TA Track Attack at Mosport...and shedding seconds!

[Bruce H.]

I had a great open lapping day with the fine folks who run and participate in the 6th Gear events at Mosport (Canadian Tire Motorsports Park). They run a very safe track event for advanced level drivers only, and they get a good turn-out of high-end track day and fully prepped race cars. Passing is limited to three straights, unlike another group I drive with where passing is allowed everywhere but corner apex.

My Viper lap times improved quickly last year as I became familiar with the new TA, but sort of stalled in the 1:34’s, which is outstanding for any stock production track day car on that track. In fact, except for a local racer in an ACR the fastest guys I’ve found there are also in the 1:34’s, and they are almost exclusively driving the newest Porsche 991 GT3’s. I dipped into the high 1:33’s in May, and wondered if today might be the day I’d do a more solid 1:33.

The morning was unusually cold for July at 47F (8.5C) when I got up, which is actually below Pirelli’s 50 F lowest recommended temp to run the Corsas. It had risen to 52 (11C) in time for the first session, and I went out and ran several easy laps to start getting my brain up to speed, and tires up to temp. Tire pressure is extremely important as it affects tire temps, grip and longevity. Starting cold pressures were 28.5-29.5 psi, after a few laps I came into the pits without a cool-down and measured 32.5- 34 psi, and a few laps later they were 34-35.5. I bleed off a little for a more even range of 34-34.5. This has been my normal hot pressure goal, but today I planned to go higher to achieve a more even tire wear as the shoulders on the front tires wear quickly at my current pace. I also monitor each session’s Peak G’s as it’s an indication of whether I’m dogging it or not, and okay… maybe I just like to max it out at 1.5g because I can! This first session was 1.50 Left, 1.44 Right, 1.26 Braking, and .64 under throttle (always low on track because there’s no hard 1st gear pulls.



I’ve been using a QStarz datalogger to record and for analysis of my driving performance. Its GPS maps the track into memory, I place “markers” on that stored map for the Start/Finish line, and corner entry and exit points. The logger is then able to precisely record lap times, corner entry and exit speeds, “segment” times for each corner, and then display in chart form information for each individual lap, compare each segment’s time to the fastest in each particular session to show you where you lost time compared to your best, and even calculate a theoretical best lap time if you could somehow string together a lap achieving all of your best segments. It also displays on the map for each lap where I was accelerating, braking, and can display actual g-forces at any point on track. It’s a pretty handy tool that tells you an awful lot about your driving and can be a very good learning tool if you really get into the data.

The second morning session was easily my best, and by a wide margin. Temps were up to almost 60F, I switched to damper race mode, reset the G-meter back to 0, turned on the dashcam and datalogger, but forgot to set the ESC to Track mode or turn off the A/C. The first 11 laps were mostly quick going through traffic, with 3 low 1:34 laps recorded in there and a couple more not far off. The event owner, Rob, had tucked in behind me in his yellow carbon bodied C5R Corvette race car (638 hp, 2500ish lbs, lots of down-force, best lap time a staggering 1:25) and that might have got the juices flowing a little bit. I let him by but managed to stay with him as we worked through traffic.

Then on Lap 12 we got on to the front straight together, passed a white BMW M4, crossed the Start line and my personal best lap had begun! With no traffic holding us up, the C5R steadily pulled away, and logging showed that I completed the lap in 1:31.998! The next lap I caught up to Rob as he started a cool down before pitting. I passed him and pitted hot to check tire pressures before they had a chance to cool. They were 36-37 psi, the most I’ve ever tracked the Corsa’s…and they felt and performed great! Session began with a full tank and I pitted with ¾. Peak G’s 1.50 L and R, 1:48 under braking, .77 under acceleration.

I drove around the paddock to cool things down and then went back out a few minutes later for another 10 laps. I was still running pretty quick times but after 7 laps I got some pretty noticeable brake fade on a 1:33 lap when throwing out the anchor at the end of the back straight (150+ mph). I was fortunately able to shed just enough speed to turn-in very late in this wide corner and didn’t need to use the run-off area. I probably should have gone back out on track after hot pitting to do a proper cool down lap, using higher speed airflow to cool the brakes and a lower gear for corners instead of using the brakes. That also tells me that it’s time to upgrade brake fluid again to provide more of a safety margin. Castrol SRF is next I think.

