TAKA 八仔ブログ: Blog

OBDkey

Thu, 17 Jul 2008 15:03:50 GMT

That is what I just have recently. I am getting a lot of useless gadget lately. This is a bluetooth OBD/CAN scanner that can take data from ANY car. Any car is nice, since I am shopping for my 2nd car. Just been putting it in my car. The unit is pretty small and it will not in anyway affecting the driving.

It can be used in PC with bluetooth. Windows smartphone or Palm/Window CE PDA. No Nokia smartphone program yet, but racechrono can use it to scan the data and it works! Data logging capability will allow logging of the data. Although it cannot be exported, just reading the data on the screen is cool enough.

This is what you can see in the screen of Nokia N95. The grey line is

I also went with my friend WAY in his new 135i (experimenting ECU tune and catless downpipe). We did a 4.95 sec! We thought after reviewing the GPS data that we prob did a 5.70 sec, but after consultation with racechrono developer Antti, we just need to determine 100kmh GPS speed in OBD then we will have a time! So it is just over 5 sec! Fast.

A 5Hz GPS

Thu, 03 Jul 2008 16:17:13 GMT

While the car is in the panel shop (btw the insurance claim has been approved), I gathered some new equipment for testing and lap timing. I really thing the GPS system is the way to go now. Anyone is going to buy my AIMS? I may still keep it as back up but I think racechrono is what I am going to use from now on.

This is the new equipment. A 5Hz GPS receiver, it is simple device, running a background of 1Hz. When the unit is 1Hz, they update the GPS data, and thus getting the data, once each minute. A 5Hz is than 5 times faster, update and getting a data point every 0.2 second. That means very accurate result. The V Box is a 10Hz unit. So this semi pro!

This unit looks like any ordinary BT receiver. In fact the back of it look exactly the same as my iBule GPS receiver. The only difference is the word "eXtreme". The 5Hz is not the default setup and the unit need to connect to the PC to get into a program came with the CD. Then, you select 5Hz in it. Do not touch the program afterwards, coz it is very easy to reset it back to 1Hz mode.

But after setting it the unit is amazing. I ran racechrono on it and it is definitely getting data 5 times a second. Perfect!

Did some run on my 4x4 Toyota Kluger on the freeway. 0-100kmh only (all legal)

I mean the time came up so fast in this GPS make it very worthwhile on the track. I think I am buying a sturdy mount for it. Do I really need a second mount?

What do you reckon on those?

Data analysis - Sandown June 2008

Sun, 22 Jun 2008 15:19:01 GMT

My best lap is 1:31.78

Sector times were
19.09
14.35
19.74
17.58
21.02

The optimal lap time, after added all the best sector time together is a 1:31.26 (-0.51)

Best sector times were
18.91
14.23
19.74
17.55
20.82

Here are the graph showing speed during the fastest sector times (solid colour lines) vs the best lap (in dotted blue lines)

Analysis of sector 1

Sector 1 I set is from S/F line to turn 1. I think this corner is that one that I worked out. There are not many variation in terms of sector time. There were 5 laps between 18.91 to 19.09. I think the time is not lost here.

Analysis of sector 2

Sector 2 consists of the turn 2 - 4 complex and it is the narrowist, slippliest section of track. As you can see, there are variation in speed out of 2,3 and 4 depends on what the angle I slip into the turn 3. I was told by Matt Coleman (my tutor) long time ago to line up between turn 2 and 3 so I can gain some mid corner speed at T3. Also, I found this way it will have less angle on power so I can get some power before braking into turn 4 to set up. All my quick laps are done quickly there. So i must concentrate.

Analysis of sector 3

This sector show little variations. There is a maximal of 0.2-0.3 variation. Coming out of turn 4 is the key to put power down (without crashing of course).

Analysis of sector 4

This is the area of most gain or lost. The sweeper is the lost or gain of the lap time. It take lost of nerves to test the maximum grip of the car, but hey....
The sweeper should be able to take a little more speed once I started controlled the right sweeper and I should start accelerating and brake downhill with less margin. It is all relative.

Analysis of sector 5

I was at shock seeing what could have been if I carry more speed at the first phase of the S bend. The idea is to get right hand side of the track first to set up the final corner. Perheps I was underestimated the grip of my new slick I guess.

The program is very good. I can see what my weak points are and plan of attack for next time can be made.

Here are the video of session 2 and 3, which include all the fast laps

Sandown driving lesson - oh what a lesson

Wed, 18 Jun 2008 15:20:38 GMT

On Friday I went to Sandown to get some practice laps with Driver Dynamics. Oh god what a day! I crashed again. Here is the story to tell.

