mx5trackdayproject.co.uk

Tag: Track Day Prep

  • Thoughts on Development Direction

    Thoughts on Development Direction

    Introduction

    So the recent mods (see previous posts) are all in the car and have been tested at a shakedown at Thruxton Circuit in blisteringly hot conditions. In this post I review the work this far and how this has shaped future thinking for the car going forward. There’s some YouTube links below which show full runs at Thruxton.

    IL Motorsport Chasis Bracing

    In my New Bracing Goes In post I said that I was hoping to improve the rigidity of the chassis having notice some kick when changing gear under load having installed stiffer suspension.

    I can honestly say I didn’t notice any kick on the drive in (though this was pretty gentle) and not on the track so I’m going to say that adding the IL Motorsport Cross Brace and Rear Suspension Brace have improved the handling of the car.

    I was definitely pushing my limits further than before and my pace improved over my previous outings.

    BC Racing DS Coilovers

    I love these, they are a definite improvement over the old worn out Bilsteins. That is not to say I would not have loved new Bilsteins, which I did in my younger days on a different more rally-orientated car; or any other make of coilovers for that matter.

    When I drive on the road with softer settings they are comfortable in that role and when I set them much harder on the track there is less roll than before and there seems to be tighter control at higher speeds. On this occasion I drove in with them set at 1 click off softest, then started the sessions at 5 clicks from hardest in the morning and 1 click from hardest in the afternoon. I accidentally drove home with them set at track hardness and frankly it was not pleasant so note to self – change them back before loading the boot; and a learn from the experience.

    My spring rates are the 6 front and 4 rears which is the BC Racing recommendation for MX5 NC’s. I noticed at Thruxton that where I was pushing the car much more than on previous runs I was getting more roll than I had anticipated in the harsher corners like Campbell, Cobb and Segrave, which made me start thinking about anti-roll bars as a future option.

    The car was splendid through the chicane at Club so as I’ve already said above, I’m really happy with this choice.

    I’m not drawn to the idea of upping the spring rates yet (c.£200) as the ride for road use is pretty good at the settings described above. I don’t really want to add harshness given my Grand Tourer objective, though this would change if the car was to become a track-only tool but I’d still need to upgrade the ARB’s anyway.

    Thruxton 2026 07 07 i

    Yokohama AD08RS

    These are the newer road legal spec and sometimes get battered for not being as good as the old spec. I’d pretty much decided that I wanted AD08’s as the start point for my track-focussed tyre choice.

    Since I’ve got them I really like them. My standard road tyre is Dunlop Sport Max which is a pretty good track day tyre for wet conditions. The Yokohamas were part of a tyre & wheel package from Wheelbase last year.

    On my last trip to Thruxton I did notice that the tyres protested the treatment they were being given by squealing pretty regularly on the tighter corners but the handling remained strong and I was doing 12 lap runs. I did trip the DSP once or twice when pushing harder than normal. I’d have no problem getting them again but I have not yet tried them against anything else.

    If I could afford them when the time comes and if they were available in my wheel size then I’ll try the Avon ZZR’s recommended to me by a very fast MX5 owner I met in June who raved about them, though at c.£260 each for the Avons and half that for the Yokohamas that’s a couple of Track days so we’ll have to see what the budget will allow.

    Fox FX004 Wheels

    These Black 17 x 7.5’s are shod with Yokohama AD08 RS215/45/R17 came from wheelbase as a package and frankly I think they look fab .

    I don’t think they were a weight saving choice (Budget wouldn’t allow), but they look mean and that’s got to be wort 1-2 mph. EBC Yellow Stuff Brake Pads on standard discs and calipers

    Parked up at Silverstone Old Pits Paddock

    I love them they work well for me, though for the first time I noticed that they get better with a bit of heat in them. With good braking point selection they hauled the car down to

    BBR GTI Catted Manifold, Centre Pipe and GT Rear Box

    Again I love it it burbles nicely, makes a good noise when up and running and the car either is faster or feels faster. I added a Versatune standard NCU package ECU flash as a stop gap until I can get it on aRolling Road. Again Ive not been disappointed despite the cost.

    I fabricated a heat shield for the rear of the alternator until I can be sure the heat generated by an unshielded manifold won’t damage the black plastic ?? vent to channel cooling air into the alternator.

    Thruxton 20260707

    So Where Next…

    As the car does not over heat despite 30+C at a fast track where the car is up near maximum revs for a lot of the lap I’m not thinking an Oil Cooler is necessary at this time and have removed that from my development plan for the time being.

