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Last Post 01 Jul 2015 04:56 PM by  Fair
Vorshlag 2011 Mustang GT 5.0 - auto-x/track build (STX?)
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New Member
New Member

18 Jan 2012 08:57 PM
Fair wrote:
Kbreeze wrote:Thanks for the response. One other question. In all these pictures with your red 2011 mustang and these new wheels, how much is your car lowered? One of the problems in choosing wheels for these new mustangs is they have a habit of making 18" wheels look small. In your pics I think they actually look pretty good, but was wondering if maybe that's because it's lowered a lot. My 2012 GT is only lowered 1" and I was concerned it might not look as good if you know what I mean...

Our car is only lowered 1.5" from stock right now, in the pictures shown, using AST 4150 struts and shocks. We've run it lower than that but this makes the rear geometry even worse the more you lower it (pinion change). When we replace the upper control arm and panhard bar (which will allow us to re-adjust for proper pinion angle and lateral axle location) we test the car another .25" to .5" lower.

How have you not hit the easy button yet with an adjustable UCA and Panhard?

Easy Button -->

Veteran Member
Veteran Member

25 Jan 2012 11:27 AM

Project Update for Jan 26, 2012: Well we've been getting busier back in the shop area, performing various fabrication work, repairs and upgrades on customer cars. We have managed to sneak in some work on our 2011 Mustang since the last update, which I'll cover here briefly (we've also worked on our E30 V8 and our E46 330 recently, both of which need project thread updates). Hmm, after putting it all down there's actually a lot to show in this update - I probably should have broken this up earlier into 2 posts (and on some forums where I cross-post this thread its going to be 3 or 4 segments, so keep reading).

Exhaust V 2.0

First, the custom dual 3" exhaust we built here at Vorshlag has been heavily revised. The various 3" mandrel 304SS bends we had on hand the first time did not include a 120° bend, which is very helpful when making the over-the-solid-axle routing. Now that we stock a LOT more bends we were able to route it better and have lots more clearance at full bump travel. We confirmed the routing with the springs removed and the axle at full bump travel, then added even more room. The 3" tubes are routed over and through the panhard bar and structure with space to everything surrounding them.


It is crowded under there, but Ryan made it fit great and look beautiful with ample clearance everywhere. There's so much more room to the fuel line than before that this version didn't need header wrap insulation there. You can see how the left and right tubes are asymmetric - that's due to the panhard mounting and the fuel line differences side-to-side.

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The two pre-axle "slip-fit joint" clamps were removed and a pair of flanged V-band clamp joints were welded in their place. This ensures a leak-free connection at this location. Much quieter now after driving the car - we will never use a slip-fit exhaust joint in this shop again. It was a test, after other shops had said they have used them successfully, but we're not going to do it again. V-bands or nothing.

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The 409 stainless steel (it is magnetic so it has to be a 400 series) Flowmaster Series 44 mufflers came new with a silver painted finish (see above left pic) - it looks like the same coating they put on their carbon steel mufflers. Well of course this burns off and makes a stinky mess. While the exhaust was off for this re-work we used some Scoth-Brite pads and paint thinner to get the rest of this silver gunk off, which left the mufflers in their natural "bronze" finish (after several weeks of use). Don't know why they bother painting them - next time we use these FM mufflers we'll remove the finish completely before putting them on a car.

Boss302 Leguna Seca Splitter

So we've been looking at this OEM piece for some time and figured, what the hell? Let's try putting one on our Mustang and do some track testing to verify if it is working (adding downforce/lowering times). We'll use the aero test procedure detailed in Neil Roberts' ThinkFAST book, of course. These LS units sell for $700-750 and "bolt on" with the CS lower valance we added (that became optional mid-2011 model year).