I already battled with the flu all weak, with self diagnosis of viral tonsillitis. At the time of writing it, it is the first time feeling comfortable. So I was a bit run down. After 3 sessions, I was already equalled by best time at Sandown (1:31.78). I needed to do better. When I decided to chase the guy in front (a Z M3) to get a target, I oversteered coming out of turn 4 and could not get back enough. The road is too narrow and I brushed the barrier. Here is the damage! On first sight with Nelson it is cosmetic only. The oil cooler just behind that was pushed it but appear undamaged, since the bracket appear intact with no scratches or breakage. The oil pressure appear normal driving back from Sandown. More detailed assessment on Monday.

Sratches are in the side and the clear corner is cracked a little and there is a dent just next to the headlight set. Lucky is that the headlight is ok and the oil cooler ... finger crossed.

There is the video of the accident. Please comment if you can. I basically was not preparing the spin and was half a second late to wind the steering wheel down or to get the power off. The tyre so slap quickly when they are cold compare with they are warmed up. I guess that is the biggest lession to learn here.

Video = "What you should not do when you have cold tyres"

Otherwise it is a good day. It is time for me to drive the Dunlop tyres and so far I give it a BIG thumbs up. These are sticky tyres! They are so responsive to change in direction and so progressive when understeering. They create the best tyre - bitumen matching. You know Sandown is old technology tarmac and it needs some matching in compound. I am sticking with these for a while.

I have increase the caster (+7.9) with reduction of camber (-1.6) at the same time, in anticipate to rain (which did not arrive). The car understeer a bit but it is no big deal. The tyre temperature runs less than 5 degree across from inside to outside. RevSpeed recently recommend testing the tyre to up to 9 degree different across the tyre. So it is ok. The right front is reduced to about 1/2 the thread but it is expected. I guess too much camber on the front decrease the grip at turn 1, which is off camber sloped down left hander, so the right front will suffer no matter what you do.

Some randown shots!

Here we are. This time I changed the ignition coil so there is no issue with misfire!

Another Z4M with no mods. They are very powerful

Mr Brown brought his tubroed renesis. We are comparing the oil and water temp during the day. He wins in these parameters. He did a 1:27 flat today, well done Craig!

Some dangerous wind slicing wing here. No cops with yellow canary around I hope.

Assyl with his new 911 black spec. Well everything is black, including the driver's suit and helmet.

Wayne brought a new helmet for this track day. Good on him. He needs it when he drive this magnificant BMW 135i with twin tubro flat 6, 225kW and 400Nm. That is a lot of power. I tried it. I love it. No money to have it though.

Next thread I will talk about the data I got and some video.

Taka in RX-7 magazine (Japan)

Thu, 12 Jun 2008 01:53:13 GMT

I appear in the RX-7 magazine Japan. The interview was performed last year in Aug 07. That day KnightSport people came and tuned the ECU of my 8.

The caption of the picture said, "Australia's first vehicle being tuned is TAKA's RX-8. He is the RENESIS club staff. Defi link meter works for all the RX-8 around the world and it is the best system yet!"

Some old videos

Sat, 17 May 2008 13:09:49 GMT

Spring cleaning - found these and upload to the YouTube. I have lots of BestMotoring video clips but thought they are a little copyrighted... haha. These should be ok though

Back to skid/drive school....

Wed, 14 May 2008 09:00:29 GMT

I decided that it is time to go back to basic and I think I am losing touch with my driving. Perhaps I have gained some bad habit during the last year or so.

One thing I found after the crash is that I have phobia of spinning. So I think it is worthwhile to learn some car control

Kevin is kindly arranged for us to have the skid pan at Atwood again. So I take the first lesson before the exam.

The problem with the car is that there is too much grip! The positive caster bring the car straight very easily and it is hard when the rear tyre has so much grip comparing the front, so the car is very understeery. But when it is on the skid the car is very controllable and you have to really step the gas to bring the car around. When the car is on the less oily section ... the car brings back quickly and it is hard to adjust the power to keep the skid going. I have too much to learn there.

I learnt very quickly that when just leaving the hand loose on the steering, the caster will pretty much bring the car forward and to the opposite lock. Perfect for track, not so great for skid pan haha.

(Thanks Daniel from shotatcloserange.com for the photos)

Service April 2008 and new Bride seat

Wed, 23 Apr 2008 11:01:33 GMT

Well I thing it is time to check a few things in the car and change engine oil. I have found the source of the "wooo" noise at 3000 rpm. Click and look at the picture on the left. The metal wool on the header shield should really stick on the header hard but it is totally loose. So it vibrate and in the right frequency it will make the "noise".

Need repair but Nelson said it will need to take the header ie lots of time = large neighbour cost.

The engine mounts look ok though... they feel strong and the metal looks shiny with no cracks.

