Hello I'm a national champion.
- Most Liked Content
Register now to gain access to all of our features. Once registered and logged in, you will be able to create topics, post replies to existing threads, give reputation to your fellow members, get your own private messenger, post status updates, manage your profile and so much more. If you already have an account, login here - otherwise create an account for free today!
Most Liked Content
Posted by robertcope on 04 January 2017 - 10:12 PM
1992 Acura NSX
* NSX-R ring and pinion
* Short JDM gears
* Fidanza lightweight flywheel
* Stainless brake lines
* DC Sport headers
* TiDave non-compliance front clamps
* Downforce air intake scoop
* NSX-R reinforcement bars
* Taitec GTLW exhaust
* Front NSX-R sway bar
* Rear Zanardi sway bar
Buddy Club Racing Spec coilovers
* KWv3 coilovers
* Science of Speed baffled oil pan
* Prospeed Stage 2 ECU
* Koyo radiator
* 993 front frake air ducts
I'm sure some of you have guessed, but I picked up @HDA's NSX today. I'm really excited to own two iconic Honda products now...
Posted by Rev on 17 June 2018 - 01:00 PM
Posted by Hollywood on 27 May 2018 - 12:00 PM
I did a thing and I love the thing...
So a rolling review with updates over time as the new car aura fades...
Absolutely excellent. How they managed it with 20" wheels is beyond me, but in Sport mode (default) the car rides just as soft as a modern Accord/Civic. In comfort mode it's hard to remember you're in Type R. Race mode obviously stiffens it up, but it's still incredibly soft. This is by far the biggest difference I've noticed in testing a Focus RS and this. The Focus felt like dedicated track spring rates; it was jarring and annoying.
-Update 6/22/18: Still in love with the ride, but the handling is even better. I really, really, really, really like driving this thing hard - and it really, really, really likes it.
-Update 10/5/18: Yup, still love it. Find myself driving in the middle "Sport" mode all of the time. The wheels, however, are a death sentence around 610 and its pot holes.
Holy shit. Absolutely zero torque steer. It does not feel like a FWD car. The torque this thing makes at 3k is mind boggling. Honda purists obviously have been crying about this departure from the high-rev screaming VTEC engines of old, but jesus is this addicting so far. The power out of the corners is insane; as a track toy this thing would be nuts assuming it stays cool (which word out there is that it won't - it'll barely make 2-3 laps in 90 degree ambient). For city driving and highway driving, it's a beast. MPG 25-28 but will definitely be getting a speeding ticket here shortly. The passing power without changing gears is a new experience for me...
The only "eh" I've had about the entire thing is the gearbox. It's still wonderfully Honda, and perhaps this is due to the torque / power, but some gears are a bit "notchy." I'm spoiled by the S2000 and this gearbox is right beneath it.
Auto-rev match: thought I would hate it, absolutely love it.
-Update 10/5/18: As the cool weather descends upon Texas, the heat soaking, timing-pulling power loss is gone and this thing will spin the wheels grabbing third. MPG has jumped as well to 30 on my commute.
-Update 10/5/18: Could be louder. May change exhaust.
When I first saw photos, I wasn't sold on it. The inner-17 year old loves it, but then practical thirty something me said what the hell are you doing. That all went out the window when we saw it in person. It is...beautiful. Every part on it. The engineering, the tight panel gap tolerances..it's just...ugh. Even the wheels grew on me. The girlfriend loves it so much that we're going to have to make a sign out sheet on the fridge to decide who gets to drive it each day.
-Update 6/22/18: Still in love with it, look at it every day when walking away. Love the interior looks as well.
-Update 10/5/18: The stock wheels have taken a brutal beating. With such a tiny tire profile, even a rock in a parking lot will scuff this thing (and does). Pot holes feel like they should be bending the wheel if they haven't already. I love the feel, but will be putting on some Titan7 19x9.5's when the tires are done.
Tons of space. It's a big girl. Ample back seat and massive storage boot; it's incredibly practical...it's like a swiss army knife if the knife also had a light saber.