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Well it took some time to install it - figure 2 to 3 hours to be safe. The whole front bumper cover has to come off, more than once. The LS splitter is indeed made to fit this CS lower valance, and it shows, but the install was tedious with so many bolts/clips and the test fitting to line up the support strut "through holes". Once finished and put together for the first time, it can then go on and off in 2-3 minutes (which we might do to ease trailer loading/unloading and prevent an "oops!" on the street). We were missing 14 pieces from the hardware kit, so figure in a trip to a specialty hardware store if you get this thing. The counter-sunk mounting hardware is all M6-1.0, so are the 22 qty nut-clips they mate to; our kit was 14 clips short but Ford is supposed to be sending an extra hardware kit "soon". Zero instructions, so AJ looked online for some tips (not much help) then figured the rest out on his own. We might make an instruction guide for this in the future.

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Of course we weighed everything before it went onto the car. Looks like the ABS plastic splitter itself (which is thick!) is 12.2 pounds, sticks out past the bumper 5" exactly (American Iron class limit), and the hardware and bolt-on strut mount for the splitter weighs another 5.5 pounds. So will this thing produce enough downforce to offset the $700 cost and 17.7 pounds of added junk? I don't know - what do you think? The AI class 2010+ Mustang racers seem to use this thing, as do the pro racers in the S197.

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Shazam! That thing is big. But no, I wouldn't stand on it...

We've street tested it today and it works fine there. Only one light scrape on a very steep parking lot entrance incline that Amy had trouble with before the splitter, so we'll be extra careful there. If she scrapes it up too much in street driving we'll pull it off and only use it for track events, and install it at the track. Its not too low for street use even at our lowered ride height, really, if you drive carefully and have half a brain. Again with an electric impact it only takes 2-3 minutes to swap it on/off now that all of the brackets and nut-clips are installed.

Brake Pads + Cooling

After the track event last month at ECR, AJ swapped the rotors and pads from the Hawk DTC-70s back to the HP+ pads and the street rotors. The DTCs were melted to slag and are in the trash bin. The HP+ pads don't look much better. Me thinks these Hawk pads are full of filler - it would explain their low price point, and their low threshold of abuse.

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I was only getting 2-3 hot laps on the DTC-70s at ECR before I noticed significant brake fade and had to take a cool down lap. We're going to switch to a higher cost set of race pads before the next track event. PFC 01, Ferodo R4S, something. We're also going to make a brake cooling kit for the car. After reading about the issues with installation on the Ford kit, plus the added hassles of making something that is STX legal (cannot cut the fender liners for cooling hose), we're going to take a stab at it here. According to many, cooling air to the rotors via the two 3" ducts on the CS lower valance helps tremendously when used on track.

Wait... Track Events???

Yes, track events. I am breaking my own, very sensible rule of no longer tracking this "still too new" car yet again. It just rolled 10,000 miles today, so I guess the new has worn off!! Hehe. I'm going to try to hit several NASA Time Trial events this year in the Mustang - I just had too much fun driving it on track with the extra grip and new horsepower in December. Due to the massive restrictions of the base classing that NASA levies against this car, I'm moving it out of TTB, skipping TTA completely (I added up 64 points of mods from aero, shocks and tires alone!) and slipping right into TTS (8.7:1 pounds per hp) - which is a simpler power-to-weight class. It probably won't do well against the modded Corvettes and other creations that show up in TTS but at least I won't be counting every point, taking 4 points for having no OEM wing, 2 points for the stock brakes, etc, etc. I could literally build an STX classed autocross car, still on street tires, that was up into TTS class on points alone. I know I know... those are the rules for TT, but I'm just going to bypass all of that and go have fun.

With the 315mm Kumho gumballs, the current 430 whp, and the added aero bits in store we might not be that slow, but who knows until we track it? I'm ALWAYS fast when bench racing! :) The car is under the power-to-weight limit with 3650 pounds (with driver) and 430 whp - but only just. I'll have my dyno chart and classing work sheet ready at the next NASA event, in case I screw up and stumble upon a competitive set-up. Bad part is that I'm missing the first two NASA Texas events, due to scheduling conflicts, which sucks (MSR-H and MSR-C). I'm not happy about this AT ALL but these two were unavoidable. I will be at the April TWS event and should have two more track test days before TWS (TK2K12/GSS and Pro-Touring/HHR). NASA Texas has 9 events planned this year in this region so we could have plenty of chances to go have fun in TTS.