The stock member brace totally bend. Prob I damaged it last time I transport the car with my 4WD. Have to phone Mazda tomorrow to see the cost of replacing one. I probably opt not to repair it. Lucky it is not my Autoexe lower arm cross bar though

Now my Bride Seat

It is a very tight seat. The Bride VIOS III low max seat with LF type rail you will get much more head room. The website said that for the RX-8 the new seat will be 80mm lower but I think it is not that much. It is very hard to measure but I am sure it still very significant. I am more lower in my view that I may need to lower my steering wheel to drive. My legs are VERY tight.

It is certainly worth the money. I feel so good that I want to drive aggressively already. At least I want to drive again now!

For those who wants to get rid of the airbag light. Get a 2ohm resister. I got one 1/4W 1R8 and it worked perfectly (so far)

Not quite right

Sun, 02 Mar 2008 05:04:31 GMT

I decided to tow the car for the last track day at Winton raceway. It require a slope, a trailer, my new four wheel drive, and a few strong tie downs. It is a good experience and it is certainly worth the trip. Relaxing way and keep the tyres fresh.

The car felt strong at the start and ran a respectable 42.9 in the first session. The pressure afterwards is 36 psi hot and certainly with the heat in the afternoon, I am on par to get my PB. However, my fortune ran out in the second session when the back of the seat broke. I had nothing to hold on to and it is not fun anymore.

Certainly the data gather from the racechrono shows.

The sharp corner suffers consistantly....

Well I need a new seat and race seat it is.

I also decided to change the tyre. I have enough of the Yoko. They are much like a girl. High maintance, lots of fun when driving it, but never a fast one....

54th Macau GP

Sat, 17 Nov 2007 14:56:31 GMT

I am at Macau this 2 weeks visiting relatives and luckily Macau GP is also on, so I went to experience it. Now I regret not going to the pit lane/paddock, but anyhow the grandstand is also good.

I manage to see a lot of crashes in the day. The course is road course and there is no run off whatsoever. Understeer and oversteer, the corner of the car will go to the wall. It is such an expensive weekend. If I were in the paddock, I will take lots of damaged parts, just to make me feel better after my off at P.I.

The cars

crashes stop the race:

Podium for formula 3:

Where are the girls you ask, few and far in between. I should have been in the paddock!

Some lucky bastard

Going home the cars

RX-8 cop car in Sydney

Wed, 31 Oct 2007 11:03:19 GMT

I will just ask

WHY?

RENESIS 16X displayed at Tokyo Motor Show

Mon, 29 Oct 2007 13:03:35 GMT

RENESIS 16X

Mazda is developing a next generation RENESIS to improve both environmental and driving performance by means of:

Changes in dimension including the trochoid rotor housing
Introduction of direct injection for the higher performance and improved fuel ecomomy
Lighter and more compact due to factors such as aluminum side housing

Direct injection and longer stroke delivers:

Reduced fuel adhesion to the chamber wall
Lowered temperature of the air-fuel mixture due to latent heat of fuel vaporixation
More homogenous air-fuel mixture

Resulting in substantially improved thermal efficiency and increased fuel efficiency and power.

Reduction in cooling loss through the changed shape of the trochoid rotor housing and longer stroke

Increased displacement (800ccx2)

Result in highter torque at all engine speeds and improved high speed fuel economy.

Aluminum front, rear and intermediate housing will be used, so 16X will be lighter than the RENESIS 13B in spite of larger displacement.

Rumoured to be 20% more torque and power

Shit!

Mon, 22 Oct 2007 13:38:49 GMT

What is happening here???????

There is some wear on the right side of the brake pedal. Can feel-toe do that?????.... Please do not let my wife see this. I promise not to put my car on the race track for a while.

Is that the right way to keep the tyre fresh

Sat, 13 Oct 2007 07:31:32 GMT

Glad wrapped!

My theory is to keep the moisture in the tyre, preventing your tyre to dry out.

Place your theory!

Yokohama A048 Review

Sat, 13 Oct 2007 06:57:15 GMT

Now I will lay my opinion of the Yokohama A048. There is no one in the internet writing about this tyres, when comparing this to another brand of S tyres (semi slicks). I have seen a few reports on the A048 when it compares with the new A050 on the circuit driving. Most of the review in Japanese and English, are the people who previously own road tyres. Not a true opinion.

I have met a lot of people who use the same brand of S tyres for years, until they stop production (for example, one person move from Bridgestone RE55S from 540S because they don't make 540S in his size anymore. People are actually scared of changing since there is a need of adjust to the driving line (even your racing lines), your set up, and tyre pressure for a new sets of tyres.

For the people who does not know I used to own a few sets of Bridgestone RE55s SR2 compound in 245/40 R18. I just want to see what other alternatives are there. These are Yokohama A048 M/H compound 235/40 R18.