Here’s the video of two or three laps leading up to the record lap. You’ll see the yellow C5R first come up behind me reflected in the side mirror, then he passes me and I follow for a lap or so before we pass the white M4 coming onto the front straight, and the clear lap that follows.

https://www.youtube.com/watch?v=WTTu-P7jZ78 and select 720p and full screen.





The T/A continues to impress me more and more as I become comfortable driving it closer to the limits of tire grip. You can hear the tires protesting in some corners, and that doesn’t indicate that I’m pushing them beyond their peak grip, but rather that I’m finally reaching it in more places around the track. This is because max grip is achieved when a tire has a bit of a slip angle as it starts to slide. The engine ran cool, with temps displayed on the info screen in celsius peaking at 108C (226F) for oil and 94C (200F) for coolant. This was a cooler day, but these are the typical and very safe temps I see even in hot weather tracking, even at VIR in 95+F temps where more limited seat time prevented me from pushing as hard as I can on my home track here.

The incredible handling limits of the car can only be experienced when driven on or near the limits, and this is really only fully possible on the track. I’m in my second year with it and continue to probe those limits, might one day find them…but as of now I have not. Maybe one day Kuno and I will finally book our coaching day together with the datalogger, and I’m sure he’ll demonstrate how much more the car has in it! There's a common fear that the Viper will try to bite you at the limit, but I've found it quite the opposite. If you enter a corner a bit hot and the front pushes you just lift off the throttle to shift weight onto the front tires and the nose tucks right in without steering correction. Mid-corner it's a dream, accepting throttle and steering correction within reason without getting squirrely. If the rear gets a bit loose from too much throttle on exit it will catch itself, or a slight lift or steering correction will if it's even looser. The car handles trail-braking well also, and I can truthfully say that I've never felt any tendency for the rear wanting to step out in both wet and dry track use unless really provoked. The car has been very sure-footed as I probe its limits and my own.

The TA is remarkably comfortable for such a track performer, the seats couldn’t be better for our minor back issues, and my wife and I look forward to our 2nd extended road trip next month. We’re headed to Road America in Wisconsin to do a Chin Motorsports track day, and then on to Chicago to tour that city. We’ll be circling the Great Lakes over a week or so. We did a 10 day road trip in it last year that included 2 track days at VIR, and know the TA to be a comfortable grand tourer that’s ready to take out on any local track. We’ll be doing an epic and long trip to New Orleans for NVE2 in 2016 that will hopefully include a return to Road Atlanta after many years, and maybe another track or two.

I can’t actually imagine how the car could be improved in a way that most advanced and seasoned track rats could fully appreciate. I’m not even running track brake pads and running lap times that only a few can match in the 1:34’s, and I’ve never heard of for a stock production car on OEM tires in the 1:31’s. I might not match that time again, but I’ve now run a number of 1:33’s which is what I had been hoping for with the car bone stock. I was quicker on the straight than the equally powerful and much lighter C5R because he has a lot of aero drag, but he is faster in the corners because of that and many other factors. I’m sure a new stock ACR would be quicker in my hands on this track with its advanced suspension, stronger stock brakes, and superior tires, but I’m not sure it would totally embarrass a TA fitted with track pads and upgraded tires and suspension. Maybe a PCM on the TA would offset the ACR’s aero advantage. Maybe I’m dreaming because I just can’t bear the thought of parting with this incredible looking and performing TA!

Thanks for reading, and as always, thanks to Ralph Gilles and the Viper Team that imagined, designed and built the spectacular and uncompromising Gen V!

Bruce

[Whitemamba]

Great read.

[ViperSmith]

awesome stuff Bruce!

[GTSilver]

I like reading your track posts and every time i read them i get more convinced that i got the right car and colour as well
Congrats on your new personal best !!

[Eachey51]

To bad these forums dont have a "like" button. Great write up!

[FLATOUT]

An ECU would help along with our new suspension, and Big Brake Kit by SRT as far as improving the lap times. The active dampers would have the biggest impact, then the Big Brakes then the ECU I would think. Great write up Bruce glad you're enjoying the car.

[Snakebit10]

Very entertaining read Bruce. You did not beat your best or your goal....You obliterated them at 1:31. Enjoyed the vid too. Thx for sharing.

[TooBlue]

Congrats! Nothing feels better than to set a new personal best lap time!

WOW....47* in the middle of July. That would be awesome!!! It's 85* here at 7:00 a.m..

[sammyv]

Nice work Bruce!!!