    I’ve been thinking that I’ll start getting together the parts for a clutch swap. With over 80+k miles on the clock I’m expecting the clutch to need replacing in the not too distant future. I’m also convinced that this car has been tracked at some point by previous owners again increasing the likelihood of increased wear. The car itself is not showing signs as yet. Its going well an is eager to go faster when the load button is pressed.

    I’m thinking I’ll be going for the Bofi Stage 2+ kit on the premise that it will cope well with heavy track use and a lightened flywheel to make it a little more eager.

    The other possible development direction might be Aero with a splitter at the front, some underbody air flow smoothing and wing at the back and probably done in that order. But that’s a cerebral exercise for now as the car is going well and I’m probably still less competent in my driving than the car’s capability.

    Finally there could well be the option of doubling down on my BBR GTI upgrades and going for the Cam upgrade to take the car to 200 BHP.

    I’m back at Thruxton next month so if you see me come over and say hello.

  • Set the controls for the heart of Thruxton

    Introduction

    So this week I’ll be popping over to Thruxton Circuit for some fun in the sun. I’ve done the driver briefing and filled in the wavers so I’m good to go.

    Car Preparation

    As usual the weather guru’s have been consulted and predict hot and sunny with 20c to 29c during the core day. So it looks like it’ll be a top down kind of day.

    The Yokohama’s (AD08’s) will be the tyres of choice resplendent on their black rims.

    Tyre pressures have been checked (1.9 Bar), wheels torqued up to spec (100Nm) oil level has been is checked, ditto the coolant level. It’ll all get checked again when I get there.

    Super Unleaded will go into the tank and extra in the can on the morning of departure and I’ll get sandwiches, pop & crisps for the day at the same time.

    A tool box, work mat, fuel can, a picnic chair, tow-bar, tyre inflator, pressure gauge, a puncture kit and umbrella (as a mini sunshade) will go in the boot.

    Sandwiches, pop and crisps; helmet, HANS and anything else will go in the passenger seat or footwell. I’m on my own for this one, no support car for me.

    I’ve charged up the batteries on the GoPro so I can have a go at recording some video this time.

    I’ve noticed the air-con might be a bit feeble so the journey back might be a trifle warm, we’ll see.

    Mods since last time

    On this occasion I’ve added some chasis bracing to the frame so it will be interesting to see what effect this will have on handling. I’ll write it up next week.

    I’m not sure that the new rain light will have much effect on a sunny day though it also adds an extra brake light repeater function which may help those overtaking me, know wha I’m up to!

    As above I’ll be running on the Yokohama’s rather than the Dunlop’s.

    Can’t wait…

  • Rain-Ready Now

    Rain-Ready Now

    After the biblically wet track days at Silverstone and Thruxton recently, I decided to take the hint and get a rain light. Of course it’s not as simple as, “Lets buy a rain light”, you then need to navigate the options.

    Choice 1: I decided that I wanted an FIA approved one so that it was of a modern standard and not just something cheap which may or may be of use. So I bought something that was compliant with the FIA’s 2019 reg’s (yes I know I’m not competing – but being compliant with current race regs reassures me it will be track relevant).

    Choice 2: Round or Rectangular? I opted for rectangular merely as I liked the link of it more.

    Choice 3: Flashing or Constant? I read that flashing rain lights are easier to see than constantly illuminated ones when you are following from behind. In my Silverstone Post I talk about cars passing and nothing being visible behind the cars but grey water; so anything to improve my on-track safety drove me towards a flashing rain light.

    Choice 4: Flashing, Flashing and Brake Light or choice of Flashing with constant via switch; I chose to wire it as brake Light repeater with a switch operated flashing function. Obviously I don’t need to be completion class rules compliant which would have limited my options .

    £150+ later I was the proud owner of the CarTek 8874-2019 Rectangular Model Rain Light.

    FIA Flashing Rain Light from CarTek

    Instalation

    The three wires were expended with soldered wires and heat shrink and then I extended the heat shrink to to a length that takes the protection well under the car.

    As I was rooting around in the boot I noticed a large rubber grommet which gave me an entry point for the wires. Once the wires were brought up into the boot I found an earth point near the rear lights and then tapped the red wire into the brake light loom. The final blue wire which is the feed for the flashing function was fed through behind the seats and into the cabin under the centre console and the onto the designated switch.

    I’ve removed the panel below the radio which usually houses the lighter, aux audio input point and heated seat switches a while ago and eBayed the same panel from a lower spec NC and installed the illuminated switches for this unit and the intercom.