Here is my comparisons between Bridgestone and Yokohama at Winton Raceway, Victoria:

The ultimate grip is very similar. I will give Yokohama a slight edge there.
Stopping grip is much much better in the Bridgestone.
The cold tyre grip is great in the Yokohama, far consistent through out a 10 lap session too.
Yokohama is very sensitive with high tyre pressure. The difference between 33 psi warm and 37 psi warm is enormous in the Yokohama compare with Bridgestone. I think the best operating temperature is probably in the 31-32 psi warm. The heat disspiate quickly and when I got back to pits. The tyre pressure is in the high 50s, rather than 60s in the Bridgestones.
The control is far more forgiving and feedback is great in the Yokohama. Bridgestone can snap anytime while you can easy driving 8/10th of the tyre grip in the Yokohama.
Tyre wear is moderate on the Yokohama. It certainly are wearing nicely with my current set up. I may want a little more lean on the car (raise the car more) to get the wearing patch right in the middle of the tyre. It is about 3-5mm towards the inside at the moment.

I believe the Yoko A048 has its potential, once I work out the suspension/alignment set up and the correct tyre temp and pressure for these tyres. It is truely a learning experience so far.

Mazda RX-8 Nationals 2007

Sat, 13 Oct 2007 06:10:33 GMT

It was not the perfect day for me. I had been struggling with my step up during the day. The event itself was perfect.

We arrived at the Leisure park on Friday afternoon. There were plenty to do in Benalla (NOT)! So we went out to the race track very quicky and inspected the track. It looked good, although some open wheel Ford went out at the roll over corner.

After Phillip Island mishap, I was very cautious of what I was doing. I had to make sure everything in the car was right. So much so that I misplaced my phone, then my wallet, and had to chase around for it. I knew my mind was wrong.

Rain fell in the middle of Friday night but the weather was perfect for the track day. The air temperature is about 20 degree but the track temp is much lower. Wish the track was much colder since most people were struggling in the morning. I, however, had a much longer task getting the balance right. I will tell you what the problem is later on.

No mishap for today thank god, because I was driving well within myself. Still manage a 1:42.1. I got to be happy with that.

This track day will be my last for 2007. I have decided to have lots of rest and clear my mind for the track days in 2008. I will crack 1:40s in 2008 or I will stop tracking (maybe )

More photos for the day
http://s97.photobucket.com/albums/l230/taka_rx8/The%20Nats%202007/?start=all

Phillip island video

Fri, 28 Sep 2007 05:29:55 GMT

This is the fastest lap of the meet. No you will not see the crash video - too painful to edit and cut! At the end of the year perhaps.

Car is fixed and more are added!

Tue, 25 Sep 2007 11:27:49 GMT

Car is fixed and the panels are done!

I finally took the delivery of the new wheel last Friday and now it has replaced the repaired wheel. The repaired wheel will become a spare wheel. What is the spare wheel for? Well....

Now what is new.

I put this endlink on because I realise the stabilizer bar is tilted ever slightly above horizontal; the concept is simple: the more horizontal the stabilizer sits, the better it works.

By the way, I installed them myself at Craig's hoist . There are adjustments from 90mm to 104mm on the endlink, which correspond to 25mm lower on spring to stock height. By the way, this set of endlink can also be used in Mazda MPV (LY3P), Mazda CX-7 (ER3P), and Roaster/Miata/MX-5 (NCEC).

It has to be done... the Phillip Island curse

Tue, 11 Sep 2007 12:56:54 GMT

Well. It was too painful to write it. Even painful enough just to think, but after a few days of claiming down most of the stuff is resolved and parts are ordered. Yes, the ride is crashed. Well I now remembered (after reviewing the video) that I went really really wide in the southern loop that my rear right was touching the gravel and spun.

The result is this.

Here is the damage and what survived:

Front bumper needs to be replaced.
Left front fog light bracket is done but the light itself is working, even the light bulb survives!
Oil cooler is squashed and need to be replaced (ouch!)
The grills and everything else are ok.
Rear right underguard (where the side skirt is) is dented.
The right rear toe and caster arms were bent.
The right rear wheel is off circle a little (will be repaired) and a spare has been purchased.
All tyres are ok.
All brakes and wheel needs to be cleaned.

On the upside I did a 1'59"86. Link here

The circuit is fast and grippy, way too fast and way too grippy in my opinion. It has created some false sense of security and a mad rush of adrenalin. You can take a bend with full throttle at 4gh gear is very addictive. It is so nerve wrecking (what a wrong word to use here ) that one of these fear or thrill will actual give you endorphin to your brain, creating such an euphoria.

I have the video, which I am not prepare to watch too many time and show someone yet. Fuck I should just DivX it and put the unedited version up.

