at Hallett wasn't Turn 9, which has always been easy to me, but Turn 4. When going CCW T4 is a tricky, decreasing, blind, uphill turn that totally dictates how you enter T5 and then T6 immediately after. You have to set-up out of T3 SUPER wide track left (on the rumbles) for the late entry to the right-hander T4, then give T4 a SUPER late apex. I hadn't seen anyone else do this turn as well as Josh had and following his line allowed my time to melt away - but some that have seen my video say it could have been even later, and I'm inclined to agree. My lines aren't ever perfect, I'm just a hack autocrosser, and I'll be the first to admit that I suck at Hallett. This car was capable of 1:20 or even 1:19 laps, but... I was a bit timid in my braking zones after having the off in my first session of the weekend and nursing the back injury.


For you Hallett regulars, yes - I know my lines are not ideal and there is room left in the car

Still, my second hot lap of a 1:21.751 in this 2nd Sunday TT session was good enough for a win and was a solid 3 seconds quicker than our best CCW lap from 2013. Josh Dunn ran his best TT2 time of the weekend in front of me, a 1:21.2, so I think we kind of pushed each other (you can see him pull away from me in the laps above). Running a 1:21 had been a secret goal of mine all weekend, and it felt good to hit that. The AiM's predictive timer kept showing me 1:21s but I couldn't seem to hit that until Sunday. I came in after this lap and called it a day for CCW laps and Amy went out once more in DE 3/4 after lunch and got down to a 1:26 lap. While she was out on track I rode along with James Wester (in his 5.0L S197, which he's modded with many Vorshlag parts) and did a check ride for him in HPDE3, and signed him off for HPDE4 - coming from an autocross background and previous track experience he was obviously fast and he was ready.

Sure, TT1 was 3 seconds faster and even TT2 beat our times at this event as well, but I was still happy to walk away with the 2nd class win of the weekend against some tough competitors. John Scheier had moved his Boss302 to TTU to help the class count there but he was really the TT3 car I was pushing to stay ahead of. He runs TT3 in the Rocky Mountain region, I've known him for 15+ years, and he runs on AST double adjustable coilovers that came off of my 2013 GT plus seats and wheels he got from Vorshlag. Behind John's Boss302 in TT3 was a Porsche 930, a GT3, an M3 and a C5 Z06. With only a narrow 2 second gap to 2nd place Scheier on Saturday it had stretched to a nearly 5 second lead on Sunday, when I finally pulled my head out of my ass and drove a little better.


Doug Wirth brought his TTB E36 M3 up from Dallas but broke a pressure plate and headed home on Saturday

We skipped TT session 3 as it was even hotter at 94 degrees, and not many went any faster in this session. We did stick around for the TT trophy presentation, after the 3rd TT session. They handed out trophies down to 3rd place and we got to take pictures with the trophy girls who had some Big Texas Hair, hehe. They were good sports and we had fun, even sneaking our cars into the winner's circle for some shots. We all ate a bunch of ice cream from the clubhouse, and ice cream makes everything better.


Final TT session on Sunday... "Reverse Skate!"

There was a merged TT session 4 at the end of the day Sunday at 4:30 pm, that was to be run in the OPPOSITE direction. Going Clock Wise at Hallett is extra tricky, as entries into Turns T9, T7, T5 and T4 are all blind and the runoff at T3 pretty much puts you into the middle of T2 if you overshoot. Not too many folks race Hallett in this direction but it was a "non-points" session just for fun... but new lap records would be acknowledged. And you know from reading this build thread, I'm all about the lap records.

Luckily I already held the CW TT3 lap record because it started raining as soon as we took to the track. 10 cars went out and I gridded up 3rd behind Raymond and Marc's TT1 cars, who were pitched in a heated battle all weekend - Marc won TT1 by .03 sec ahead of Raymond on Saturday, then they switched finishing positions in class on Sunday by .1 seconds but trailed a Lotus who took the win. Marc went out first and Raymond followed closely on his heels and the two of them flat out left me. I couldn't get the Mustang to stick in the spitting rain and I wasn't about to risk the car for a non-points session, especially since I already held this lap record. There was no driver confidence left once the rain started after this trying weekend, heh.


