By the by, a picture I found of some blues.
Another selection:
Quite a range..
Another selection:
Quite a range..
Another Cayman
- Thread starter ralphmusic
- Start date
Ralph, At Loton Park i was allowed to drive with my standard set up and told “static less than 108dB”…at Prescott my word that is loud, 112dB you beed to use turn downs…..so who knows if its the encironment or weather or equipment….do JCR do a set if tips with a turn down? If so you can angle them in diffs directions and should pass!
Richard,
The tips just rotate on the stub tubes so you can point the outlet any way but the tester will always stick mic where the sound is coming from. See earlier pics.
The tips just rotate on the stub tubes so you can point the outlet any way but the tester will always stick mic where the sound is coming from. See earlier pics.
Something not quite right with My Porsche app.
Service intervals are 12k miles and sitting in the car with ignition on setting Settings, entering destinations, loading music, WiFI etc. writes journey time and zero miles travelled into app’s log.
Service intervals are 12k miles and sitting in the car with ignition on setting Settings, entering destinations, loading music, WiFI etc. writes journey time and zero miles travelled into app’s log.
ralphmusic said:
Ralph,
Since 3db is a doubling of the sound pressure level (SPL) it sounds as though you were miles over the static test 90dB limit, although you can never have much confidence in some bloke waving a sound level meter around the back of a car and you have to wonder why they bother when there are roadside mics out on the circuit monitoring the drive-by noise levels.
Unfortunately, although SPL measurement accurately represents the sound amplitude, human hearing is both frequency and level dependent and so SPL doesn’t accurately represent how we perceive the level of the sound which is better represented by the loudness metric, and I’m not aware of a simple hand-held device which can measure this quantity, although loudness can be computed readily from a calibrated microphone signal.
Jeff
I have been going around on insurance again.
With Mannings withdrawing and still not announcing their replacement track day cover policy after 5 months of promises, I insured with ClassicLine. They offer good track day cover but max 5k miles, at which point cover automatically reduces to 3rd party only. Since taking out that policy and within my 14 day cooling off period, I have been looking to improve on this, searching for a good track day inclusive policy that doesn't constrain mileage.
I have tried practically every broker* known to man including a 10 event policy with Justin at Moris but nothing else works either practically or economically. In fact, mileage hasn't always been the issue, the number of track days, value of car, insured track use cover limit - and dare I say Anno Domini have all featured. Back on ClassicLine, I will exceed 5k miles after 7 events (Devon can be a trek at times) so I am therefore resigning myself to just buying another ClassicLine policy they don't extend) when I get to 5k miles - it is still better economically and practically than LV £450 plus c£3.5k with Justin for a 10 event package and much much better than buying a tow car and trailer.
* Manning, ClassicLine, Moris, Adrian Flux, Lancaster, Towergate, Reis, A-Plan, Grove & Dean - I think that was all. + Footman James
With Mannings withdrawing and still not announcing their replacement track day cover policy after 5 months of promises, I insured with ClassicLine. They offer good track day cover but max 5k miles, at which point cover automatically reduces to 3rd party only. Since taking out that policy and within my 14 day cooling off period, I have been looking to improve on this, searching for a good track day inclusive policy that doesn't constrain mileage.
I have tried practically every broker* known to man including a 10 event policy with Justin at Moris but nothing else works either practically or economically. In fact, mileage hasn't always been the issue, the number of track days, value of car, insured track use cover limit - and dare I say Anno Domini have all featured. Back on ClassicLine, I will exceed 5k miles after 7 events (Devon can be a trek at times) so I am therefore resigning myself to just buying another ClassicLine policy they don't extend) when I get to 5k miles - it is still better economically and practically than LV £450 plus c£3.5k with Justin for a 10 event package and much much better than buying a tow car and trailer.
* Manning, ClassicLine, Moris, Adrian Flux, Lancaster, Towergate, Reis, A-Plan, Grove & Dean - I think that was all. + Footman James
Having settled on ClassicLine, yesterday I requested cover for the first 3 track days and received confirmation of cover this morning - good service. They also confirmed they cover FAEO circuits / organisers which includes all Goodwood organised days.
