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Well on Monday I participated in an HPDE at Watkins Glen. Since this will be the host track for ZCON ’05, I figured I would write up a little primer on it while it is still fresh in my mind, and add some of my personal stories from this week, so bookmark it if you like for reference, oh, say, the first week in August =) I spent quite a bit of time on this, so you damn well better appreciate it! Watkins Glen is, in my opinion, one of the premier tracks in North America. The long course (Grand Prix course) is 3.4 miles long, and is simply spectacular. [I approximate my best lap times in the 2:30’s. That’s a long course!] Say what you will about Nascar (I’m not a fan), but they bring big money. Since WGI holds Nextel Cup races, they have outstanding facilities. And since IRL is going to be running there starting this season, so WGI underwent $6 million in capital improvements this offseason. Now, WGI is notorious for its lack of runoff, making for a very slim margin for error. They have now widened parts of the track, relocated most guardrails farther back from the track, cut down trees which were potential targets of agricultural excursions, and replaced gravel traps with paved runoff areas. (I am officially the first person to have an off-track excursion on one of these new runoff areas [see below], so they have my personal thanks.) The track is vastly improved, but still very unforgiving, as I will explain. I took a few pictures in the Watkins Glen area the night before the HPDE. In Geneva overlooking Seneca Lake.
 At Watkins Glen State Park.
 
WGI main gate, the night before:
 And the day of. You can’t see much of the track from the paddock area, and I was kind of busy with other stuff, so I didn’t take many pics. At WGI with the only other Z:
 The WGI garage:
 Me and a GT3. This guy was in the novice group. While I give him credit for wanting to learn and having the stones to take a car this expensive on the track, part of me wonders why the hell he wouldn’t start with something cheaper, slower, and more controllable. There was a Viper there in the same novice class; neither are good cars to start off with. This pic is near the end of the day, you can see how filthy my Z is.
 Random cool pic of an M3 on the front straight:
 Pic of one of my random camera setups plus my sweet ass helmet. Totally unsafe and “illegal” way to mount a camera, in case you were wondering.
 Well, first I will rant about my day, and then I will talk about WGI in general. Weatherman predicted scattered showers, but I woke up to mostly clear skies, so I was psyched. Well, by the time my first session was about to start, it was raining, and snow flurries had started. WTF? It’s *May*, dammit. On top of that, it has been 6 months since my last HPDE, and I think 4 years since I’ve been to the Glen. Needless to say, I had a rough start. I couldn’t find my groove and I was getting passed left and right. On top of that, because of the new big brakes, I had to relearn the car. Doing an HPDE in the rain (let alone semi-freezing rain) is a whole different animal. It’s frustrating yet also an excellent learning experience. On the back straight, where I normally hit 130 mph, we were barely hitting 100. But think about that, 100 mph in the rain. Damn. In case you were wondering, no one crashed. The afternoon sessions were, for the most part, dry. I took an instructor the first 2 sessions to help ensure that I was getting the proper line before I set off on my own. Like I said, it’s been a while at WGI. Plus, I never turn down an opportunity for someone with more experience to provide free advice. Remember, there is always someone who knows more than you. Second session I started to feel comfortable, and by the end of the day I was hauling ass again. Definitely far from the fastest out there today, though. I don’t know if it is because it’s early in the season or what, but today’s groups had probably the highest overall skill level of any HPDE I’ve ever done. Definitely some top quality drivers out there today, which of course elevates everyone’s game. I then did some poking around, and could not find a single driver in my group running street tires; they all had race tires. I didn’t check every car, but damn now I feel better about merely hanging with these guys. It’s amazing how hard you can work to close the gap, spending laps just to get closer to the car in front of you, then make one small mistake and undo all that work. I was “chasing” a particular car, getting to the point where I was about to pass, and early apex’d one turn, causing me to lose all momentum, drop back a ways, and negate all the effort to close up. Here’s my off-track excursion. Came down the front straight into turn 1 too hot, as I got on the brakes hard (you can hear them chirp) I could feel the back end get light. I opted to use the runout rather than try to take the turn and risk a spin. For the record, I pointed the M3 by (and lifted off the throttle) because he was faster in the corners, no way he could hang in the straights. =) My instructor later claims that I could have made the turn, but I didn’t want to chance it. Since we were the first cars on the track this season, and that runout is brand new, and I was the first car to go off track, I unofficially christened it =) Last year that runout was a gravel trap that would have probably ended my day. Believe it or not, that was my first ever off-track, minor as it was. Off-track excursion My impressions of my setup: Suspension & tires: I recently installed RS*R springs and new OEM shocks, plus some bushings. The springs are nice, the car handles