Even better post on the A050 (comparo with A048)

Wed, 05 Sep 2007 02:00:18 GMT

048と比べた印象
１．蛇角を入れてもA048ほどフロントは引っ張らない。
２．ブレーキング時の安定感、縦のトラクション共にA048より上
３．冷えている時のグリップ感もA048より上
４．耐摩耗性もA048より上
５．フィーリングは・・・？慣れの問題か？

That means, the hairpin A048 pushes less, braking is more stable in A050, it works better in cool temp and last longer.

It is less sensitive to air pressure too.

More here

A050 soft compound review

Wed, 05 Sep 2007 01:41:24 GMT

Very interesting article and some deeper meaning of just longitudinal and transverse grip comparison.

http://feed.carview.co.jp/tb.aspx?t=blog&i=5832160&h=5c7e9

This person driving EVO still prefer A048.

RaceChrono - A GPS smartphone program. Cheap and useful

Sun, 02 Sep 2007 12:11:45 GMT

Well it is free. And I am going to have it "test run" next Saturday during my first Philip Island. It needs a bluetooth GPS receiver and the program is free to download. It is developed by a few track nuts and IT guru in Finland and I am sure they have done some great stuff.

Here is the lap times from my around the lab run. Haha .

This is the map around the block, with the start/finish line and S1 being set on the route (in the car). However, I found out later at home that I can set another trap when the session is finished. See the mark I set at S2. When the new trap S2 is set. I can even get a sector time from that. I can also delete any trap I previously set. So I think when I am out of the course for the first time. I can go back to the pits to set them out and match them with the official map

As you can see here. I set the cursor over in that. Press the ENTER button to go to this screen, and if I select the "Add trap to this" function. It will add me another trap.

Let me try this cf my AIMS unit on Saturday. fun!

Corner balancing - my suspension height is way out!

Mon, 27 Aug 2007 06:59:05 GMT

I went to Melbourne Performance Centre again today to get the car on the scale! Well besides the fact that I need a diet (because I was also asked to sit in it), the suspension height is way off. There is a 10mm difference between the left and right rear suspension when Mr fat Taka is in-situ , and the weight for each corner is way off too.

This is the scale and wires ~

The plates goes under the car.

Adjustment is needed for all 4 corner but mainly the right rear. I helped too!~ but I had a slightly easier job.

Total weight of the car, with me (91kg) in it is 1430kg.

The corner of each car is like that and of course, with the driver in the right, the right side of the car is going to be heavier. The main thing they are trying to adjust is the right front to left rear ratio, or the cross ratio. This is aimed to be 50% when corner balancing. With me in it, the front is 52.1% and the right is 52.6%. So I am contributing to 2.1% and not quite 50:50. I need to lose weight, don't I. I also have the car in 3/4 tank of petrol to simulate what I have mostly on the track. I normally have a full tank to start off the day and reach to 1/2 by the end of it. So 3/4 of tank is the best.

Dean, who did the car up for me at MPC, said that if the balance is out before you will find the car will prefer to turn to one side under brakes, especially in my case where the rear is off. Actually in the last few track days, I found the car turned better to the right then to the left, which I struggle to set the final corner of Broadford.

Let us see later what this do.

By the way, the A048 is quieter than RE55s Bridgestone but they are still noisy.

Knight Sports 4-BEAT tuning video

Fri, 10 Aug 2007 16:00:05 GMT

4 Beat tune - City driving impression

Thu, 09 Aug 2007 11:37:50 GMT

I have some driving impression... all things work in the car. The FM stations and all the audio setting has not changed. A/C is working. ABS and DSC does what it is suppose too (it has been tested ). Idling is fine although I experience some variation of the actual rev (from 800-1200) during traffic, but not rough at all.

Now power wise, I have to say the first 3000rpm is stil useless and difficult to pick up. The throttle response is as before. So much reliable assessment since I have been testing the car in full throttle mostly hehe . In mid range (4000-6000 rpm) the power is ok but I definitely can feel the "pull" from the engine at this range. I just check the torque curve now, and it shows the biggest gap before and after tune, so that can be explained.

Between 6000rpm and 8000rpm there is very minimal different in terms of feel. But after you go pass 8000 there is some extra activity that the graph does not show. Some extra boost of activity after 9000rpm, at which point I used to think that is just for show and very useless in terms of gaining extra speed. Now this is different. *My shift light spot has now been adjusted*

Experiment 1

What is like to have rocket fuel on board?

Love it and hate it. It does sounds more violent, the top end is more aggressive. It is a shame that I did not have a chance to put it under dyno. In fact, I went back to see Jason from the REVS rotary but I did not ask for another dyno run. Damn!

The lower torque is not as pronouced but it roars quickly to 9000rpm! Certainly a different car compare with normal V Power.

Stop making more driving impression. Get on the track** (my track guardian angel shouted).