    As the switch is illuminated I ran a power feed off an auxiliary fuse box to the switch and ran an earth to an earthing point under the centre console.

    So there it is, I now have an additional brake light repeater and when required I can run a flashing rain light on track days.

    Another option would have been to rig the rain light so that the flashing function requires the headlights and rear lights to be on. I’ll think about it but and the implications for the future.

    First Impressions

    It was easy to instal, it’s bright and it works. I like it.

    Ironically there’s a yellow warning for heat out at the moment and no rain forecast for some time. Probably just in time for when I return to Thruxton next month.

  • Wet One at Silverstone Track Day

    Wet One at Silverstone Track Day

    Last June (2025), Silverstone was hot and sunny, we took a support car loaded with tools, tyres, gazebo and picnic table; and iit was glorious.

    This year the June track day was cold, breezy and rainy, though to be fair it settled down after 14.00 and the sun made an appearance, but what ever the weather a track day at Silverstone is such fun.

    It’s an expensive venue so it’s a once a year treat for me. This year the weather forecast was bad enough for me to cancel the support car because sitting in a car for much of the day gazing at the rain and being bored while I was out on track having fun was not something I wanted to inflict on anyone.

    Tyre Choice

    My Yokohama AD08’s were swapped for my SportMax road tyres in the rain the day before as they’d be no use in the expected heavy thundery rain.

    An early morning start on the motorway saw mixed conditions and I stopped at the services on the A43 at Brackley and took the opportunity to top up the petrol can with Super Unleaded and then a short final leg to the track and registration at the old pit lane.

    Setting Up

    The rest of the pit area
    My Pit

    I arrived at the track at about 7.30 and the gate and parked near the Cafe. I registered and got all the info want back to my car and pulled all the gear I’d crammed into it out.

    Two tool boxes, torque wrench, and a dry box for my food and drinks. I pulled my tow bar out of the boot and packed by helmet and HANS bags into the waterproof box.

    I placed the gear in front of the car so my Pit Box was clear to anyone who might be tempted to block it when I’m out on track. This has happened to me before at Castle Combe and is particularly irritating especially when your gear is in full view of them. I now reverse park and go no further back than the line for this reason.

    The Paddock
    The Padock, Drive up to the big truck and turn left into the pit lane.

    Some cars pulled in beside me and they arranged their cars specifically for this reason, telling me they have had similar experiences.

    Car Prepration

    Having experienced a bit of torque twitchiness on the motorway I backed the rebound on the suspension to +5 (five clicks from softest) with a plan to adjust as I went along and then also reduced tyre pressures to 1.8 bar (cold-ish)all round ready for the rain.

    suspension adjustment made easy with extenders all round
    Dial to max soft then +5 clicks

    Once round all the wheel nuts with a torque to check they were all firmly at 100nm and I was ready for the briefing and sighting laps.

    Briefing

    The Briefing was well attended with an explanation of the format of the day, the flags in use, when we stop for lunch, rules for overtaking, then it was back to the car to kill time until the sighting laps.

    Game On

    A wet track

    The sighting laps started at the usual pace and speeded up. After that the track opens and we’re on our own.

    Silverstone in the rain paddock side is bleak, track side however is much more entertaining.

    I followed the usual pattern of trying to get some heat into the brakes and tyres and building up speed as the laps tick by. I managed to get between 80 and 90 mph down the Hamilton straight, 90 to 106 down Hanger and 80 to 100 depending on the intensity of the rain and whether I was giving way to faster cars or not. Never once did the car feel like it was aquaplaning on the straights or braking in straight lines.

    Turning however was another matter several times I underbaked and the Traction control pulled it all back together.Appart from the trying the tarmac run-off between ?? Maggotts and Becketts, and going all wheels over the line at The Loop which is very slow and for which the car was off line due to the traction control being unhappy that I was pushing the cornering forces much harder.

    Given the weather I elected to put in more laps each time I was out (uptown blocks of 10 laps) and this help build a better picture of the conditions and the available grip.

    There were some really nice episodes where I had an open track to play with. On others I was forced to pull over on the right side of the track to let faster cars past. In the rain this can create a worry effect where there is vision at the sides of the track but a grey hole in your vision where you know the cars should be but you can see nothing but grey water as they speed past you (especially at the end of the Hanger straight).

    After the lunch break things began to dry out and I was able to get the roof down on occasion.