-Update 6/22/18: Threw in the type-r trunk mat and weathertech for front and rear seats...it's an incredible family car. The kind of 'finish a track day, pick up the dog and some groceries on the way home while fleeing police' kind of way.
As of 10/5/18, this thing has developed a few annoying rattles and squeaks. The most obnoxious is what I've narrowed down to the seat mount. The vibrations from the engine are very severe when revving it out and it's starting to show.
Honda knocked it out of the park. Welcome back Shigeru Uehara ethos.
-Update 6/22/18: Trying to figure out how to buy another one for the lady.
-Update 10/5/18: Would still buy two if I could.
The Hilarious Stuff That Doesn't Matter But Isn't Great:
Audio / Speakers: They're not terrible, but it's definitely not great. The tweeters are garbage and the lack of an even basic parametric eq (or any eq) makes it worse. The good part is I never have music on when driving it (just like the S2000), so I don't care. The BOV keeps me entertained.
-Update 10/5/18: I've used the stereo twice, and both were for phone calls.
Horn: I almost feel like they're playing a joke on owners as the horn is almost comical to use. I feel immediate shame when using it, like it's the punch line to a bad dad joke.
-Update 10/5/18: Horn is a terrible joke. I won't use it. Which is good, because people in Texas treat it as fightin' words.
Lack of parking / blind spot nannies: Oddly enough, it doesn't have blindspot (or even the blindspot camera that comes with the Si) nannies or a backup "beep." Again, not that I give a shit, but strange that it's missing when it comes standard in lower models (Si and base Civic). The visibility is excellent so no issues there.
Posted by Hollywood on 11 February 2016 - 11:50 PM
So those of you that know me in person probably know this has been a side project / job of mine for quite some time, with some big ups ---- and downs (like anything in life, right). Well, finally released the sophomore EP clear of a label and publishing nightmares. Thank god we're not touring anymore, too. Had a few ask, so here it is.
Obviously I like cars, especially on the track, and that tends to carry over into it. If you're not a big fan of 80s-inspired synth music (think early Depeche Mode/Simple Minds), you'll probably want to give this a wide berth. Very, very wide.
Posted by N546RV on 24 August 2017 - 12:48 PM
Posted by Max on 28 December 2017 - 02:54 PM
Drivers- Thank you!!!
Because of everyone’s effort to participate in this crazy hobby, that I too am able to enjoy my car on track. It would be crazy boring to be out on track without all of you. It takes a ton of effort to enjoy our cars on track. Everyone's effort and enthusiasm to enjoy our cars and each other makes it all possible.
I have a tendency to bounce around and engage in a wide variety of conversations. Many of the technical conversations go right over my head as I nod in agreement like a bubble doll- Hahahahaha. Nonetheless; I enjoy all the chatter, laughter, tears, and struggles (what is making that noise dang it???, where is my cookie?, and I think my tires will go another session) that go along with running our cars on the ragged edge.
I love the wide variety of folks that show up for the events. It seems to always make for fun conversations on wide ranging topics. One moment I am yakking about slip angles, tires, brakes, feather-in, toe-in, etc. etc., and then jumping to types of counter tops and rooms being installed in new homes- hahahaha
I wanted to take a moment and say
THANK YOU DRIVERS!!!!
I look forward to the 2018 experiences
Posted by Rev on 28 December 2017 - 12:18 PM
Only downside: my wife is pretty sure I have an addiction ;-)
Next up will be new tires and a full assessment of all mechanicals. It's been well-maintained, but 16 years is a lot.
Posted by Shuka on 04 October 2017 - 07:55 AM
A few minutes later, we got to check it out. Steve was on the roof in about 14 seconds.
Super nice trailer!
We took a factory tour, and hit the road to Bowling Green. We had reserved an RV spot at National Corvette Musem Motorsports Park, and set up camp.
The weather was super nice, and we're already loving the roof deck.
Sunrise at NCM!
A familiar face made the trip up and set up next to us:
The weather stayed very nice all weekend!