Left: The TT field was big all weekend, even split in half! Right: The clouds rolled and sprinkled rain in for the one CW Sunday TT session

After two laps behind a pace car to show driver's the unusual CW driving line before they went 10/10hs, Raymond's Viper put down a 1:23.3 and Marc was two tenths back, both of them driving like mad in the rain. I was very slow with a 1:27.6, and after 2 laps it started running hot again. The vidcam's SD card had filled up (Amy forgets to turn off the thing every time) and I forgot to turn on the Harry's Lap Timer video/data logging app on my Samsung S4 for this session, so there's nothing to see. That's probably good, as it was slow (results here), about a second slower than I ran in 2013 going CW. I wasn't about to stuff the car off into a tire wall in the rain, what with so little to gain in this "non-points" session (especially since we already have the CW Hallett TT3 track record).


Left: Front brake caliper temps were down 80 degrees from 3" ducting! Right: Our paddock was next to this picturesque pond

We let the car cool down while we hooked up the trailer to the F350, while it really started to rain. I was still a little baffled by the overheating issues after filling up the coolant, but John kept saying the coolant reservoir cap was indeed a "one pop then done" deal, so we have since replaced it and now keep a spare in the trailer. Good news - the 4" brake ducting really worked. The brake temps were way down, only peaking at 410F on this brake intensive track (an 80F drop from the 3" ducts/hoses/plates). The Motul RBF 660 brake fluid did great and I never once lost pedal pressure. We even had a LOT of brake pad left after this event - enough to do at least 1 if not 2 more track weekends, which is a big $$ savings. I've said it before but brake ducting pays for itself quickly, in saved brake pad/rotor wear and avoided crashes.

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Old 07-17-2014, 04:43 PM   #355
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We used maybe 15 gallons of 93 octane Texas fuel all weekend and added 1/2 quart of oil over about 9 sessions driven. The tires looked great after all of this abuse and looking back we probably could have won both days on a scrub set - but hindsight is always 20/20. If 2013 TT3 National champ Chris Mayfield had shown up (as he threatened) I would have needed every bit of grip advantage of sticker A6s, and then some!



Our paddock space was perfect for the weekend as it gave us nice views of the track and the lush green hills of Hallett. The new paving on the track and infield roads was much appreciated and lap records fell left and right in TT and other classes.


New Hallett track records were set in all 10 TT classes going CCW and 5 classes going CW

The track folks served great food all weekend (awesome "track burger") and we ate some damned good catfish and Cajun jambalaya on Sunday, skipping our normal "lets make a sandwich" lunch. The rain let up quickly after the racing stopped and cooled us off while were loading up. We rolled out at 5 pm, so it was a long HOT day and we were ready to head back to Dallas. Marc took us on a new route home (highway 99 to 75 through Ada) using lots of 2 lane highways straight south, avoiding the bumpy, nasty Indian Nation Turnpike and the traffic of Oklahoma City and Denton in Dallas. This lopped an hour off our normal 5 hour I-35 route, which was nice.


Official end of Sunday TT Results (link) are copied above. We did a LOT better on Sunday

Anyway, with another win on Sunday we snagged two more Hoosiers for a total of 4 tires. It looks like we are the first TT entry in Texas to snag a regional championship for the year (the only team to place first at all 8 of the regional TT dates in 2014). We've had quite a streak of wins this year but we haven't "banked" any sticker tires yet, so this set will be saved for our next NASA event - which is unknown at this point (more on that below). Amy has been trying to talk me out of going to NASA Nationals, with the crash I had there and all. Might be a wise choice, but I've been fighting to get us there. The BIG event for us this year really is the SEMA/Optima Shootout November 8-9th and the next NASA Texas events after Nationals is Sept 20-21 at NOLA and Oct 11-12 at TWS, which I hope we can make.