well. The OEM shocks on touring cannot handle the spring rate, the car is very bouncy. On sport setting, they are adequate, but barely. Keep in mind I’m pushing the car pretty hard. As far as tires, I’m running Toyo T1-S. They were very, very good in the rain. They are also pretty damn good in the dry. However, I noticed (and I’ve seen this before), that after about 20-25 minutes, they start to feel really greasy and loose (which I guess is to be expected with street tires). Not a good feeling. At that point, I start to really notice the HICAS kicking in, again, not in a good way; back end starting getting very loose. Today was the first time I ever really noticed HICAS in a bad way, and I think I may ditch it. I’m torn about R-compounds. I think I still have more to learn on street tires, but they won’t stay predictable through an extended session. I really don’t want to haul two sets of wheels to the track. I’m debating some kind of half-ass R-comp, like the Yok A032R’s, that I can drive to the track…opinions welcome. My other issue is long sweepers. It’s probably the tires (or maybe something I’m doing wrong), but I just can’t hang in the long sweepers. I catch faster cars in the tighter turns and on the straights, but in the sweepers I always lose ground. Can’t figure that one out yet. Example, turn 5, the right hand sweeper just after the inner loop aka bus stop. Brakes: The RMS Wilwood kit has absolutely phenomenal braking power, and not a hint of fade even after repeatedly hammering them. In that respect, I was extremely happy. (Check the end of the 2nd hot lap video) They are so good that the back of the car was getting a bit light, combined with the issues mentioned above; I think I need to go to a more aggressive rear pad to help maintain the proper balance (currently Hawk HPS in back). However, I have had some issues with the Wilwood setup. The initial issue was a horrible metal grinding under braking, which was solved by ditching the Wilwood Polymatrix E pads for some Hawk HP+. No one can explain that one, because lots of ppl use those pads with no issues. And the continuing issue is that of shudder. At any speed above 50mph, any application of the brakes causes significant brake shudder, to the point where it upsets the car’s balance. I’m still trying to work this out, and FYI Russell has been great throughout the whole process as this is an unusual and abnormal situation. As the day went on, the shudder became less and less noticeable, but still present at an unacceptable level. Like I said, still looking into this. Power: No issues =) I had the nicest compliment paid to me by a random guy at the track. Walked up to me after a sessions and told me, "nice driving." Well I learned what he was driving, I returned the compliment, as he deserved it. He then said, "I've always loved these, but I've never seen anyone drive it right before today." I put that compliment right up there with Paul@Avalon's after the Zcon '01 trackday: "Pat sure can drive." My instructor also said during the second session: "You must have had your Wheaties at lunch, you're driving like a bat out of hell now." lol. Here’s a complete lap of WGI. The line is fairly good although there are a few mistakes. For the record, the Camaro in front of me had Hoosiers that had to have been at least 300mm wide…but as you can see, I kept up on the straights and kept it reasonably close for most of the lap. In fact, I let off the throttle in the front straight because I caught him but there was no way I was going to pass. Hot Lap at WGI 
Here’s another video with a different camera angle, some quick and dirty editing, music added. The vid has some passing, so although I am pushing it harder, I get caught up behind some slow cars here and there. Watch at the very end the outstanding Wilwood brakes as I nearly end up in the trunk of an SRT-4 who unexpectedly brakes early because of traffic. Yet another Hot Lap Let’s go through the major points of a lap real quick. Please note, although I have a few track days under my belt, I am not an expert, these are my impressions of this particular track in my particular Z32. (Don’t let me screenname fool you, it’s as much a joke about my running abilities than a play on my love for roadcourses. I’m not that narcissistic.) As the first vid begins, we are entering the front straight in 3rd gear, upshift to 4th as needed. Turn 1, stay off the curbs, and watch out for cars entering the track from the pits. Ideally you want to be on the throttle all the way through turn 2 (maybe a lift, but no brake), through the esses (3 & 4) and onto the back straight, although I wouldn’t recommend it at first. The esses can be harrowing, it feels like you are heading straight towards the wall (with no runoff) at several points. The car gets light through turn 3 (1st half of the esses) and if you screw up here you are in trouble – you need to be very smooth and confident! I upshift from 3 to 4 during the esses…I tried to avoid it, because you don’t want to unsettle the car here, but as I got better and got on the throttle earlier and stayed on all the way through the esses, I ran out of 3rd gear. As you hit the back straight you will probably hit your top speed on the track (for me, winding out 4th gear, around 130+ mph). Brake for the bus stop, stay smooth…stay off the new curbs! Turn 5 is a sweeper with a very late apex, no runoff if you hit it early! As you approach turn 6, you are going sharply downhill, and 6 is deceptively tight…brake hard and early! Turn 7: Don’t do what I did in the first vid; stay left, late apex, get on the power early.. Also deceptively sharp, brake early and hard. Turn 