Palm beach international raceway . track times

If anyone has info on a good track time at PBIR on a 430 challenge .
Please state if the times is on a standard 430 challenge or a modified one . Ie aero ,exhaust ecu ect .
We are doing some tests at the track and some info would be useful.

 

Some information for those of you that are doing any track time with a 430 challenge .

We were out there at the track and managed to do a min 1.19.57 .
I feel that we could have gone substantially faster as this was only the second lap out, but I ran into a string of traffic. As it was the last session on track, I decided to save the new rubber and stopped well before the seven + laps we planned. After discussing the session with my engineer, Johan, he had the following to say.

The car was set up optimum for race conditions, not for qualifying or the fastest lap times. The projected lap time for the session was 1 min 19.2 sec. and the lost time was due to me passing two cars on entering the straightaway. After going through the data and tire temperatures he said for qualifying setup he would lower the car an additional 4mm and added 0.2 degrees of camber. Tire pressures would have been increased as well as "staggered" to make up for the shorter run time of a qualifier. The fuel load (half a tank at the time)would have been decreased to allow only five laps of full throttle running. The car was rearward balanced so no wing changes was planned as the removal of fuel would have moved the weight bias forward. A small change in cross jacking the car would be done to offset the different tire temperature changes of a short run.

His projected time with a qualifying set up for good conditions, a cool track with rubber laid down, was a mid 1 min 18. For those who are skeptical of this time just the following. This car is run with GT spec aerodynamics, wider front tires as well as a wider front nose and Michelin rubber. The engine is kitted out with a full Capristo exhaust and a ECU tune. The car was also lightened with various carbon parts. It is currently running the Taurino Racing steel brake kit with XR1 compound pads.

For next year the car will be running the new Carbon ceramic brake discs and pads. The reduced un sprung weight and less rotational mass would aid in making the car faster. We could however loose this advantage as the rules dictate the narrower standard front wheels. We would still have better wheel control due to the lower un sprung weight and so would anyone using CCM discs of course. Progression with materials have now made the brake compounds we use even better. Brake modulation and consistency is even more improved over standard rotors as well as the important "initial bite".

Other changes on the table at this time is more flexible aerodynamic changes for the different tracks. We are also working on some brake cooling systems which would become available after testing.

[ame]http://www.youtube.com/watch?v=bk9RgTn90QU[/ame]
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

I had and still have spongy brake problem that we are resolving. In order for me to brake as late as possible I have to build up brake pressure so that when I do commit to a late brake point I have the brake pedal as high as possible. This problem have been traced to an issue in the master cylinder/booster combo.

 

We will be racing in the ccr series for 2013 calender year.
Our objectives for competing in this series is to test all new products that we currently supply to various teams and individuals.

We will be running our car within the ccr regulations which we had no time to transform for nola . The car will have the 19 inch challenge rims so that it conforms to the rules .


We have good support of the existing teams that purchase various parts from us .
All the products that we distribute we personally put through racing conditions to ensure the best performance and reliability .

There is a number of cars that have our exhaust systems , ecu mapping , brakes and other performance parts so we need to attend and support the series for any technical assistance that a team might need .

At this level of racing we also will be documenting race set up for any one that needs that information .
We are seeing to many mistakes in terms of that information . ie the cars are very fast for qualifying and possibly the first 3 or 4 laps into a race and then afterwards they fall of pace . Fuel strategy is also to fill the car to the top. An 430 Ch can carry 26 gallons of fuel. That weighs an average of 158 lbs ! 70 to 80 lbs of that is only used to wear the tires out!
I know that many are going to blame the tires that are being run. That' s true to a certain degree but set up for these cars should be done for race pace and not qualifying pace . Unless you have a full team staff that can change the cars setup in between sessions we advise all to keep a race pace car setup . Qualifying with a more consistent car is surely going to give you a better race result that a very fast qualifying car that falls of pace .

Tire setup and conservation is very important no matter how good or bad the spec tire is

This advise will be free and posted in the future after every race .

We will also be competing in other series for 2013