    Thoughts on the Day

    Despite the weather I found nothing to put me off Silverstone in the rain though I prefer the dry conditions for grip.

    I used the petrol pumps at the circuit rather than drive to Brackley on this occasion as I was shocked to find at the lunch break to find I had been racking up the laps and was down to less than a quarter of a tank. MPG for the car had dropped from 37 to 22 with enthusiastic driving on the track and across he whole day (including travelling to and from the circuit) I used nearly two tanks of Super Unleaded.

    In the wet conditions the tyres remained pretty intact with none of the heavy wear and melted rubber from the previous year evident.

    The brakes (EBC Yellow Stuff on normal discs) were again superb.

    The new suspension was excellent and I ended up settling at +7 clicks.

    Given the rain and some visibility issues Ive decided to buy a flashing rain light as a safety measure for similar conditions.

    Hopefully I’ll be back next year.

  • MX5 Suspension & Exhaust Upgrades Begin

    MX5 Suspension & Exhaust Upgrades Begin

    Introduction

    May and June saw the process of preparing the car gathering pace ahead of planned trips to Silverstone and Thruxton circuits.

    Planned works included BC Racing DS coilovers in the corners, a sound-pipe delete and a new catted BBR GTI Exhaust System. Also plans included installation of adjustable seat runners on the passenger side and new EBC yellow stuff pads for the season ahead.

    BC Racing Coilovers

    Choosing the suspension has been the most stressful decision about the car so far. I wasn’t sure I even needed to upgrade and it was pretty good already with the Bilsteins which were standard on this spec of car.

    The choices I thought about were – should I stay with the Bilsteins’ or try something else; and if something else then what; should I run with the pack and fit Meisters or try something else like Yellow Speed Racing, Ohlins, or similar.

    At Thruxton I’d hit the bump stops at Campbell on more than one occasion last year when trying to conserve speed so this had made up my mind to try something new. I was looking for something firmer, and with 88k on the clock I thought the Bilsteins’ were probably past their peak.

    In the end, after much humming and harring I chose the BC Racing DS range as I wanted something that might be more plush for the road bumps and stiffer for the track day undulations. I elected to stay with the softer 6Kg/mm front 4 Kg/mm rear springs as BC racing had strongly suggested this starting point so I elected to run with it and upgrading springs if necessary in the future would not be that expensive.

    Installation

    I measured the ride height of the car (hub centre to top of wheel arch) prior to starting and decided that my target would be 245mm for the front and 250mm for the rear once the new suspension was installed.. This would give a little rake for loading and acceleration squat and I gambled that the stiffer springs would not squat so much with fuel and passengers on board, It will be easy to adjust the height once the car had settled onto its new suspension should this not be enough.

    I having jacked up the car. I removed the wheels then the bolts on the suspension upper mounts and also removed the turret brace bars. These bolts are not torqued up very much and were easy to remove.

    The front left was the first to succumb to change and took me a little longer than I had anticipated. I ended up accidentally disassembling the whole original shocker on the car having misunderstood what I was looking at when I was looking down at the top mount as the top of the Bilstein mount which had a black shiny metal cap was nearly the same colour as my car and looked like a permanent part of the car. having understood the issue the remaining mounts proved much easier to remove.

    I also removed suspension upper wish bone bolts, brake line fasteners, anti-roll bar and drop-links to allow for the necessary wiggle room and it all came out nicely. The only pig was the strut bottom nut and bolt which was super stiff and took plenty of work with a breaker bar to get out.

    To be fair the new struts are pretty boring to look at but are super clean and have no rust (unlike my rusty Bilsteins which had definitely seen better days).

    When refitting the top suspension mount brace to the BC’s I took the opportunity to drill the brace top and fit 11cm extenders to the front suspension adjusters and 25cm extenders to the rear. these facilitate rapid adjustment of rebound on track days. I wound it all up to 5 clicks off max hardness all round for the test period

    The sound pipe has been deleted and a Mk3.1 air pipe replaced the original. Also the suspension adjustment is blocked by strut brace
    Sound Pipe Delete and new suspension fitted

    New Exhaust System

    Whilst the car was up on the jacks I took the opportunity to instal a new exhaust. This was a the BBR GTI catted manifold, mid section and Grand Touring exhaust. Removing the old manifold was the most trickiest operation with rusted in bolts catching on the body work despite angling the engine over on one side as seen in the Turbo installation YouTube video from Flying Miata.

    The purchase of some swan neck ring spanners proved very useful in both the removal and installation phases for managing the manifold bolts.