We slept on air mattresses in the "bedroom" above the truck:
Working on a vacuum line, we forgot to close the hood pins. The fiberglass hood tore off like a paper towel :(
Race 1 was black flagged and shut down 2 laps in due to an AIX car tagging the wall on the front straight. He was OK, but the car was not.
Race 2 was fun, though my closest competition had his exhaust fall off and DNF'd.
Saturday evening, admission to the museum was free for NASA folks, so we checked it out. If I were a Corvette person, it would have been really great, but it was pretty boring :P
They had a bench!
And a hole!
And some dirty smashed cars.
And a "sinkhole simulation" room. SO INTENSE
Steve found some buttons.
NCM has a food truck that's actually pretty good!
To cap off the race weekend, the last race on Sunday was a 40 minute special.
The race was AWESOME! I battled with Ryan Shook for 4th place the whole race. We exchanged positions 4 times, but he came out on top by just a second or so. I'm working on editing down the video.
NCM is a really, really great track. If it's not on your bucket list, it probably should be. Great elevation change, and long, fast turn complexes that will scare the crap out of you. Extremely fun to race on, too.
We packed up on Sunday right after the race. The car decided it was time to go home. It wouldn't start to put it on the trailer - the ignition switch disintegrated and sparks flew. No damage though - I taped the wires together and got it loaded.
We hit the road for Memphis, and were amused by the "ride the bike on bacon" sings.
We booked a room at Bass Pro. Better parking and highway access, and much less sketchy.
The rooms are super neat and very fancy. We had a screened in porch that overlooks the inside of the pyramid. It's a really cool concept!
Another 10 hours in the truck, and we were back home!
The trailer tows like a dream.
Our beer trade was a great success too! Spoils of the trip:
We had a great time! We'll probably do a trip like this once a year to hit a far away track, especially once the trailer is decked out with living quarters.
Posted by Shuka on 03 April 2017 - 01:08 PM
KMiata engine/transmission adapter plate -
Another critical component of the kit is the engine adapter plate. The plate goes between the K motor and Mazda transmission. It's a well machined piece, fitting to exacting tolerances.
KMiata engine adapter plate installed on a K24 motor.
Customers are left playing "guess the bolt" as I mentioned, but installation is still pretty straightforward.
The plate is designed specifically with the 6 speed transmission in mind, which has a slightly different bell housing. The holes don't line up in several places, especially around where the Mazda starter would have gone before. KMiata stated that omitting the 4 or 5 bolts that didn't line up would not cause any issues, and that the remaining hardware would be more than sufficient to hold everything together.
Adapter plate holes do not all line up on 5 speed transmissions.
I would suggest providing holes for both 5 and 6 speed transmissions, or at least offering parts specific to each transmission.
This is the magic that makes the whole thing possible. The flywheel bolts to the K's crank and accommodates a standard Miata clutch. It's an attractive piece, and well machined.
I did run into an installation issue - the holes to access the flywheel bolts are very, very tight. I tried numerous sockets, but eventually had to machine my own tool using a socket and bench grinder.
Once armed with a tool that fits in the holes, installation was straightforward and relatively painless.
After my motor blew and we removed the flywheel, I noticed cracks around the bolt wells. KMiata insists it's a non-issue, but it leaves me wondering why the whole area wasn't machined out to allow for better installation gaps.
Small cracks in the bolt wells of the KMiata flywheel
After a failed throwout bearing came apart, the flywheel was banged up enough that it warranted a replacement. The stress cracks had also traveled and widened. I would not trust it for race duty with these cracks.
I got the Rev 2 Flywheel, designed with more meat between the bolt flange and crank, and with no tight recesses needing a special tool. It even included the longer OEM Honda flywheel bolts.
I also purchased a brand new clutch and pressure plate from SuperMiata. I put it all back together, and the clutch would not disengage. We pulled everything back apart, and careful measurement of new and old flywheel showed the new had less space between the friction surface and pressure plate mounting point. KMiata insisted it was clutch thickness out of spec, Supermiata insisted the clutch was well within spec. I had to purchase machine shims (A total of 0.01" if I remember correctly) and install them on each bolt between the pressure plate and flywheel to get the new clutch to disengage fully. To double check yours without installing it all on the car, bolt the clutch / pp together and put it in a shop press to simulate the throwout bearing. You should be able to move the clutch disc inside while compressed.