I looked at booking the Club's August track day but it is fully booked. Goodwood have a 105dB day in August at £20 less than the Club's August day so I've booked that.
I looked at booking the Club's August track day but it is fully booked. Goodwood have a 105dB day in August at £20 less than the Club's August day so I've booked that.
I see that Track Precision again has a problem exporting vbo files. I have TP version 4.0.2 running on an iPhone 8S with 256GB memory and IOS 15.3.1 and vbo format file export is not working on this version. It is very “disappointing” that this has happened again; a year ago I reported this on an earlier 3.x.x revision and it was fixed after several weeks. Anyway we’ll see how long this takes to get fixed this time.
Brian_Innes
Member
Ralph,
I have also found Porsche Track Precision app problematic when trying to export recorded files. I gave up after several attempts to download data from my iPhone to my computer from Knockhill in 2019. The data is still on file on my iPhone and apart from taking screen shots, that's where it remains.
I also have the Michelin Lap Timer app on my iPhone. It can also be a very fickle and frustrating application. At Knockhill last week it refused to work. Server connection problems were the cause. I didn't have time to faff about with the thing.
Part of the enjoyment of track days is analysing the recorded data at leisure at home. I share your frustration.
Brian
I have also found Porsche Track Precision app problematic when trying to export recorded files. I gave up after several attempts to download data from my iPhone to my computer from Knockhill in 2019. The data is still on file on my iPhone and apart from taking screen shots, that's where it remains.
I also have the Michelin Lap Timer app on my iPhone. It can also be a very fickle and frustrating application. At Knockhill last week it refused to work. Server connection problems were the cause. I didn't have time to faff about with the thing.
Part of the enjoyment of track days is analysing the recorded data at leisure at home. I share your frustration.
Brian
I'm up to 370 miles having visited Haytor on Dartmoor.
and from where you can see the coast over moorland
and from where you can see the coast over moorland
I was at Castle Combe yesterday running in at 4.5k revs with 700 miles in. I'm up at Centre Gravity Friday, Donnington Classic Saturday, 750MC at Silverstone Sunday then back to Devon and with increasing revs, sufficiently run-in for Goodwood a week Wednesday and Thruxton the following day.
A brief diversion, Porsche apps are really problematic. 'My Porsche' still does not display remaining miles despite showing tank % full on a bar display, and still 20k mileage service intervals. 'Track Precision' still can't generate a vbo file download (fixed in last revision but now broken again) and the reason I couldn't connect at Castle Combe was that the circuit has disappeared off the list of circuits. I have also reported similar issues with Android versions for a USA Rennlister who complains that in the US they just get referred to their Porsche dealer who is no doubt a software expert. I am on first name terms with Porsche Connect UK staff who send me Easter greetings.
On track at Castle Combe the car was fine, short-shifting a lot but trying to corner at normal speeds. With a new car I like to do a track day then up to Centre Gravity to sort the suspension. Whilst the car felt OK at the speeds I was doing at Castle Combe, the NS v OS wear on this clockwise circuit was quite different as may be seen below.
NSF
OSF
but NSR was not so pretty with OPR and wear towards the shoulder
Folly, Quarry, Old Paddock, Tower and Camp do load the front NS but I have not seen this level of wear before, particularly to the rear.
Tyre temps were <5 degrees difference across the treads, tyre pressures within recommended for Cup2s and Castle Combe is not hard on tyres. In warmer afternoon temperatures (ambient 17c) and perhaps cornering with more confidence, tyre temps were 15c higher than in the cooler morning sessions.
Front brake disk's holes were clear of brake dust, rears not so much - I'll clean them out before Goodwood next week.
We'll see where we get to at Centre Gravity, what the present alignment is and what Chris' thought are, was it alignment, tyre pressures, pilot, other?
Oh and the aircon seemed less effective than I recall on other cars, it was blowing warm air in the afternoon and on the 2.5hr drive home. This morning off to Exeter Centre, freezing with great aircon which they tested at 6.5c output in 17c ambient...