    I also gave some thought to he absence of heat shields on the BBR manifold and fitted some gold reflective tape to the pipes and cam cover and existing engine bay shield and fabricated a shield for the back of the alternator where there appears to be a black plastic air duct.

    Heat shielding over new exhaust, also suspension adjustment extenders fix the problem of fouling caused by strut brace.
    Heat shielding and suspension adjustment extenders.

    Versatune

    Also while I was at it I opted to remap the ECU by flashing it with a vesatune basic upgrade.

    Impression

    So the weird thing is that the suspension feels a little stiffer but not massively different at urban speeds. The engine note is exactly what I wanted with a little burble and more open bark under acceleration and is not any more intrusive at motorway speeds than OEM.

    I had dialled the suspension up to five clicks from hardest all round and have noticed that under hard acceleration there is now some kick in the straight line direction upon gear change and I think this may be because as yet I have not had the tracking re-set. though it may also be chasis flex, but tracking will be the first step.

    Anyway despite this anomaly it was more or less ready for Silvestone and Thruxton and the seat runners would have to wait for another day…..

  • Heads-up: BC Racing DS Shocks

    Decision made, have ordered some BC Racing DS Coilovers.

    Deep joy.

    TBC

  • Adjustable Runners for Drivers Seat Fitted

    Adjustable Runners for Drivers Seat Fitted

    Happy as I was with the seat position, I share the driving at track days with a person with less reach in her legs than me and so it was clear that for comfort and safety I would need to either move the seat manually at track days or fit a sliding runner.

    I decided that I would purchase a Cobra sliding runner as they were relatively cheap and logic said must fit properly.

    I tried fitting them direct to the base of my seat which was very easy but the runners themselves did not line up with the Barbarian subframe on one side as they were too narrow. As I also did not like the fully upright position I elected to re-fit the Cobra side mounts and mount these to the runners.

    I needed to measure and drill two holes into the Barbarian mount but the runners went in. Attempting to fit the slider crossbar I realised that the runners were mounted too narrow for the bar. Whilst they could be compelled to work with a flat head screwdriver this was not ideal.

    Sleeping on the problem I elected to bent the bar into the correct width. A couple of railway sleepers in my garden helped facilitate the adjustments required and after one or two attempts it fits and makes adjustment an easy task. It also helps when leaving the vehicle by removing the need to shimmy around the steering wheel, making for much more dignified egress.

    Heated leather seats are great
    they are comfortable for the road
    but sometimes
    something more is needed

    Anti-Submarining

    In the photos the red webbing is closed loop load restraints rated at four tonnes. I’ve installed these under the seat to act as points five and six and address the fear I had about this. At some point I’ll replace the harness but at the moment this is my best fix. I would not recommend this mod to readers as its safety is unclear and knowing what I know know I would have taken the hit and just bought a six point harness.

    3-Point Harness (Updated)

    I’ve fabricated an extension to the seatbelt stalk and bolted it to the seat base so now I have the option of a three point harness for every day and a full harness for track days.

    I will need to purchase a seat occupancy sensor by-pass in due course for the passenger seat so the remaining airbag can still deploy on that side of the vehicle.

    Since writing this I found that a seat occupancy sensor bypass for a Mk 3 is difficult to find and I will need to rely on the kindness of an MoT tester or put the old ones back in,

  • Track Day Intercom Installed

    View of TRS Jacks with helmet cable visible
    Helmet Intercom Jacks

    We found the MX-5 NC to be a noisy place to be on a track day, especially with the top down and got fed up of shouting at each other when we are on track days. I decided to try a Zero Noise full face intercom system to see if we could make communication easier.

    We put together a rough installation to test the concept at Thruxton Circuit and found it worked really well but the original location (behind the seat headrests) was inconvenient and the new location seems much more convenient especially if a seat upgrade takes place.

    Whilst the unit can be powered by a 9v battery this one has been hard wired to a fuse box, and the wires are routed behind the plastics with automotive connectors so that the plastics can be removed in the future without having to cut the intercom cables.

    The jacks are located where the two speakers used to sit between the seats on the roll bar which had been removed when the radio was upgraded and provided an easily accessible installation point and is convenient for the helmet cable.

    We cut the jack plug off the amplifier cables and bought some surface mounted jack plugs for this installation.

    All in all this seems to be a worthwhile upgrade for an MX-5 track day car.

  • Thruxton Circuit Track Day

    Introduction

    In this post I’m looking at what I’ve done to the car since Silverstone in June, preparing for a track day and what happened on it.