Installation of the assembled unit
Once assembled, installation is pretty straightforward. The motor drops right into place. I found that leaving off the driver's side motor mount was helpful to clear the steering rack.
Assembled K24 engine and Miata transmission
It is worth noting that the front sway bar ends up extremely close to the crank nose bolt. In my case it was so close I couldn't get the serpentine belt over the nose bolt without removing the sway bar!
Surprise! Hood won't close.
Despite claims that the whole thing would nicely fit under an OEM hood, this was not the case for me. As an experiment, I took the valve cover and forward valve cap bolts off. The hood skin still rested directly on the timing chain guide, unable to close. A custom valve cover will not solve this. NA owners swapping in a K24 (K20 is slightly shorter) can expect to have hood clearance issues.
KMiata Rear Upper Water Neck
The OEM K series water necks are not conducive to the swap, so an aftermarket part must be used. KMiata sells a housing that not only gives you a place to mount the OEM water temp sensor, it also gives you an 1/8" NPT for another sender, as well as a 1/2" NPT to install a heater line. You are also given the choice of a 1-1/4" hose barb or -16AN fitting for the water outlet.
The part itself is machined nicely and fits right up, but the machine work on the water outlet is lower quality than one would expect. The O-ring mating surface is rough, and the threads are cut straight though the face. This makes it tough to get a good seal without use of sealant or overtightening the fitting to the point of o-ring destruction. Since the kit uses a straight cut AN O-ring fitting, you would expect a flat mating surface, not a beveled, "textured" surface as provided.
The -16AN Oring mating surface does not provide a very good seal.
I found that the fit destroys the o-ring, so you may want to buy a few spare -16AN O-rings to keep on hand in case of unexpected leaks.
KMiata Wiring Conversion Harness
The KMiata wiring conversion harness provides the link between the Honda engine harness and ECU and your car. In my race build, I completely removed all of the Mazda wiring, but the harness was still quite useful in adapting everything to a few "connect power here" type wires. The harness also provides several relays and an OBD port. I had an issue with the relay wiring, in that all power for the engine and fuel pump is carried across what looks like a #18 AWG wire. Unsurprisingly the wire melted. Apparently later versions of this kit have larger wiring, but KMiata informed me there was absolutely no warranty or support for these harnesses - since the customer is possibly at fault.
I also requested very early on a wiring diagram of the adapter harness, which KMiata would not provide, for troubleshooting situations just like this one.
Melted wires in the KMiata provided conversion harness.
I made my own connection diagram of the harness, and came up with a fix for the melting relay wiring. The latter requires cutting out two relay sockets and installing new ones, they're standard 5 pin units, commonly available at auto part stores and online.
I specifically have the harness for KPro, designed to work with an RSX engine harness.
If you run into the same difficulty, you can find my melty wiring fix here.
And for your reference, here is the complete wiring diagram for the conversion harness. Please consider this is not an official diagram, and that I created it by looking at the harness wiring. There are likely multiple revisions of the harness out there, and this will not work for other harness/ecu combinations.
The harness is pretty expensive (half the cost of an entirely new OEM RSX engine harness in fact!) but in the absence of information or for those gunshy when it comes to wire splicing, it's a great option - provided it doesn't set fire to your car.
The exhaust is tricky, since it has to pass from the passenger side to driver side of the car. I've spent hours staring at the bottom of the car, measuring for oval tubing, and imagining what a sidepipe would look like, but in the end it's a necessary evil of running a K motor in the Miata. The pipes are designed to go between the oil pan and transmission, which is typically a place you don't want extra heat, but again, necessary evil.
I initially received KMiata's custom made equal length mild steel header. They disclaimed that a flex pipe is required, which the shop that built my exhaust happily ignored. The header basically exploded due to metal fatigue. Again, I did not have the flex pipe, so I probably deserve 100% of the blame here. However, be aware that this header design is quite thin and fragile; be on the look out for fatigue cracks.