Ralph
A brief diversion, Porsche apps are really problematic. 'My Porsche' still does not display remaining miles despite showing tank % full on a bar display, and still 20k mileage service intervals. 'Track Precision' still can't generate a vbo file download (fixed in last revision but now broken again) and the reason I couldn't connect at Castle Combe was that the circuit has disappeared off the list of circuits. I have also reported similar issues with Android versions for a USA Rennlister who complains that in the US they just get referred to their Porsche dealer who is no doubt a software expert. I am on first name terms with Porsche Connect UK staff who send me Easter greetings.
On track at Castle Combe the car was fine, short-shifting a lot but trying to corner at normal speeds. With a new car I like to do a track day then up to Centre Gravity to sort the suspension. Whilst the car felt OK at the speeds I was doing at Castle Combe, the NS v OS wear on this clockwise circuit was quite different as may be seen below.
NSF
OSF
but NSR was not so pretty with OPR and wear towards the shoulder
Folly, Quarry, Old Paddock, Tower and Camp do load the front NS but I have not seen this level of wear before, particularly to the rear.
Tyre temps were <5 degrees difference across the treads, tyre pressures within recommended for Cup2s and Castle Combe is not hard on tyres. In warmer afternoon temperatures (ambient 17c) and perhaps cornering with more confidence, tyre temps were 15c higher than in the cooler morning sessions.
Front brake disk's holes were clear of brake dust, rears not so much - I'll clean them out before Goodwood next week.
We'll see where we get to at Centre Gravity, what the present alignment is and what Chris' thought are, was it alignment, tyre pressures, pilot, other?
Oh and the aircon seemed less effective than I recall on other cars, it was blowing warm air in the afternoon and on the 2.5hr drive home. This morning off to Exeter Centre, freezing with great aircon which they tested at 6.5c output in 17c ambient...
Ralph
On the subject of aircon, I too noticed it wasn't as cold as on my previous Cayman and was praying I didn't have a damaged condenser however after 5 mins on MAX AC it now runs lovely and cold. Maybe the system just needs a little time to pump the refrigerant through the pipework on a new car.
Dan
Dan
Ralph,
As noted, a lot of wear on the outer edges of your nearside tyres, but hopefully the geometry check will highlight some anomalies which Chris will be able to rectify.
I’m not sure what’s causing the sluggish a/c issues you and Dan are reporting. It’s almost as though there’s an airlock in the system, but I’m not sure if that’s possible unless the a/c charging hasn’t been done properly at the factory. Maybe you should ask Exeter PC to recharge the system and see if that rectifies the problem?
Enjoy your eventful trackday programme.
Jeff
As noted, a lot of wear on the outer edges of your nearside tyres, but hopefully the geometry check will highlight some anomalies which Chris will be able to rectify.
I’m not sure what’s causing the sluggish a/c issues you and Dan are reporting. It’s almost as though there’s an airlock in the system, but I’m not sure if that’s possible unless the a/c charging hasn’t been done properly at the factory. Maybe you should ask Exeter PC to recharge the system and see if that rectifies the problem?
Enjoy your eventful trackday programme.
Jeff
Jeff,
Off to Exeter Centre yesterday morning to have the Aircon tested. Coming out of the garage which itself was cool, Aircon throwing out very cold air. Following s**s law, Exeter workshop ambient 16c Aircon 6c so it can deliver cold air but I don’t understand why it didn’t Monday when the car interior was quite hot.
Off to Exeter Centre yesterday morning to have the Aircon tested. Coming out of the garage which itself was cool, Aircon throwing out very cold air. Following s**s law, Exeter workshop ambient 16c Aircon 6c so it can deliver cold air but I don’t understand why it didn’t Monday when the car interior was quite hot.
Yes I will be there and hopefully they won’t refuse a GT4 instead of the registered GT3
Finished late at Centre Gravity today so I’ll get hard copies of the settings next week.
Main findings were that the rear ride height was greater than spec, and the usual toe and camber not being consistent across each axle. Had an interesting chat about ways around the rear toe control limitation. Picture of Chris working and how clean the suspension components are on a new dry use only (so far) car.
Main findings were that the rear ride height was greater than spec, and the usual toe and camber not being consistent across each axle. Had an interesting chat about ways around the rear toe control limitation. Picture of Chris working and how clean the suspension components are on a new dry use only (so far) car.