My Knight Sports 4 BEAT tune

Wed, 08 Aug 2007 12:58:06 GMT

This is the way to tune the car. Now I have it!

Here is my story and all the picture are taken from mobile phone (*sorry it is so bad :rolleyes: ).

From Knight Sports Website
そして実際の空燃比は、ノーマルの場合、２０００－９０００まで約１２－１３になっています。
Normal AFR is about 12-13.
ノックレベルをみながら思い切った燃調を試しましたが、結果的には１３－１３．５がベストパワーに
なります。 Considering without pinging, the best AFR is 13-13.5
結果的に点火が進み、空燃比がストックデータより約１ほど全域で薄い状態ですが、３０００ｒｐｍ
以上で、全域にわたり６-７馬力のアップ。排気効率の良いマフラーとの組み合わせで１１-１２馬力
アップします。特に中間域がきちんと上がっていますから、扱いやすいパワーカーブです。
Too technical for me for most of its parts: Essentially they talk about advancing the timing and if the AFR goes from low 12 to low 13s... one expects 6-7ps increase all the way from 3000rpm, with good flowing catback combination can achieve 11-12 ps. Mid range will increase mainly.

燃調と点火以外では、スピードリミット、レブリミット、電動ファンの作動温度設定、メタポンのマップ変更も
可能です。
Besides timing and ignition change. Speed cut, fan control.

弊社のデモカーでは、ファンの設定を８８度にしている為、常時９０度以内で水温が安定しています。
また、ＷＤＳによるチェックも行っていますが、異常は検出されませんし、アップデイトも問題ありません。 Fan is set at 88 degree. WDS can still check codes, update (?refresh) will be ok.

Now.

The morning started with me going there very early

The tuners arrived in a few several minutes ..... They come and inspect the dyno carefully My car gets on the dyno and do the initial run 119kW only

The guru... the gentleman on the right is the president of Knight Sports - a man with a few words. The tuner opens the ECU cover. Need some adjustment on the board to install the map

One is plugged to the harness and one to the other (bottom loop). Then he keys in the all the important data.

Uplading ... 30%. When the upload is finished. Check with the dyno graph again.

Finish ... a sticker of approval!

Dyno chart

Power to Torque

Power to AFR

I have some driving impression... but I will conclude after cold start tomorrow.

Oh well what do you know

Mon, 30 Jul 2007 10:13:52 GMT

The Yokohama has the A050 out since May this year, but it is only limited for the soft compound (Motorghana races) only. But now they have the circuit compound out start of August. I think it will take a few months before any overseas people can get their hands on them since the 245/40 18 will be used by 350Z, EVO, STi and many other cars.

Link here

New new semi-slicks (Yokohama A048) - no track reviews until October (really)

Mon, 09 Jul 2007 12:40:28 GMT

This is it. The new thing that glues. It took me 2 years to have the courage to try something new. And after a lot of Internet research (some of which are very bias I have to add), I decided on the Yokohama Advan A048. They are in the size of 235/40 R18 91Y MH compound. MH compound is the hardest compound and the same compound used in the Lotus Exige models.

From comparing between the 2 tyres (the Bridgestone on the left; and the Yokohama on the right), the tyres look the same in width. Although the Yoko is 235 and the Bridgestone is 245, the square shape of the Yokohama means the contact part of the tyre of Yoko is the same size as (if not any more than) the Bridgestone. The tyre is smaller - as you can see on the bottom picture, and lighter - with even just my hand I can tell, and certainly the size wall is stronger (with a smaller profile).

245/40 R18 Bridgestone (left tyre) VS 235/40 R18 Yokohama (right tyre)

I will track here of any track review, but these tyres are saved for the Nationals.

DIY workshop

Mon, 25 Jun 2007 15:23:12 GMT

Last Saturday we held our first workshop and it was a complete success.

This is how it all started.
We started with a chilly morning.

Here was the sign welcome people to come in

They were already working on Kall's car

Craig's car was on display.

When people arrived, Andrew took the car (I mean rear brake) apart .

Iggy the cameraman!

.....while Evan dropped down notes (of how many things that Andrew did wrong j/k).

Real life drama!!!!!!

Andrew changing the rear brake pads

Andrew changing the front brake pads

There were deals behind the scene!

When we collected enough money to cover the damage (that Andrew did j/k ), the job was already done!

Then embedding begins!

Andrew's turn

The draining bit is so interesting

While he is waiting for his stuff to drain!

Online Videos by Veoh.com

BBQ TIME!

The BBQ is so good. That display is left alone to be cooled!

Thanks everyone for coming!

HKS talks about intakes for the RX-8

Mon, 18 Jun 2007 13:56:07 GMT

This is the first of my translated Japanese magazine articles. More to come I promise.

