Porsche 944 sp1 owners guide

SCCA Race report from Road America May 29/30 2009

nospam@example.com (Billy Newport) — Mon, 01 Jun 2009 05:15:30 -0700

We just got back from two days of racing the Porsche 944 sp1 in an SCCA ITS class. The car isn't competitive in ITS but it is fun to race with Spec miatas etc. The fastest car in ITS did a 2:42 and I was managing 2:55s. Mark Repka has the record in a 944 sp1 and he managed a 2:46 which I haven't a prayer of doing for now. But, most of the Miatas were around my pace so while class racing is out, the SM guys are lots of fun to race with.

The weekend was 4 sessions. A qualifying and a race each day. The race is 10 laps and qualifying was 40 minutes. First qualifying went well, I did a 2:55 which is 8 seconds faster than 3 weeks ago and I put that down to line adjustments and a fresh set of tires which had a lot more grip. My RA1s from 3 weeks ago are hard and had little or no grip. I ended up 4th in class. Rob had a gravel excursion in Canada corner and banged up his belly pan so we had to straighten that out and reattach to the car.

Saturdays race was fun. The grid procedure was pretty easy and Rob was maybe 6 spots behind me. It was pretty uneventful for myself, I managed a 2:57 in the race mainly because of traffic. Rob had a spin trying to pass me in to T5 and then wrecked the car in Canada when he was brake checked by another car, he put his outside wheels off the track and it looped him and threw him in to the inside wall and then he bounced across to hit the outside wall also. The car is bent and is a parts car now. He went to hospital with a sore neck and was released later that day and cleared to race.

Sunday was the same format. My qualifying was disappointing, I was hoping to do a 2:52/3 but I got held up by a car and only managed a 2:57 in the end. That moved me down the grid for the race but I had a lot of fun racing and did a 2:55.4 in the race which was quicker than the previous day. I'll post video when I get it all updated.

Overall, aside from Robs bad luck, it was a great weekend and I've two more races in the bag.

DEI Header wrap works

nospam@example.com (Billy Newport) — Mon, 01 Jun 2009 05:11:45 -0700

3 weeks ago at Road America I noticed my water temperatures were about 2/3s (late dash) and my oil pressures were between 2 and 2.5 sometimes which made me nervious enough to pit and check things. I bought some DEI Header wrap and wrapped the front and rear headers. I also used DEI cool tape on the fuel lines which cross over the 3 header in my car.

I was back at Road America this weekend racing with SCCA. The water temperaturs were about 1/3 in more or less similar driving conditions and the oil pressure was around 3 mostly so the tape looks to definitely improve things.

Doing some maintenance on my Porsche 944

nospam@example.com (Billy Newport) — Sun, 24 May 2009 17:36:35 -0700

Changed the oil and cleaned the air filter. The oil filter needs 14 ft/lbs of torque when you put it on. My air filter was filthy, covered in rubber tire pieces. The inlet is inside the driver front wheel well and it appears to pick up rubber debris from the track. I've ordered a new K&N filter which I'll have on Tuesday and the right driver wheel bearings and seal will be here also tomorrow.

I had to put over 6 quarts of 15W50 oil in it when I did the change which seems like a lot and no, there isn't a puddle under the car.

Post enduro maintenance

nospam@example.com (Billy Newport) — Sun, 24 May 2009 09:51:18 -0700

I'm racing next weekend again with SCCA in ITS in my Porsche 944 sp1 car. I'm checking the car and the front right wheel looks to have some bearing play so it's time for new bearings. Everything else looks good but the tires (the original RA1s) look finished so I'm going to try get new tires for the weekend.

Road America report, May 2009

nospam@example.com (Billy Newport) — Sun, 24 May 2009 09:49:05 -0700

I just did a NASA 3 hour enduro race at Road America. I ended up 4th in class and 10th overall out of 22 cars in all classes. The 944 sp1 competed at an E2 car and thats odd with that class is that tires are open. So, I could have driven on slicks and still be legal. The car used about 30 gallons of fuel during the event and performed pretty much flawlessly. I ended up running 'slow' 3:06 average times with a fastest of 3:03. The winning car in my class had a 2:58 with about a 3:00 ish average so I was happy with what happened.