Two TT3 wins, 4 tires, and resetting our 2013 TT3 lap record by 3 seconds works for me!

My back did great all weekend right until I wretched it working on the damned splitter repairs on Saturday. Once again I regretted not bringing someone else from Vorshlag to help, over did it, and had to deal with some pain that I could have avoided. The driving itself was fine, and caused zero back pain. Wearing the somewhat constrictive back brace, the constrictive Simpson Hybrid Pro, and the heavy/thick driving suit all added up to "too many layers" - which made it difficult to breath and my body got too damned hot in the 96F heat we saw. I really have GOT to get a better 2-layer driving suit, soon, and will keep trying different Head and Neck Restraint Systems until I find one that allows me to turn my freagin head just a little.



Paul Costas had a good weekend, winning TTU both days and setting the fastest lap time of the weekend in his 1997 GT1 Camaro - you can see his write-up on his blog (when he gets around to adding it). It was fun seeing folks from 4 different regions all come together at Hallett as well as our Texas TT racers, who all did really well. Thanks to all of the NASA volunteers and race directors who put on a great event. The Hallett folks also went all out, were super nice and accommodating, had the track and grounds looking great all weekend, cleaned the bathrooms every day, had ice for sale at the track, and provided excellent food.


Left: Costas took home several trophies and had an epic shirt. Right: Dave and Will from NASA Texas

A lot of records were broken in TT and Spec Miata as well as some other classes. Yuri Kouznetsov made some laps in TT2 on Sunday to test his Pikes Peak set-up, then he and TT1 racer Raymond left Hallett and went directly to Colorado Springs. They both raced at the 92nd running of the PPIHC starting a couple of days later and both not only finished but good finish times, so congrats to them.

What's Next?

This write-up has gotten a bit too long so I am going to wrap it up. Here's a preview of what will be in the next S197 Build Thread installments as well as a final word about NASA Nationals.

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Old 07-17-2014, 04:44 PM   #356
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Continued from above

+ ST3/TT3 2013 Mustang GT Build - We will keep adding to this S197 build thread with new content, like the race prep we are doing to Jamie Beck's 2013 Mustang for NASA ST3/TT3. In the next few weeks this car is getting an AJ Hartman wing and custom uprights, custom end plates, then a cage and starting on a major diet. We've already got it down to 3276 pounds and haven't even touched the glass or removed any stock sheet metal - this is all from just removing factory interior parts. We will document every pound coming out of this car from here on out (and will show how it is already at 3276).



+ Repairs and Updates after Hallett - After my simple "off and on" at Hallett I damaged a few exterior bits. The "pushed back" splitter was removed, some duct work was replaced, and we even added and upgraded some aluminum panels hidden under the bumper cover (a lower panel was added), the splitter mounts were fixed, etc. I tear up things and Vorshlag techs fix it. Rinse, repeat.



+ Adding a fire bottle & quick-release mount - After seeing the smoke pour out of the hood on our Mustang at Hallett (luckily it was only steam), then seeing cars at Pikes Peak + Hallett get burned from small engine fires that turned into larger ones due to a lack of a fire bottle, I figured it was past time. We have rounded up an affordable 2.5 pound bottle and it will be mounted in the car on a quick-release mount at the passenger side of the trans tunnel. That way I don't have to drive a car ON FIRE to a corner station to try to find a fire extinguisher if something happens. The fireball below was from a car we worked on (aero work + cage mods) that since entered the 2014 Pikes Peak event. About $120 investment in a fire bottle & mount can potentially save you thousands in fire damage. Will cover this more in the next update (they just finished it an hour ago - looks great).



+ New search for a HANS continues - I've scratched two off the list but there are many more. I know about all of the options, but what I would like is to borrow a couple more and try them out. So far I am thoroughly unimpressed with how much these restrain my head movement in the car.