315/35/18 Tires on 18x10 D-Force

If we're running in TTS we could use wider tires, right? We also had several S197 Mustang autocrossers ask if we knew if 315mm tires would fit the car on our new D-Force 18x10" wheels. I had my doubts about using a tire that wide on "only" a 10" wide wheel, but I gave it a try. Ordered a set of 315/35/18 Kumho V710 R compounds to see...

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This set actually came free from Kumho - our spoils from winning the $2011 GRM Challenge (and our E30 V8 is on the cover of the next GRM mag!). So yesterday I took one of the 18x10s and mounted one of the 315mm Kumhos, which is shown above. It looks a bit squeezed on the wheel, to say the least. For me, I'd want an 11" wide wheel for a tire that big, or maybe an 11.5". But for some autocrossers, this is fine (look at some of the crazy squeezed stuff Stock class guys do). Today we stuck them on the Mustang, starting with the front and using a 5/16" spacer we had...

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Monster room up front, both inboard and out, with this 5/16" spacer. It would work with as little as a 1/8" spacer, but to be safe I'm going to recommend a 1/4" spacer when using this massive 315mm tire up front with these wheels. If you stick with a more sensible 275 or 285mm tire it still needs no spacer on these wheels, front or rear.

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Checked them at full lock, room for days. Now this is with -3° of camber up front, but that's not much in my book. That's what we use for the street on this car. Now on the rear it wasn't as ideal, but still "good enough for auto-x" in most people's eyes. So I would say "these tires fit" but I won't be running these 315s on a 10" wheel. Stick with 285s or smaller, as those tires fit the 10" wheel width properly - no squeeze.

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I'm now pulling the 315mm test tire off the 18x10s and re-mounting the 275/40/18s. Damn, we need a tire machine here at Vorshlag. It would pay for itself in one racing season. On the prowl for a deal. So now I've got these massive tires with no wheels to use them on. So... once we get the panhard and upper control arm on later this week we'll measure for 18x11 front and 18x11.5" rear 3-piece wheels. Forgeline, CCW, something. These should fit with fairly different offsets front and back. Can't let these tires go to waste, and it sure would make for some monster TTS grip.

Rear Suspension Fixes - Quick and Dirty

Our first autocrosses for the Mustang are in early March, with a track event in mid-February, so we've got some new rear suspension bits to install and test before then. I feel that much our our low speed traction problems in this car center around the compromised rear suspension geometry. When you lower the car with this 3-link rear suspension the pinion angle on the axle gets out of whack.

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Solid axle RWD cars have so many limitations when compared to an IRS set-up that the SCCA Street Touring rules give the stick-axle vehicles all sorts of leeway, and we're going to finally attack these issues. We did a lot of looking, thought about making our own stuff, then looked at the calendar and bought the Spohn Performance's upper control arm and panhard bar as a stop-gap solution. Their adjustable length upper control arm allows us to adjust the pinion angle properly at the lowered ride height. The adjustable panhard bar lets us center the axle relative to the car, when lowered. Each piece features their optional "Del-Sphere" joints , which allow for high angular movement without bind or noise, at least on paper. These are basically giant spherical joints made inside forged steel ends with Delrin material surrounding the steel ball joint. They are rebuildable - we bought the tool to do that. Seems like a neat little joint that could give you the best of a rod end but without the metal-to-metal street nightmares. Once these new arms are installed we will set the pinion angle for our lower ride height and do some before and after acceleration data logging. I'm hoping for some help in 1st and 2nd gear for STX use - keep hope alive!

Non-NASA Track Events?