A room with a view in Canon Lane, Chichester.
Some musings on last two week’s travels....
I have now completed 1,850 miles including 3 trackdays, the first of which was with limited revs. The suspension has now been set up by Centre Gravity with settings broadly as my old manual one. The tyre wear noted at Castle Combe was probably attributable to incorrect rear toe and ride height.
The JCR noise reduction tips did allow me to run at Thruxton with its 90dB static limit, however the variability of test results is ‘interesting’ - Goodwood recorded 90.1dB; Thruxton was 91.0dB having recorded 92.7dB two weeks earlier. Anyway with the tips I don’t need to worry about static or drive by noise.
I had Gary Marsh coaching at Thruxton and understanding lines and braking points at that fast and wide track made running at speed a lot more comfortable. Gary drove the car for a few laps and on the one lap with only one car to overtake (*edit "3" having rechecked the overexposed GoPro footage") recorded a 1:31 according to GoPro. Thruxton is open and very fast average speed although the maximum was only 135 up the hill before braking for the chicane.
Gary’s comments on the car:
Overall, at Thruxton (which is a high speed/abrasive Circuit) on a dry day with lots of grip, I felt the car was lovely to drive. It was really accurate without being too “sharp”. Very nice initial turn in, the front to rear rake (based on the relative ride heights) is in my opinion a very positive contribution to steering accuracy.
Many GT4 suffer from understeer, yours doesn’t unless you pick up the throttle too early.
Front to rear grip showed a nice balance. With the electronics knocked off there was a good progressive rotation under power. Braking was stable & “arrow straight” which indicates that your toe angles are spot on.
So all credit to Chris Franklin at Center Gravity
Tyre tread depths are between 4.5mm and 5.2mm (6.2mm generally on new Cup2) so tyre wear is reasonable.
On my old Carerra GTS, 3.8 Cayman and GT3, I’d run PDK in auto mode on track, overriding its gear selection as required. This version does not seem keen to drop a gear or to learn, holding third into the chicanes at Goodwood and at Thruxton when second is required and so manually selected. The answer of course is to use PDK Sport which always seemed to me to be overly frenetic but it does work better on track. The other difference I noticed with this PDK is that it does not creep when stationary in gear, which avoids having hold the brakes on.
At Thruxton the brakes were immense, braking just past the braking marker from over 130 for the chicane lap after lap with no fade. Gary was impressed saying there was no difference in the braking performance between my iron discs with PFC pads and his GT4 with PCCBs. The day before at Goodwood, in the afternoon I was braking from mid 140s just after the 200m marker into Woodcote so the brakes have really been tested this week.
Yesterday was spent cleaning out the drilled holes in the disks, and checking tyre and pad depths. The striking thing was the wear to the rear PFC 332 pads (down to 6mm material from 11mm new) and the amount of debris (pictured below is the junk from just one rear disk) in the holes and from the back of the discs. There was other peoples’ rubber (OPR) in the rear brake assembly and so some of the debris pile is from that. I hate to think how much is lodged in the undertray but out of sight...
Front pad wear (PFC 331) is low, pad depth is 9mm from 11mm new. I presume high rear pad wear is either Porsche’s rear braking stability software intervening or the rear pad material being softer than the front, more likely the former. I never saw this on the manual GT4 so it must be true that PDK is faster
I keep a set of spare pads so I’ll try to get these fitted next week before Castle Combe a week Monday.
This weekend’s task was cleaning all the brake dust, OPR and general dirt off the car which is made easier with the PPF and ceramic coating. There were a lot of marbles at Thruxton and generally the track and paddock areas are way behind tidy Goodwood. I had a garage at Thruxton and the floor hadn’t been swept (I cleared away some tyre puncturing sharps).
Porsche’s Track Precision continues to be a PTA. The latest oddity I noticed is how far it thinks it is from the pit lane to the start/finish line.
I had two new (to me) TDO for Goodwood (Opentrack) and Motorsport-Events for Thruxton. I much preferred the former and probably will not use the latter again.