The two KMiata headers that I have used. The newer, stainless on the right, the broken (and welded back together) header on the left.
The second iteration was KMiata's newer stainless "race" exhaust. Clearance is extremely tight in a few spots with this header. To get it to fit, I had to grind off a significant amount from the midpipe flange. The kit also included a thin replacement for the flywheel cover, which fatigued and broke very quickly. (KMiata now recommends using RTV to keep vibration down.) Additionally, the hardware supplied with the header included no locking feature, so the bolts quickly became loose. I had to replace the hardware and used double-nuts to keep everything together.
Clearance is an issue too - the race design dramatically decreases ground clearance. The pipe hangs at least an inch below the oil pan, making it a target for every curb, rock, or small animal you may encounter in a race.
That being said, the header fits nicely once it's been modified, and made great power on the dyno.
Serpentine Belt Kit
Since the stock belt tensioner must be removed for clearance, KMiata offers a simple kit to bolt a pulley to the timing cover and a perfect-sized belt to match. The solution works, but the belt is not a standard auto parts store shelf item, so you may want to have a spare with you:
Gates K070415 – 7 rib 15/16”x42” OEM for Nissan Tiida '13-15, Versa no ac 09-11
Third party stuff
I purchased a number of items from KMiata to help facilitate the build.
Golden Eagle intake manifold and fuel rail - Nothing but good things to say about both. The intake manifold is pretty, durable and well crafted. The fuel rail is a fuel rail. EDIT: Both broke. The fuel rail cracked on track at the mounting tab and gushed fuel all over the hot engine. I'm lucky to not have burned the car. The intake manifold cracked at the welds between runners and flange. Golden Eagle replaced both parts at no cost.
Skunk 2 70mm throttle body - After a while, the throttle body began to stick open, causing the engine to rev until the throttle is blipped. Apparently this is a widespread and known issue. KMiata advised me to contact Skunk directly, who informed me that it was purchased from a non-authorized retailer and that the warranty had expired anyway. I would highly advise against buying this product from anywhere.
KPro4 engine management - so far it's been great. Well known by tuners and has many fun features to play with.
TPS extender harness - works as advertised, adapting a B-series TPS to the K series harness.
RBC 50 degree VTC gear - OEM part, works great.
ACT Clutch - Standard Miata clutch - handles the power fine
Important things not addressed by the kit
When I purchased the kit there were more items, but as of today, the swap kit does not address one important item turn-key: Exhaust piping. An industrious person could put together a 3" exhaust in their garage, but most will be seeking the services of a shop. So even if you've managed to get everything else ready to hit the road, you'll still end up towing the car (or driving it very loudly) to a shop for exhaust fabrication. An off-the-shelf setup using OEM mounts would be a welcome addition to their lineup.
KMiata has been very responsive by email, answering questions and concerns about the kit and addressing part issues as they come up. They often return emails in a few minutes, all hours of the day and night. However, even in the case of blatantly failed or poorly manufactured parts, no warranty or replacements have been offered or provided, (with the exception of the oil pickup tube, which they have offered a replacement, but still has not been received.) In other words, you'll get any and all questions answered, but when it comes to actually fixing the issue, you're on your own, even if their newer design fixes your issue. It can be frustrating, but at least they'll listen to you complain while you fix their parts.
In a wheel-to-wheel sprint race, reliability is paramount. Between failed exhaust components, a leaking oil pan, and broken oil pickup, several races have been lost, track days scrubbed. The kit is not race proven. It is, however, improving as customers ferret out the weak points. Provided the bugs continue to get worked out, the Kmiata kit is viable avenue for power and fun on the race track - when it all works right, the car will put a silly grin on your face and keep pace with embarrassingly higher horsepower cars.
Posted by hornetball on 14 December 2016 - 06:02 PM
I'm in Italy. It's late at night. I've been drinking Grappa. You'll just need to bear with me as I unload a bit.