Getting car ready for first event

nospam@example.com (Billy Newport) — Wed, 08 Apr 2009 19:05:33 -0700

First event this year is a double SCCA regional at Mid America Motorplex. 1:50.1 is the record I think on RA1s for an sp1 944 there. ITS which is the competition I'm entered in has a lap record of 1:44 for a ITS prepared car. Most horse power and slick tires. Not to worry though, there are always people to race against. There are some spec miatas so the cars are competitive. Don't have much to do to prep the car. Bleed brakes, switch to water for the radiators as no antifreeze allowed in race cars. Tires are good and I have another set of pads and R888 tires. Leaving next Friday to get the car teched and then it's two races. I'm hoping to do the NASA Road America Enduro the following weekend. 3 hours of track time at Road America, pretty awesome. That'll wear at least a set of tires.

PCA DE with Nordstern at Brainerd, June 21st

nospam@example.com (Billy Newport) — Mon, 23 Jun 2008 05:45:35 -0700

It was a funny weekend for me. I almost lost the car on Saturday. The car was very loud over the bumps in the pit out but it sounded like it did every other time. This turned out to be a big problem. Riding over the curbs in T3 the car felt very wierd. and wouldn't turn right after it. I got a pointed flag at me and I pitted. The right front wheel was showing a ridiculous amount of camber. After I got back to the stall (slowly) we jacked it up and the nut on the right shock securing it (tightens the shock against the camber plate on top) was missing. The whole shock was inside the wheel well on that side. The left hand shock nut was still there but loose.

The banging was the shocks bouncing up and down because the nuts were loose. The problem looks like the original nuts are lock nuts BUT with the locking washer AND the camber playes there isn't enough thread for the lock threads to grab so it's loose.

A trip to Ace Hardware found a replacement nut, an M14 with fine thread but they didn't have a locking one so I got blue loctite also. We removed the locking washer on the surviving shock and then blue loctited both nuts and impacted them down. If you didn't know already, if you need bolts/nuts etc then don't bother going anywhere other than Ace.

My brother (mechanic) says with a metal monoball that all the vibration goes through the nut and it wouldn't have enough thread to lock with a locking washer and camber plates. He says you need to check those all the time as it's easy to vibrate the nut loose with a metal monoball.

The adjuster knob was bent over at like 45 degrees from being in the well and the threads on the inside of the shock were flattened from rubbing up and down against the camber plate with the nut loose but the shock seems to work fine. Least now I know what a loose front shock sounds like, I didn't before. I think they have been loose for a while now.

Lap times wise, I didn't do anything special. I mostly rode around on my own and ended up with a 2:07 flat on the logger. Not much of an improvement (2 seconds) but I found it hard to get two fast laps together with traffic. The theoretical improved for me from a 2:07.9 to a 2:05.4 (holds up to the couldnt get two fast laps) and I can see myself carrying more speed in T2 and through most of the turns. I spun the car in T10 trying to trail brake and almost did it in T3. It's easy to use a little too much pedal and then around it went. It stopped pretty fast with both feet in and then I screwed up when I turned the car around (i.e. pointed in the right direction). Trouble now is I can't see the corner worker at T10 to tell me when to go.

T10 has new pavement on the inside which means you can take it in 4th now (for the brave) so it's going to improve lap times. A lot of us were still using the old line though. I started taking T7 in 4th instead of 3rd and it does help carry more speed through T8/T9 but you need to be fast to avoid bogging the engine down.

Hotel wise, the Rodeway Inn on highway 210 and 371 is ok I'd say. More motel than hotel, no internet. It's not somewhere I'd book with the family but for 80 bucks a night, it's fine for what it is. The rooms were clean and I'd stay there again.

The transmission was acting up also. Sometimes, I can't get it in to first but it shifts between all the other gears just fine. If I'm not moving then it will go in to 1st just fine. But, on the track it's not an issue. I'll drain the tranny to look for pieces of metal regardless.

My hawk blue pads look like they will last forever wear wise. I may try a set of Hawk Blacks on the front next time though. It's hard to trail brake with the blues and the black may be easier to modulate.

Happy enough with the weekend. Could be a lot worse...

