Finally had some time to do some website maintenance. I've added a couple short videos, mostly from this year. Hopefully there will be a gallery section going up in the next few weeks. Enjoy!







http://www.ludwigmotorsports.com/race_results.htm

Thats pretty cool.

Nice, thanks

What are your best lap times at IRP and Mid Ohio?



Thanks.



Lynn E. Hanover

Hey, that's cool racing, pretty good.

We've qualified at a 1:43.505 at Mid-Ohio. Best race lap is a 1:44.250. Track record for ITS is 1:43.967. That was our goal for this year but we never got there. Just can't seem to find the handle on backing up our qualifying times. Love to here any tips you might have for getting around there!



I don't have the notes for IRP right here but seems like we ran a 1:49.xxx there this year. Whatever we ran was withing 2/10th of the record in qualifying but we slowed down several tenths in the race.



At Grattan we ran about a half second under the record (1:30?) in the Sunday race but Rob Huffmaster went even quicker in another RX-7. https://www.nopistons.com/forums/pub...IR#>/smile.png

Thanks for sharing.

bump draft the rolling chicane's

The Keyhole at the entrance to the long straight is the most important. Heavy cars run a different line than the lighter ones. A recent dyno sheet study might have you looking at rear end ratios to get a better deal getting onto the straight. Better to get to your top speed before anyone else than to hit it just before braking.

Longest time at top speed wins.



Even if you are on the rev limiter for a few seconds at the end of each run.



The book by Carol Smith called "Drive to Win" has the turn (7) at the end of the long straight as a special example. You dont actually apex it. The outside part of the turned is banked steeper than it looks. He has you going around the outside, trail braking the hole way. Turn (8) over the top is just a jump and you need to be on the inside. Nobody can get you there.



The dyno sheet lets you see where you need to be changing shift RPM for different engines. Do the RPM drops for your trans ratios and lay that onto your dyno sheet, to decide where you want to short shift or hold a gear a bit longer.



With a slow shifting trans you carry the change from 4th to 5th a bit longer than from 3rd to 4th, for example, so that aero drag losses don't drop you too far on RPM after the change. Aero drag at the top of 3rd is nothing compared to that at the top of 4th. That square of velocity thing.



Rig up a video camera to watch your tach and note the RPM after each shift.



Turn one under the bridge is a must learn. Way late apex left foot brake and keep the power up, if you don't need to shift, then the first right after the bridge is flat out in a GT-3 car, if your handleing is good you can get a good chunk of apex there, then both feet on the brakes and down to 3rd for the left. That will make the turn onto the pit straight to the left hander a long straight (almost). Very important.



Stand outside the bridge on the infield side and watch the faster heavy cars do it. Same for the hill outside of the keyhole.



Our best is a 1:37 and change, About a mile off the pace. The pole for GT-3 is faster than the pole for GT-2, (and the builder and crew chief and driver are old) and we need a trans that will last a few laps. Anyway that's about all I know about that.



Lynn E. Hanover

^ Damn is there anything you don't know about? I don't even know what you are talking about, but **** it was interesting to read.