I was perusing my USNA class page and came across a post regarding ADM Andy Lewis. https://www.facebook...272762622788029
That's right, I'm old enough that any classmate that is not retired is either a General or an Admiral. But I remember Andy as just another young midshipman at USNA that went to flight school with me. I started in 22nd company in the Class of '85 at USNA and ended up in VFA-83 on Saratoga. Andy was in 25th company in the Class of '85 at USNA and ended up in VA-72 on Kennedy. Both these ships conducted combat operations in the Red Sea during the Persian Gulf War. I remember a lot of things from that time. I knew that what we were doing was a part of history, for better or worse. I knew that I was a small cog in a much larger picture. I remember the nerves and dread before launch, the focus during the long flights, the amazement at some of the things I saw (the entire night sky of Baghdad lit up like the 4th of July, the oil well fires, the Basra road), the relief of surviving another mission, the crushing disappointment and empty feeling when good friends didn't. The thing that sticks with me the most is the empty feeling. Veterans Day and, especially, Memorial Day are really hard. I miss my friends and I feel guilty.
Vietnam was not too distant at that time. The Saratoga CO had been a Hanoi Hilton guest. 2 of the senior pilots in my squadron had flown in 'Nam. We were going against the latest Soviet SAMs and we expected to get plastered. The concentration of SAMs around Baghdad in early 1991 was 6X that of Hanoi in 1972 and Iraq also had MIG-25s and MIG-29s. But in the end, while we had some losses, things worked really, really well. At the time I thought "too well" . . . so "easy" that it might lead future non-veteran politicians to make poor decisions. Remember that George H.W. Bush was a Naval Aviator and was our last President to experience combat.
So, enough of that crud! I like remembering the good times, and when I saw that Andy had been in VA-72, it reminded me that a VA-72 A-7 Corsair landed on Saratoga accidentally during combat operations. The Red Sea is pretty small, and there were 4 aircraft carriers operating there at the time. I guess it was an easy mistake to make. Here's the proof!
It made everyone's day to hear "Corsair, Ball" coming aboard Super Sara in 1991 -- Sara's light attack squadrons
had transitioned to F/A-18s years earlier.
And here's 27 year old me . . . LT Ricardo Price, complete with Saddam mustache! http://www.navysite....cv60-91/451.htm
Feeling old. Time to crash.
Posted by vchengap on 08 January 2019 - 09:17 AM
Shameless plug alert.
I designed a t-shirt that Blipshift thought was decent enough to put on sale (today only). I'm not a designer - just a car obsessed guy with an idea that they thought was good enough to green light. Take a look here if interested:
Posted by robertcope on 05 October 2018 - 11:15 AM
Posted my response in the FB group... for the record, Gridlife has moved the instructor out of the right seat, and I would really, really like to see that become the norm. Instructors go out to corners and are assigned cars to watch. There is also alot of video analysis. I haven't run an event with them yet where they were doing things like that, but I really hope it takes off.
I've heard people that really loved the format. I guess I should try it, but I have a hard time believing it could be as effective as in-car instruction, especially for new students. One of the things that an instructor does is take the workload off a student. An instructor car watch for flags, watch the track, watch the mirrors, for example, and that's a big deal for a new student and for safety. How does that work when there is no instructor in the car? And instructor can also feel the car, feel the traction control, hear questionable noises, feel when brakes are fading. In the car, I can get a good sense of what the student is doing with the car, as well, because my butt is attached to it and I can watch them. Again, how does that work outside the car?
Posted by robertcope on 24 June 2018 - 05:37 PM
A few weeks ago, I saw a post to an NSX forum asking if anyone with an NSX could make it to Pueblo Motorsports Park on the 13th. One of my goals is to road trip the NSX to a new track once a year, and this years trip to Barber was canceled. A quick check of my calendar and Ju's calendar suggested that I had nothing better to do, so I responded and made plans to be there.
I decided to give myself two days to get there. It's about 950 miles. I figured I would try to make it close to Amarillo the first day and then finish the trip the second. I ended up sticking to my plan, but to my surprise, I was not even close to fatigued when I stopped in Amarillo. Even so, it was good that I stopped, because the next day would take me through the Raton pass, which I'd want to do during the day just for the sites.