The first event of the year we're trying to make is Feb 17th at Harris Hill Road in San Marcos, being hosted by It includes an autocross, speed-stop event, and a timed track day, with a trophy for the combined winner? At least - we think so. Details are sketchy at the moment, but it looks like fun. The problem is they have one rule - tire treadwear limit is 200 - which rules out damned near every tire we have for the car (all four sets of our ST legal stuff on hand is 140-180 treadwear).

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The Dunlop Star Spec tires are 200 treadwear and I've had great luck with them on track before (in the EVO X, at April 2010 Tire Test we did, the December ChumpCar event, and my 265/40/17 rears that I've barely used in this car) and there are two other 200 TW tires that could be fast for this series (they use the Optima Challenge rules), including: Falken RT-615K (275/35/18 @ $275 or 295/40/18 @ $300) and the Nitto NT05 ($275/35R18 @ $213, 275/40R18 @ $202, 285/35R18 @ $223, 295/35R18 @ $243). I don't really want to spend $800-1200 on tires to run for one event (and they'd be pretty much useless for anything else other than street use - which I have the fresh 275/40R18 RE-11s for), so I might beg/borrow/steal a set. So if any of you have some fresh 275/35/18 Dunlop Star Specs or any of these other tires in the sizes listed you'd like to loan me for 2 days, please speak up! :D (I have a line on some 275 Dunlops, but they are anything but fresh) In a pinch I might use that pair of 17x9's and 265s we have for the rear, but I'd really like something wider in 18" that we could put on the D-Force 18x10s.

We've still got some work to do before then, including the brake cooling, the Spohn parts, and some rear aero. Anyone have a good used 2010-up Mustang trunk for sale?? I'll post up with an update when we've tackled that stuff. We plan on a before/after test of 2nd gear acceleration on a control set of tires (probably the 265/35/18 Hankook RS-3) when the Spohn parts are installed.

More soon,

Veteran Member
Veteran Member

25 Jan 2012 11:51 AM
jsnyng wrote:How have you not hit the easy button yet with an adjustable UCA and Panhard?

Easy Button -->

Oh yes, I hit that button! Too many solutions out there for this.

Veteran Member
Veteran Member

17 Feb 2012 03:41 PM

Project Update for Feb 17, 2012: We've been buried in work in the shop, but we took a couple of days off from customer work to attack the Mustang (while doing an M52 longblock swap on an STX prepped E36 328is, shown below). We are cutting it a little close (I leave for the track event down in San Marcos in about 4 hours) but the last few bits are going in the car now (seats and new 6-point harness mounts) and it should all be wrapped up by AJ and Ryan in time to load at 1 pm...

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Rear Suspension Updates

We've installed the Spohn upper control arm and Panhard bar, both of which are equipped with their Del-Sphere joints (Delrin encased spherical). And yes, this is all legal in SCCA Street Touring - thanks to copious allowances for solid axle RWD cars - since none of these have proven remotely competitive in any ST class. Basically STX and STU have the same torque arm/upper control arm allowances as ESP.

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So all of this has been installed, and yes, the non-adjustable OEM upper control arm made for a wacky 0° pinion angle at the lowered ride height. Basically FUBAR for a solid axle car. You want pinion to be at 0° under acceleration loads, so you try to shoot for -2 to -3° at the pinion at rest and at ride height (according to Spohn and many others). At the lowered ride height the fixed length OEM panhard bar resulted in axle offset, which we also corrected with the adjustable Spohn piece.

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Can't say enough nice words about the Spohn UCA and Panhard hardware - its top notch. These Del-Sphere joints are super slick - they rotate and pivot with almost no resistance - so no binding - but are still wrapped in Delrin for less crashing than an all-metal spherical. Plus they have grease zerks and are fully rebuildable. I'll see how it rides with these in the UCA and Panhard shortly.