On insurance, I emailed ClassicLine on Bank Holiday Monday to add cover for some more trackdays and I got a reply the same day. Another
I have now completed 1,850 miles including 3 trackdays, the first of which was with limited revs. The suspension has now been set up by Centre Gravity with settings broadly as my old manual one. The tyre wear noted at Castle Combe was probably attributable to incorrect rear toe and ride height.
The JCR noise reduction tips did allow me to run at Thruxton with its 90dB static limit, however the variability of test results is ‘interesting’ - Goodwood recorded 90.1dB; Thruxton was 91.0dB having recorded 92.7dB two weeks earlier. Anyway with the tips I don’t need to worry about static or drive by noise.
I had Gary Marsh coaching at Thruxton and understanding lines and braking points at that fast and wide track made running at speed a lot more comfortable. Gary drove the car for a few laps and on the one lap with only one car to overtake (*edit "3" having rechecked the overexposed GoPro footage") recorded a 1:31 according to GoPro. Thruxton is open and very fast average speed although the maximum was only 135 up the hill before braking for the chicane.
Gary’s comments on the car:
Overall, at Thruxton (which is a high speed/abrasive Circuit) on a dry day with lots of grip, I felt the car was lovely to drive. It was really accurate without being too “sharp”. Very nice initial turn in, the front to rear rake (based on the relative ride heights) is in my opinion a very positive contribution to steering accuracy.
Many GT4 suffer from understeer, yours doesn’t unless you pick up the throttle too early.
Front to rear grip showed a nice balance. With the electronics knocked off there was a good progressive rotation under power. Braking was stable & “arrow straight” which indicates that your toe angles are spot on.
So all credit to Chris Franklin at Center Gravity
Tyre tread depths are between 4.5mm and 5.2mm (6.2mm generally on new Cup2) so tyre wear is reasonable.
On my old Carerra GTS, 3.8 Cayman and GT3, I’d run PDK in auto mode on track, overriding its gear selection as required. This version does not seem keen to drop a gear or to learn, holding third into the chicanes at Goodwood and at Thruxton when second is required and so manually selected. The answer of course is to use PDK Sport which always seemed to me to be overly frenetic but it does work better on track. The other difference I noticed with this PDK is that it does not creep when stationary in gear, which avoids having hold the brakes on.
At Thruxton the brakes were immense, braking just past the braking marker from over 130 for the chicane lap after lap with no fade. Gary was impressed saying there was no difference in the braking performance between my iron discs with PFC pads and his GT4 with PCCBs. The day before at Goodwood, in the afternoon I was braking from mid 140s just after the 200m marker into Woodcote so the brakes have really been tested this week.
Yesterday was spent cleaning out the drilled holes in the disks, and checking tyre and pad depths. The striking thing was the wear to the rear PFC 332 pads (down to 6mm material from 11mm new) and the amount of debris (pictured below is the junk from just one rear disk) in the holes and from the back of the discs. There was other peoples’ rubber (OPR) in the rear brake assembly and so some of the debris pile is from that. I hate to think how much is lodged in the undertray but out of sight...
Front pad wear (PFC 331) is low, pad depth is 9mm from 11mm new. I presume high rear pad wear is either Porsche’s rear braking stability software intervening or the rear pad material being softer than the front, more likely the former. I never saw this on the manual GT4 so it must be true that PDK is faster
I keep a set of spare pads so I’ll try to get these fitted next week before Castle Combe a week Monday.This weekend’s task was cleaning all the brake dust, OPR and general dirt off the car which is made easier with the PPF and ceramic coating. There were a lot of marbles at Thruxton and generally the track and paddock areas are way behind tidy Goodwood. I had a garage at Thruxton and the floor hadn’t been swept (I cleared away some tyre puncturing sharps).
Porsche’s Track Precision continues to be a PTA. The latest oddity I noticed is how far it thinks it is from the pit lane to the start/finish line.
I had two new (to me) TDO for Goodwood (Opentrack) and Motorsport-Events for Thruxton. I much preferred the former and probably will not use the latter again.
On insurance, I emailed ClassicLine on Bank Holiday Monday to add cover for some more trackdays and I got a reply the same day. Another
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