The second day was fun, driving through the desert, up into the mountains a bit, up to 7000ft or so over the Raton pass. I am always amazed at how much power is sucked out of the car at altitude. I honestly thought there was something wrong it, until I realized it was just the altitude. The drive to Pueblo was pretty uneventful, which is just what I wanted.
I did the drive home differently. I figured I'd just drive until I didn't feel like it any longer. I never hit that mark, and 15 hours later, I was home. It was really pretty easy; the NSX is a highway cruiser, for sure. The only part of the return trip that was tough was driving at night. The headlights leave a lot to be desired, especially when combined with the low seating position and massively bright lights from oncoming cars.
I averaged about 23.5mpg on this trip, FWIW.
The best part of this trip is that I know I can make it to tracks like Barber with an easy day drive.
Posted by hornetball on 27 May 2017 - 05:33 PM
I'm sure you've heard of "Survivor's Remorse." It's a real thing. I suffer from it, although not nearly as much as I used to. I used to wonder why I was alive while good friends from my youth had perished, either from accidents or combat. I always miss my old friends on Memorial Day -- it's never been a joyous day for me.
This weekend, I'm using motorsports as an escape. My plan:
1. Get up early every day.
2. Go to the track and run at least four sessions in the heat. I cheat, I have a Coolshirt.
3. Swing by my favorite Tex-Mex BBQ place and get whatever is on special to go. After working up a sweat in the car, I don't want to subject poor, innocent people to me.
4. Come home, check the car, have lunch and jump in the pool with a Bud Light Lime and a Cigar.
5. Shower and watch racing (between Monaco and Indianapolis, lots to watch).
6. Fire up the computer and make inane posts on the forums.
7. Do some work.
8. Go to sleep.
I think this will have to become a tradition. In fact, if I ever retire, this may have to become routine.
Posted by hornetball on 15 November 2016 - 12:59 PM
Posted by ToplessTT on 01 October 2016 - 11:04 PM
Was in Dubai a few days for work and decided to check out the Yas Marina F1 Circuit in Abu Dhabi, just 1.5 hrs away...
I wanted to share this with fellow track enthusiasts cause just going there and taking the amazing sights (this is more than just a track, a full blown entertaining complex when compared to COTA!) was a great time. Luckily they had spots open to drive on track too! (You can book in advance)
Now, they offer track driving on Astons, Jaguars, Camaros, etc. but I figured if I was gonna drive on an F1 track I might as well take the unique opportunity to do it in a race car...I mean, when again will I get to do this? (Hopefully soon?)
Here's some of the cars they offer stacked in the pits [emoji106]
So here's the open cockpit single seater!
After checking in and getting a racing suit they provide, you are taken to the 2nd floor for a quick 15 min brief on safety (similar to what we hear on track days) and the car itself
Then you get a helmet and you are on to seat in the car!!! Here's where you can't believe you are doing this!!
They get you strapped in, show you where the ignition button is and off you go!!!
The session is led by an instructor and another instructor follows the pack. There were only 3 drivers in my session and after 2 diagnostic laps you come in to pits and we are separated in 2 groups: the faster group and the slower group...each one lead by an instructor as well.
Then you are off to start pushing! The instructor adjusts speed depending on your performance so they never hold you off [emoji106]
Having done a few track days in an Audi TT all I could think about was - other than don't crash!!! - that the car felt so connected to the track and yourself...and the steering wheel is so small!! And I should have brought smaller shoes cause this pedal box is cramped...and I'm gonna brake deeper this time...and shit, are we done already?
All in all an incredible experience!! For full disclosure you don't drive the entire F1 course but just the west course. Still, you get to drive under the futuristic hotel bridge and you get to realize how much aero really helps first hand. No other feeling like this!!!
Here's me feeling like I just won a Grand Prix lol
When it's all said and done, from the time you get there to the time you leave is about 1 hour. The best hour ever!
Wish I could post some videos but tapatalk ain't helping!