    Work on car since Silverstone

    It’s been an expensive few months. Sometime’s the plan just doesn’t come together and you need to dig yourself out of a hole of your own creation (like in rebuilding the front end) and at other times (like installing the roll bar) it runs like clockwork and you end up wondering what went wrong that you haven’t noticed!

    I’ll post on these upgrades as I go along.

    Brakes: Having left Silverstone with a knocking sound from the suspension on the drive home (review of Silverstone to follow), I found I’d lost a sliding pin from the front left brake caliber. This necessitated replacement so I bought a Bigg Red slider pin kit and all was well. I’m going to do a full brake service in the off-season.

    Laptop: Having also found our AiM Solo2 DL quite helpful, I bought a refurbished Windows 11 laptop to keep all the car and track day info together in one place.

    New Lower Wishbones: As part of an attempt at a front suspension refurbishment which was meant to end with a full set of polybushed front suspension arms, I instead split an upper suspension arm pressing out the old rubber bushes; and then repeated the trick with the lower arm. So I bottled the remainder and replaced both lower arms with new replacements and the broken upper with a second hand replacement from a breakers yard (which was in better condition than the original). Obviously a story tbc….

    Front Alignment Bolts: In that refurb’ I’d also elected to replaced the alignment bolts as the originals no longer permitted any adjustment.

    Track rods replaced
    Missing Brake Slider Replaced
    Work underway in wheel arch
    Cracked upper wishbone
    new Alignment bolt
    Carnage with the seats removed
    guts hanging out prior to new roll bar going in.

    New Inner/Outer Track Control Arms: To replace completely seized originals.

    Front Roll Bar Bushes: Replaced with Poly – the only bit that worked so far.

    Track Day Alignment: I then took the car for a track day wheel alignment at a local tyre depot which will align them as close to the Bofi Racing Track Day recommendations as they can get. Not a cheap option when its all out of alignment, but so worth it.

    Car Intercom: I’ve also added a Zero Noise Valiant Intercom and their Full Face Helmet Intercom set to two helmets from Demon Tweeks – a brilliant addition that means we don’t need to shout at each other to communicate over the wind and engine noise.

    Extra Fusebox: I’d also added an extra fusebox to power a new intercom system and some planned additions in the future

    New tyre: I’d also needed to replace a road tyre which had picked up a screw and was unrepairable.

    Cybul Roll Bar: A safety upgrade purchased from Bofi Racing.

    Taken together even without the laptop this had been an expensive few months. I managed to bring it all together on the Sunday before the Tuesday track day. So then I could pre-flight the car for Thruxton.

    Track Day Preparation

    This will be my fifth track day and I’ve begun to develop a pre-flight check list to standardise my prep in the week before I go.

    Track Day Check ListDownload

    I also carry a towing bar in the boot so I can be towed if I break down heading home from the track; and a petrol can, our helmets and food & drink for the day.

    Usually we go in convoy of two cars so we can carry the extra gear in that.

    On the Day

    For Thruxton I usually book with Javelin Trackdays as they allow overtaking on either side which I prefer on this track as it is very fast and the on-track discipline of other drivers is not always the best.

    Javelin allow a slow driver to indicate their intended line so a faster driver can pass on the remaining side. I’ve been black flagged before with another provider for pulling left to allow a much faster car to overtake on the right at this track before.

    For me this has worked well up to now as with closing speeds being quite fast with some cars, then moving-over is sometimes more instinctual than planned when the car is on the edge of grip.

    I’ll always use the turn indicators to tell people where I’m going so they can pass on the other side, its less safe when the following car “misjudges’ its braking or turning zone and ends up overtaking in the corners or in the chicane as happens more often than I like; but this happens with all providers.

    Also the afternoon session as anyone will tell you are way less congested than the morning as people start to head home early.

    Did the upgrades work?

    So lap times came down for both drivers as we were more confident in the corners. Terminal Speed was up for both of us and feel was much improved as we were able to judge grip and turn much better.

    As were using a slower less powerful car we were not lapping that fast (top speed 103mph) and were lapping at just over two minutes. Though as before each lap is compromised to some extent by the faster cars as you move off line or allow a car to let them pass you safely.

    For some reason the Solo2 DL did not record any data on this session which was a disappointment but we managed to recover some data using the GPS file of the GoPro when rendering using RaceRender3

    Here’s a video from YouTube of my best lap of the day

    youtube placeholder image

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