+ Two sets of prototype AST S197 coilovers - These just went up for sale today in our Clearance section. There's also some other new additions for slightly used S197 parts in there. Vorshlag is once again an AST/Moton dealer but the new U.S. distributor doesn't have any inventory in the USA yet (and might not for weeks or months). But we have recently taken in (on trade) a couple of special sets of prototype ASTs, including the first (and possibly only) set of AST 4200s for the S197 chassis as well as the first set of 4150 prototypes that we used on our 2011 GT for two years. Both sets have been checked out and are good to go, and you can add camber plates, springs and ride height adjusters to get a killer set of monotube adjustables on your car for a big savings over new AST or MCS prices. Details are at the links below for each set.


Left: Prototype AST 4150 shock set for S197 (from my car!). Right: Prototype (and only) AST 4200 shock set for S197

+ MCS deal for BMWs and S197 from July 7th to August 4th - If you order an MCS set for any S197 Mustang, BMW E30, BMW E36 or BMW E46 during this time frame there is a $100 savings on the optional rear spring kits, to help introduce the new Vorshlag rear ride height platforms.



+ New S197 Fender Flare Kit Under Development - Our friends at Heritage have taken what they learned making the custom steel rear flares on our Mustang and have replicated this for another one of our customers, but also added custom front flares and a lot of "Extra Aero Pieces" to finish the wide body look off. They are pulling molds off of this car below and will offer composite offerings for all of this "soon". I will cover more of this in my next update, when hopefully the car below is painted/finished and the molds are ready. The plan is to get them to make the first set of composite front fenders for our car before SEMA. Fingers crossed...



+ Vorshlag Attends Drift vs Grip Event - I was going to cover that in this update but ran out of time. This was a Lone Star Drift event with a "5 lap battle" between the fastest drift cars and a few NASA TT drivers. It was UGLY, but we all had a lot of fun, and I'll show video and pics of this event next time. Here's some preview pictures of me driving like a jackass.



+ Vorshlag Skipping NASA Nationals East

After a lot of internal debate we have decided to skip the NASA Nationals event being held August 31st at Road Atlanta. There are several reasons. First, this "split Nationals" (East and West coast) is kind of lame and winning either one only makes you a "half champion". It was a novel idea but I don't want to spend the money and take the risks to do just the East event. That's the second reason - Risk. After looking at the carnage from Hallett, which has very little runoff area but low overall speeds, I am not comfortable going to Road Atlanta without a cage. This is another track with little runoff but HIGH speeds. Too many concrete K-walls and rough gravel traps (there should not have been an 18" drop into/out of that gravel trap) will keep me away until we have a caged car, and a better reason to go back and risk breaking something on my body again. Third is - Car Damage. I have a buyer lined up for the 2011 Mustang after SEMA, and I cannot afford to wad it up at Road Atlanta and ruin the car and the buyers future plans for it.


Road Atlanta (left) is hilly, fast, and unyielding. The LVMS 2.4 mile outfield course (right) is flat, slower speeds, and much safer

Instead of spending thousands of dollars going to Road Atlanta we are going to focus on the 2014 Optima Ultimate Street Car shootout (which we snagged an invitation to after winning the March USCA event) at LVMS in November. We will go and do a test event there as well. After that event the 2011 GT will be sold so we can focus on other projects (like the 2015 Mustang) and to help expand our business. Selling this 2011 Mustang helps us get into a bigger building, which we badly need. Ideally we would go to NASA Nats and give it a shot, but the reward just isn't worth the risk this time. Sorry...

So that's enough for this time. Stay tuned for more!
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Terry Fair - Owner at Vorshlag Motorsports - www.vorshlag.com - Plano, TX
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Old 08-13-2014, 10:10 AM   #357
Fair
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Vorshlag decided not to sponsor the forum any longer.

You can read our S197 build thread, and lots of other tech threads, on other forums and our own website forum, http://www.vorshlag.com/forums/

Thank you,
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