8 is pretty straightforward; brake hard for 9, then late apex. You may not even have to brake for turn 10, it’s very fast. 11 is also quite fast, but the guardrail for the front straight is staring you in the face as you exit; a little twitch and you will drive straight into the wall. Be confident! Sounds daunting, but it’s a blast! The off-season overhaul has replaced most of the traditional red-and-white rumble strips with some new, weird curbing system. Whereas you could drive over the rumble strips as a reference point, you definitely don’t want to drive over the new curbs because you will likely break something. You can see them in the vid, particularly in turn one and in the “bus stop.” (many of them were still coned off, I don’t know if they were curing or if they plan on painting them or what.) This is the one and only change I don’t like. The concrete patches are extremely grippy when dry, and extremely slippery when wet. Plan accordingly. For a more detailed hot lap, see here or do a google search, there are tons of writeups. Directions to WGI from ZCON: From Syracuse, take the NYS Thruway (I-90) westbound to Exit 42 (Rt. 14). Take Rt.14 south (note: just south of Geneva, there is a slight jog in 14—you need to make a right then a left. It is signed, but there is another sign indicating “left” for Rt. 14 Truck route; don’t go that way). Take Rt. 14 south the entire length of Seneca Lake. When you enter the village of Watkins Glen, look for a fork in the road about ¾ way through the village (don’t blink or you will miss the town!). Bear to the right at the fork onto Rt. 414. Take 414 to the traffic light at the top of the hill, and then go right onto Rt. 16. The main entrance to the track is a couple miles down on the left. Word to the wise, Rt. 14 is crawling with cops: town police, sheriffs and troopers, so take it easy. Note: There is a Sunoco on Rt 14 just before Rt 414. You are probably going to need to gas up here before you hit the track. Also, if you don’t want to pay an arm & a leg for gas at the track if you run low (and you probably will), you will need to come down to that same Sunoco to fill up during lunch. Note #2: I took Rt 17 to I-84 back to CT…just a thought, but those who are caravanning from New England might want to consider this route rather than I-90, which is the way I would normally go. Rt. 17 will add an hour or two to your trip, but it is a much nicer drive…more scenic, with hills and curves, 4 lane divided highway. Plus it has fewer cops, lighter traffic, and no tolls. Here a few pointers for HPDEs in general that I would like to point out. There are a million writeups about how to prepare for HPDEs, so I am just including a few minor things, basically things that get on my nerves. I have a checklist I use to make sure I bring everything to the track. I usually forget something anyway (did you know that a spark plug socket also fits your wheel lugs? I found out the hard way on Monday.) I would recommend: some tools, particularly torque wrench for lug nuts and a tire pressure gauge; extra fluids (oil, brake fluid, coolant); helmet; folding chair; cooler w/ frosty beverages; sunglasses and sunscreen; cameras. There are free air pumps at the WGI, as well as (expensive) 100 octane unleaded and a concession stand (which may or may not be open). Here are some general issues about driving on the track that I feel the need to pass on: 1. Drive within your ability. HPDEs are not competitive. Resist the urge to try and keep up with or beat the guy in front and/or behind you. No matter how good you are or how powerful your car is, there is always someone better and faster. People tend to get the “red mist” going and get overly competitive, and drive beyond their or their car’s abilities, which inevitably ends up in a crash or spin. I am guilty of this myself, when I get behind somebody and you get into a groove of trying to pass and it starts to feel like a race – it’s not. 2. Point-bys. Be cognizant of what’s around you, including behind you. If there is a car behind you that wasn’t there 2 turns ago, he didn’t magically appear – he is faster than you. So point him by, at the first available designated passing area. The car getting passed stays on line. Also, if you are pointing someone by, *lift off the throttle*, so they can safely pass before the next braking zone. Similarly, don’t pass until you receive a point-by. If someone refuses to point you by, don’t; just pass them; pull into pit lane, wait for some open track, and pull back onto the track – by then, the offending party will be a mile ahead of you. 3. Braking and apexing. Don’t assume that the guy in front of you is going to brake at the same point you want to. He may have inferior brakes or be less confident, and if you’re not careful, you’ll end up in his trunk. As far as apexing, if you’re going to screw up a turn, it’s better to late apex than early apex. Early apexing will point you towards a wall at WGI. There are several very late apex at WGI, so stay wide and be patient. Remember, it's about exit speed, not entry speed. I can just about guarantee an “incident” at the track, and my money is on a young guy with a big ego…we shall see. Be safe and have fun. Thanks to Guapo for hosting. See you at ZCON ’05!
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"Smooth is fast."
"Today, I will do what you won't; so that tomorrow, I can do what you can't."
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BMWCCA member# 306145 (GVR region)
NASA member # 118556 (Northeast region)
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A Li'l ZCON '05 preview aka my longest writeup ever [+ vids] - 