SCCA regional license approved

nospam@example.com (Billy Newport) — Thu, 12 Jun 2008 17:20:53 -0700

I just checked the SCCA site and my status has changed to regional license so thats cool. So Bondurant gets you a regional license. I'm waiting now for it to show up in the mail and then I'll apply for the PCA license.

Bondurant Gran Prix Racing school 4 day review

nospam@example.com (Billy Newport) — Mon, 02 Jun 2008 15:23:10 -0700

So,

It's done, I completed the 4 days on Friday and it was pretty good. I learned a lot and hopefully am a little smoother and faster now. The total cost was 4200 for the 3 day school which I extended to 4 days at 4800 USD. I paid 300 dollars for insurance (still a 6k deductible!). Hotel was the Wild Horse Pass Sheraton at a Bondurant rate of 130 a night and this is a nice hotel. Looks like Disney designed it. I flew there on Sun Country for 340 bucks return.

Day 1:

Day 1 was class room, braking drills, lane change drills and heel and toe drills. No track time but drills. This was annoying me at the time because it looked like no track time till after lunch on day 2 and that didn't strike me as a lot of track time. The drills were basically illustrating steering the car with brake and throttle inputs, spin recovery in the special Caddy and getting used to the car. They also have an oval with an increasing radius turn and a constant radius turn for practising heel and toe and trail braking. Bondurant is huge into trail braking and when you see the instructors do the oval then it's pretty impressive.

The cars were 08 C6 vettes with < 100 miles on the clock. Very fast (430bhp) but almost completely stock except for corbeau seats, a 4pt harness, performance friction high temp pads and good year eagle tires. The stock pedal position meant I couldn't heel and toe at all well in them. The throttle pedal is in a different zip code than the brake and is 'high' when you're on the brake. I had a lot of trouble down shifting as a result. Most people were managing just fine so I think this was just me as far as pedals go but I'd use sneakers rather than racing shoes no matter what.

Day 2:

Skid car day and this was fun. Driving in an oval pattern, and a figure of 8 as the instructor using the outboard wheels to induce varying degrees of oversteer and understeer. The importance of vision and smooth pedal inputs were pretty clear here and it was fun all around.

We went to the oval in the morning but I almost wrecked the car in a tire wall basically because I over focused on downshifting and given my difficulties and having the instructor in the car with me, I brain farted and was lucky to escape with just a dusting. I switched to my clogs (Keens, I kid you not) in the afternoon and shifting was much easier than in my racing shoes.

We went to the track in the afternoon on the medium circuit with the carosel and the lake loop and now it becomes a lot more fun. The racing suits that are provided are kart suits which were uncomfortable in the heat. I used my Sparco XL suit on the following days and it's a TON better and for the money, I guess it should be.

The afternoon sessions are where the drills before started to make sense. I needed to smooth the pedal inputs and trail brake more. I was focusing on my turn in point rather than looking through to the apex. This meant I was overslowing the car and then was unable to trail the brakes most of the way around to the apex. I improved at this steadily but I'm no where near as good as the instructors who drive the vette like a momentum car in to the turns. Pretty cool

Day 3:

They did some skid car again and then ran the same circuit as the day before. They opened the full track in the afternoon which is pretty manic. Couple of elevation changes and you can almost get to 4th gear. The vette is a pretty powerful car and you can definitely start to feel the whole car under your right foot exiting corners. I got better at vision, lighter braking into turns for higher entry speeds and extending trail braking times. I got better opening up the steering at apex and then using the throttle to push the car out to track out etc. This became a lot of fun after a while. We got around 5 hours of track time this day. I was doing a lot better towards the end and was hanging with a PCA instructor doing laps so it was fun seeing where he was catching me and where I was pulling away and it evened out of course as the laps piled on.

Day 4.

Switched to a Formula Ford 1600 (1200lbs, 110bhp) and then just did laps again for the whole day. Maybe 6 hours of track time on day 4. Cars were very fast through the corners and you can use all the gears on the full track but I didn't try to grab 4th and just worked on better trail braking, carrying more speed in to the turns and going faster out of turns with gas. The instructor again was wicked fast, sometimes a gear higher than even the fast guys in the class. We did two race starts and a restart in the afternoon to do all the SCCA stuff.