“RX-8 air intake is a difficult subject and it is very sensitive to change. One must choose carefully,” said the intake designer at HKS.

Normally an open type intake works well for every car, since the best suction rate you can get is from this type of design. Totally open type in an Mazda RX-8, however, has an opposite effect.

If you want to increase the engine performance, the volume of air intake has to be increased. However, one must ensures cold air being taken in. Since high temperature air arising from an RX-8 has an increase total volume than colder air. Hence, a lower density of air particles, resulting from less air being taken in the end. The ECU also very sensitive to intake heat, and it may be the reason for reduction in engine power.

“On the other hand, if the box is totally sealed, the amount of air is certainly less than open type, hence performance of the intake will not be fully used. Therefore, the amount of open air expose to the intake, and the shape of the box, and where it opens are important.”

“We have produced the best intake whereby the intake amount and the air temp is balanced.”

Therefore, HKS opted for a suction intake has a shape not totally open or totally closed.

This is their analyses using different set ups.

Discussion

In my opinion, it is a very confusing article since the parameters on the graft are confusing.

The first graph indicates the temperature of the intake over engine revolution. It is very confusing since it is a difficult concept of the fact that the intake temp will reduce in hard revving. Does it mean more continuous air being sucked in and the actual temperate reading is being record by the sensor?

The dyno graph on the right shows marginal benefits. The max power difference at the top of the rev range is a mere 1-2kW. I hope they have factored in variations of power between runs on the same set up. This marginal result may not be argumentative enough.

To confuse me even more, the middle graph indicates a big variation between intake resistant versus the intake flow. The actual amount of flow in respect of the engine revolution/speed was not shown. I wonder how much of this graph translate to actual benefit of amount of air being taken in across the rev range.

The actual resistance benefit of the HKS filter element itself can be shown by comparing the result from both closed type boxes (the black graph and the blue graph). According to this, there is approximately 20-30% increase (~0.21 m3/sec to ~0.27 m3/sec at 4kPa of suction resistance). So I interpret that in the same type of box you use (close type), you will have increase of flow by 20-30% when you change to the HKS filter type alone. That is not great amount considering just changing the filter itself from MazdaSpeed, Pipercross (RMagic) and ITC will get at least 10-15% of improvement in filtration effort.

Conclusion

HKS has its point of balancing the amount of air and its temperature of an intake. I reckon there may be a better way then just merely opens the box and get more air flow, knowing they have done some sacrifice by getting small amount of bonnet air.

I think some sort of ram air via the bonnet may be a good solution, although it will not be rain proof.

Sandown + rain = no fun

Tue, 12 Jun 2007 11:21:04 GMT

There is nothing good or positive that I can say about today. Wet Sandown bitumen is very challenging and in fact it is not much fun when you have to struggle. I think there was something to do with the old technology layout and the tree on the side of the track. The worst thing is most of the exit of the corner is shaded by them. It is more so on the exit of turn 4. While the rest of the track was dry, exit of turn 4 and the Dandenong corner was still way too wet. The worst is the uneven wet and dry line on the road. When the mid corner is wet, there is no way you get any rhythm.

My first session was in the wet, reflected by the shit times. It gradually dried out through out the day. But you can see, the time did not drop to reasonable levels until the late morning.

The first dry session is not perfect, there were still dirt and crap on the road from the rain and all the rubber on the track has been washed off. I could not trust myself to go all 9/10th on a corner. I had turned the DSC off once during the day to make some good run. I guess I am happy with the 1"31.73.

Here is the video

Down to 2 choices

Sun, 27 May 2007 05:19:41 GMT

Yokohama A048 VS Bridgestone RE55s

Some driver of a Lotus Exege in Japan written a wonderful blog on it. I grab the best part of it

５５Ｓの秘めたるパワーとは・・・それは縦方向のグリップ力である。技術論については情報不足でご免なさいなのであるが、０４８は縦横どちらかといえば横方向のグリップ力に勝り、５５Ｓは縦方向へのグリップ力に勝ると言われる。

サーキットとすてきなクルマ＆仲間たち - HAL ! 【みんカラ】ブログ

That translate to the 55S secret is on its power related,... as the longitudinal forces/grip is far more superior. And the 048 has a better balance on transverse and longitudinal grip but the transverse grip is far superior.

Then I interpret it as that....

A048 has more transverse grip, faster corner speed.
But RE55s may have better stopping power.
Putting power is combination of both directions of grip so I think they may be the same.
So if I have new pads than it is ok right? Also I will be racing in Winton for the Nats, which the new slicks are for.
Winton is far easy on brakes than another other track I have ever been.

I think I am very much leaning towards A048.... decision decision!