[Nine Ball]

Nice write-up, Bruce. I always enjoy your detailed track recaps. That track looks like a lot of fun, very fast sweeping turns. Are you still using the stock brake pads? If so, I would recommend upgrading them.

[duffman04]

Very nice driving! I raced there in Formula BMW in 2006. Qualified 5th with a 1:21.7. For you to run that close of a time is actually impressive, regardless of the hp discrepancy! Mosport is a great track but definitely takes some guts to be fast at.

[345s-bspinnin]

Nice driving and great write-up. Thanks for sharing.

[Bruce H.]

Thanks for all the compliments guys, and glad you enjoyed the read.

Nice write-up, Bruce. I always enjoy your detailed track recaps. That track looks like a lot of fun, very fast sweeping turns. Are you still using the stock brake pads? If so, I would recommend upgrading them.

Thanks, and it's one of the truly iconic tracks in N.A. They don't build them like this anymore because it's considered too fast. It's actually rated as one of the 10 fastest tracks because it has four 100 mph plus corners. I've seen 100+ in 3 of them so I guess I'm getting there! Hard to tell from the video but T2 has a 200' drop like Road Atlanta has dropping down into T12, and another major plunge down into T5 (both over 100 mph at track-out).

Still on stock pads, and may try the Carbotechs at some point. A higher rated brake fluid is what I need first though. Great pad life of the stockers for me at Mosport, they don't squeal, and they seem to be easy on the rotors as well...not bad at all for OEM.

[J TNT]

Thanks Bruce for another entertaining and interesting post . Definitely worthy for print in " The VOA National Viper Magazine"
Look forward to seeing you and chatting at Mosport tomorrow !

[LmeaViper]

Nice write up and liked the video.
I drove Shannonville a few times, but never did ever make it to Mosport. However, it looks like a really good track.

Thks

[VENOM V]

Bruce, you have a talent for putting the reader in the cockpit as your copilot. I enjoyed chasing that C5R with you!

I too have found that I turn my best laps when chasing someone that is just a tick faster than me. Those are also the most enjoyable bouts.

Awesome that you clicked off a 1:31!!!

I also relate to your praise of the TA. My GTS with just a track alignment and Hoosiers is so perfectly balanced that I have to search my brain to find any sort of suggestions for improvement. It will be interesting to see how my ACR compares at Laguna, Buttonwillow and Thunderhill. We are both exceeding the stock brake capacity but that's about it.

How did your brake pads look at the end of the day? Once pad temp limit is exceeded, they disintegrate and wear to nothing at an alarming rate. I've done it both on th Camaro and Viper. I'm having cooling ducts fabbed for my fronts as we speak, although I just called the fabricator and told him to do a simpler job now that I've got an ACR on order.

Looking forward to reading about your continuing adventures with Deb and say hi from May and me!

[Bruce H.]

Thanks guys.

How did your brake pads look at the end of the day? Once pad temp limit is exceeded, they disintegrate and wear to nothing at an alarming rate. I've done it both on th Camaro and Viper. I'm having cooling ducts fabbed for my fronts as we speak, although I just called the fabricator and told him to do a simpler job now that I've got an ACR on order.

Looking forward to reading about your continuing adventures with Deb and say hi from May and me!

I've blown completely through new sets of OEM street pads in a single day twice before on previous track cars, but so far the TA pads have stood up great. A big part of that is they're designed for track use in the first place, and in my case perhaps because of the way I tend to brake particularly firmly and as briefly as possible. Where we've discussed in the past our preference for trail braking and slowing too much for corners while we were finding the limits, I've mostly gotten away from that as I've become more comfortable increasing corner entry speeds. Now I brake hard before turn-in, off brake completely before turn-in, and to gas for maintenance throttle only. The tires scrub off a little more speed instead of the brakes, and then I start rolling into the throttle more at the apex. I don't left foot brake at all, and using the throttle through the entire corner gives you the ability to adjust your line with the amount of throttle you use to induce a little under or over steer.

I actually talk to myself, saying "OFF" after a second of firm brake to reinforce the strategy of getting all braking out of the way fast before turn-in, and then completely OFF the brake and to throttle. Where I used to set the suspension into the corner by maintaining some trailing brake, I now steady it with maintenance throttle, and reduce speed approaching the apex with just the tires. The car feels very stable, and the brief brake application minimizes heat buildup and transfer into the pad, caliper and fluid. Can't say definitively that is what's extending pad life, but it sure is reducing tire life!

Bruce