Class wise, I was in the middle part of it I think. There were 3 guys from Bridgestone (tire test drivers) who were very fast. Then there was an older guy who could hang with them. Then there was myself and 2 or 3 others and we were about the same. The class was 12 people altogether.

Results

My grade as the end was a 3.5/5.0. Darl Jr and kart guys have the highest rating ever which was 4.5/5.0 so I'll take a 3.5. The course qualifies me for an SCCA regional license which I'm about to send the paperwork to Topeka for so I could be able to race NASA, PCA and SCCA now.

Is it worth it? I think so. I was frustrated on day 1 but once we started hitting the track then it became a lot more fun and I found myself remembering the drills on track as I tried more stuff to go faster/smoother. So in hindsight, the drills were frustrating but they were valuable.

What didn't I like?

I didn't like the 4 pt harnesses in the vettes. I don't feel safe in them. The Formula cars also were 4pt and I found myself having to push myself up periodically because you slide down. 6pt belts would be appreciated. Windows are down but there are no window nets. There isn't a lot of runoff on some places on the track. You need to be careful. I'd prefer more runoff just so you can try stuff out and not destroy a car.

The car

The vettes are a very fast car. 430bhp and the thing just pulls like a son of a gun out of turns. An eye opener for a 60k car. The car has full stability management enabled. This works well. I'm a fan of these on the track, keeps people of out trouble. If it's coming on then mostly it's the driver screwing up. Most people that turn these systems off end up in the wall. I think with a high enough skill level it becomes an issue but the instructors can throw these cars around the track with no issues so when a student can drive at the same level with it on then look to turn it off. The advanced racing school allows it to be changed by the student to competition mode and finally all off.

What did I learn?

Vision is huge. Look where you want to go. Looking further ahead lets you go faster, smoother. Trail braking is a very fast way to enter a corner and keep the car balanced even in a car that understeers like the vette. Opening up the wheel lets you use the gas to position the car out to track out. Using the pedals to 'steer' the car became more natural as the school progressed. Vision is actually the biggest deal. I'm looking further ahead and hitting apexs, entering corners faster becomes a lot easier once you look out to the next point. I need to be smoother releasing the clutch downshifting and smoother getting on the gas at apex. But, it's not 944 spec car, right? Of course it isn't but it is a front engined rear transaxle car so it's similar to a 944, more similar than a 911. The school has a heavy emphasis on momentum driving so I'm happy what I learned can be applied in the 944.

I think I'll head back in the fall for the 4 day post grad course so it must have been alright

Porsche 944 sp1 at Brainerd with BIR Performance School

nospam@example.com (Billy Newport) — Tue, 13 May 2008 14:27:46 -0700

Just got back for the cars first outing at Brainerd. BIR Performance School had an open track day and it was awesome. The car just 'worked'. I set the tire pressures to 30psi cold in the morning and forgot about them the rest of the day. I was running 2:07 to 2:10s on open laps. The car is very fast through the infield and technical sections. I managed 1.3G lateral through turn 4 which is pretty impressive. A friend was there also with another 944 spec and he managed a 2:04.7. Both cars were continually logging and the cause of the problem was quickly identified. Turn 10 is the last turn at the track before the main straight which is almost 1.5 miles long with two turns on it, the first is flat out (120mph) and the second is around 110mph. Clearly, screwing up that corner before such a long high speed run can product bad lap times and that was it.

Rob was killing me out of 10 and carrying maybe 5mph more than me and 5mph over a mile and a half adds up to around 2.7 seconds. The data was interesting comparing both of us. Rob is more aggessive on braking. Hitting the brakes as soon as he's off the throttle and then getting back on the gas very quickly when he stops braking. I was more gingerly so I was slower to hit the brakes and slower on the gas, waiting for the apex sometimes before giving it all the gas. This helped him a lot I think on T10 and T8 but everywhere else, sometimes I was faster then he was, we're talking tenths of seconds here on the infield. T10 dominated though. Of the 2.7 seconds, I lost about 1 second from T1 through T2 basically because I had a very low line through T1 and was scrubbing a lot of speed. I should have gone higher up the banking and swooped down to the apex instead of following the inside of the track which is what I was doing.