Winton has some fast cars running this weekend

Sat, 19 May 2007 10:44:38 GMT

And I am just as happy to see that on Bigpond TV. It is sort of an opportunity that I can learn the lines and different speed and they produce in a semi wet Winton. I think the qualifying is an eye opener and they do not take care of their cars at all. Curb the car anywhere, even the S bands (1st and 2nd corner). The pic show the only place that I will be comfortably going over, and it is Turn 6 just before entering the first of the cleavage. According to the telemetry of V8 supercar just went faster than me at 1st 2 turns (S bend). They are going around 90-100kmh at the S, and I am on 3rd gear and it will be around 100kmh for sure. Yes I know I know they are in semi wet conditions... haha , they are on wet tyres. It is only fair.

Seeing what they do in the wet, it is amazing that the amount of grip they have in the wet. I can certainly think there will be many places I would loose grip if I am in the my car going around that that speed. Their wet tyre is amazing. I also realise now my lines are perfect for time attack. I perhaps can run the last turn a bit later to get more grip but essentially the same as the lap when Tander nearly clips Todd Kelly's time yesterday.

Seeing they race in the wet, there are many places to pass. And in the wet, it is hopeless to gain grip and I might have just give up!

A good lesson indeed. Await Race 2 and 3 tomorrow.

Oh did I mention that the winner of Race 1 today, Jamie Wincup, has set in my car before and taught me racing?

Two track day for the price of one

Mon, 14 May 2007 14:32:34 GMT

We went to Broadford motorcycle complex to have a track day with driverdynamics. It is a well run day. Kevin brought the rain with them in the morning and we have quite a good sliding run. Then the sun dried the track completely to have the best run of the day for me. I did a 1"09.83 which is 0.57 up from my best last time. I, in fact, did 2 laps of 1.09 which is amazing. There are improvement to be make... like putting a tubro kit in. (just kidding)

Choosing my S-tyre

Fri, 11 May 2007 13:12:57 GMT

S tyre (aka R-spec tyre, semi slicks) is my vital part of the circuit time attack. I have been using the Bridgeston RE55S in 245/40-18, SR2 version. This S tyre is rated from time attack (short or long) to league racing. So the SR compound hit up quick but last very long, which is an all round tyre.

It is criticial to choose the tyre I am going to run at the National, and I found now the compound I am going to use too. It must last long, since I have to make it last the whole 2 days. So soft compound is out and there will be too much testing to do. There is a big group of A048 fan in Japan, and most of the trackkies in Japan are running A048, and not much are running Bridgestone. I really do not know why.

The choice for trackkies in Victoria is very clear. Most people are running Bridgestone or Toyo. It merely because Bridgestone (RE55S) is 2/3 of the price of the Dunlop D03G and Yokohama A048. But I do not find any evidence of the Dunlop and Yoko being a superior tyre. Japanese have in their blog saying that A048 does not last as long as the RE55S. Would that because they chose the wrong tyre?

I will track back to this thread once I have more info but so far I have the official site only.

Bridgestone RE55S, Dunlop D03G, and Yokohama A048. I am leaning on Dunlop at this stage.

Lucky I have alignment done

Fri, 11 May 2007 00:12:19 GMT

Otherwise, I will destroy the new semi slicks that I have. This is what I got from Stuckey when the machine was applied to check the alignment.

The camber was wrong, the front toe was in, and the rear toe is way in (a massive +8.10). It is either a mistake from the last place I went to ... which I suspect since they use a different units of measuring toe (in terms of degree in Centerline). So I think I will stick with Stucky .

I want to max as such in the front as possible. By that the best is to have a person to sit it and balance it out. Adrian muck around a little bit with that and got some since balance with front camber at 2'40" (or 2.6 degree) This seems to be the maximum I could get from the front and that is what I get from Donnellans. Since that time, the car has been handling well and I ain't changing that.

The rear camber is fine since it is slightly less than the front, so I left that.

There has been a big big big push of all four toe zero set up for track use. And slight toe in for the rear for street use (*reference REVspeed May 2007). But I am very conservative on that view and certainly I have tried front toe zero with no great result. The car unwind great but the turn in was horrible. You probably sacrificed the turn in ability with the response of unwinding the car and be more responsive on twisties... But I am willing to get towards zero as much as possible. So I get 1m (toe out) in the front and -2m (toe in) in the rear. That will be a great experiment since my driving has changed so much in the last year.

Monday is Broadford day. I will give it a go. I need a break from work and study now since I am very depressed by it.

Coffee is great at the car wash

Design your own money!

Thu, 10 May 2007 10:42:03 GMT

Yes it is plastic money. It is a major sucker for someone like us, isn't it? Putting your beautiful machine on the card. I am tempted to put myself on it actually.

www.designmycard.com.au

Does it give more incentive to use the card? Or it will be too precious to be used in the C/C machine?