The car performed perfectly. Brakes, tires, engine temps, everything. Car was turn key in operation. It burned almost no oil during the 6 sessions, some of which were double stints. I got around 3 hours of track time altogether so that was cool. I was pretty tired after it, it takes a lot of concentration, it's like driving in snow for a long time, it wears you down. Driving through T1 and T2 flat out takes some concentration to avoid any 'issues' and T9 under the bridge is similar. I was pretty soppy headed this morning when I woke up but it's nothing to what Bondurant will be like in two weeks. I'm in Japan next week, flying back on Saturday. Then on Monday I'm flying to Phoenix to do the 4 day Bondurant racing school which is 4-5 hours of track time in Corvette C6s for 4 days which should be a test of will but I'm looking forward to it. Brainerd was a good warmup, I know what I was doing wrong so I can work on them and talk with the instructors about it at Bondurant and hopefully, I'll be faster and smoother afterwards with my competition license in hand.

Car almost passed SCCA tech

nospam@example.com (Billy Newport) — Sun, 20 Apr 2008 11:48:51 -0700

My belts were expired (2 years is the maximum age), I need steel bars for the bottom of my net rather than aluminium and I need a real battery cut off on the main positive line rather than a relay/switch system which is what the car has right now.

More Porsche 944 weight information

nospam@example.com (Billy Newport) — Sun, 30 Mar 2008 16:03:39 -0700

The front rubber bumper protectors weigh 0.8kgs each. I just took both off the front of my car to save 1.6kg or 3.5lbs ish. My car is front heavy so I'm staring at what I can pull out of the front.

Car back after cage work

nospam@example.com (Billy Newport) — Mon, 25 Feb 2008 18:45:15 -0800

2800 dollars later, the car is back with NASCAR door bars, the driver seat attached to a steel frame rather than the floor, a starter button, no steering lock, new window nets on each side. The car now weighs 2529 without me in it with 5/8 tank of 91 gas in it. My tank is 21 gallons so thats 82 lbs (6.25lbs/gallon) so the car weighs 2447lbs no gas. I'm weighing 185lbs right now which puts the car empty with me at 2632lbs. Finish the race with 2 gallons means 2650lbs ish. I'm hoping to lose 30lbs between now and June so that drops me down to 2620 with 2 gallons which is fine. The minimum weight is 2600 with the driver.

The weight balance with me in it right now is:

LEFT 1390 (51.2%) RIGHT 1324 (48.8%)

FRONT 1344 (49.5) REAR 1370 (50.5)

LL/RR 1288 (47.5%)

The total weight is 2714lbs with I think 5/8s gas.

My garage floor slopes down slightly towards the rear of the car so the numbers may be off slightly.

Never, ever buy a ChrMo cage

nospam@example.com (Billy Newport) — Wed, 06 Feb 2008 17:40:47 -0800

The car is at carraige customs getting nascar bars, a stronger seat mount and a better net mounting system for the windows. The killer cost on this car is the cage is chromoly. It's SO FRIGGING expensive to have work done on it, it's just silly. I reckon the first thing you should do on seeing a car with a chr mo cage is rip it out and replace with a DOM or mild steel cage. It's just not worth the hassle. Adding door bars may end up costing 1400 bucks

Gutting the doors of a Porsche 944

nospam@example.com (Billy Newport) — Fri, 04 Jan 2008 19:28:17 -0800

I just gutted my doors. This involved removing the black fascia on the door. Next, unbolt the electric motors. The motor and scissors should be loose in the door. The glass just pulls out. This weighs 3.8kg/8.36lbs per side. Once the glass is out the remove the motor by pulling the scissors through the upper hole in the door. This is the whole between the door lock and the door pull. The scissors can be pulled up through this and then the motor will follow. Don't forget to unplug the motor cable. I found this to be very difficult. The motor and scissors assembly weights 2.6kg/5.72lbs per side. The door liner weights 1.6kg/3.52lbs per side.

The total weight reduction so far is 8kg/17.6lbs per side or a total of 16kg/35.2lbs for the glass, liner and motor.