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Weight differences between the OEM UCA and Panhard vs the Spohn hardware looks like a wash. We also used a new bolt-in UPR Products upper chassis mount - made of plate steel vs the stamped steel of the OEM bits. Yes, its STX legal - we can go hog wild on the upper control arms. I am now more worried about the factory lower control arms - they are far from parallel at ride height, and this plays hell with the Instant Center. We're going to measure that and come up with a solution to test soon (likely offset bushings).

Safety Gear Upgrade

I have been skimping a bit on safety for the various track events we've attended. For autocrosses in 2011 we have been using the fixed back race seats with 3" harness lap belts only - not a big deal when driving around a parking lot. We did most of the 2011 track stuff with OEM seats and seat belts (which is safe), but I admit to doing one track day in December with the race seats and lap belts. I did double-up with the OEM 3-point seat belt, but that's still pretty hinky. So for this weekend's track event I wanted something a little better...

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That is a Corbeau harness bar I picked up from Stuart at AST/Moton. Nicely built piece, pretty hefty tubing used, and better than mounting harnesses on the lower rear seat belt locations. No, I'm still not running a 4-point roll bar, and likely won't ever do that to this car... don't want to mess-up the rear seats to make that fit. I'm sure some of you will reply with the "you are going to spontaneously combust!" safety concerns, and yes... I hear ya.

Again, this is not the perfect safety solution... so "don't try this at home". :) But this is NOT a race car, its a daily driven street car that I don't want to cut up for a roll cage. If the only other alternative is OEM seats and belts, then I'm going to stick with my FIA approed seats and 6-point SFI approved harnesses hung from this 1.5" dia piece of DOM, and mounted to the floor with proper G-Force clip-in floor anchors.

Hey, if business keeps exploding like it has been since our move to the new location I'll push forward with my S197 chassis race car plans later this year. Keep buying shocks and camber plates from Vorshlag, folks, so I can go American Iron racing in a proper race car! :p

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Left: Here are the seats, about to go in. Right: All of the various pads we've got to test

I put a picture up above showing the various brake pads we've got for the Mustang. Going away from the Hawk options (HP+ for autox and DTC-60 for track) and moving to Porterfield (R4 for track and R4S for autocross). The R4s are on the car now for the first time so I will report back with my impressions from Harris Hill Road's tricky little road course.

We also bought a bunch of 3" high temp brake duct hose, and made some quickie brake ducting for the car that ties into the CS Lower Fascia, but its not complete so I'm not going to show all of the work this time around. Making brake ducting that is SCCA ST legal is damned near impossible - they have reworded the rules in such a way as to make it incredibly complicated to stay legal. Might just order a 2nd set of fender liners that we can modify for proper ducting installation and just swap this on/off for autocross events. Thanks SCCA! :D

click for video of 0-60 testing

I did a "before" acceleration test this week. I made three 0-60 sprints on concrete with the 275mm Bridgestones and the OEM UCA and Panhard, + the AST 4150 shocks. Best of 4.41 seconds, with a 4.45 sec and a 5.0 sec first blast (wheelspin). Once the weather clears I'll do an "after" test on the same tires but with the new Spohn gear and proper pinion angle setting. I'll post that and the video from this weekend's Pro-Touring track event / Time Trial. I've got to run on these 275/35/18 Dunlops, which have seen better days. These tested great in April of last year, so hopefully they won't suck on Saturday. And hopefully it doesn't rain - I'm bringing the Bridgestones just in case.

Oh! We are having an Open House here at Vorshlag on March 10th, all day. Tour the facilities, see our new capabilities, and check out some cool race cars. The Texas Region SCCA is having their annual Solo Inspection here that day as well. Check our Vorshlag Facebook page for more details about the open house. First autocross is the next day, March 11th.

More soon,

New Member
New Member

20 Feb 2012 09:13 PM

Needz moar Watts Link and smaller rear bar for autocross. See below.

Veteran Member
Veteran Member

24 Feb 2012 08:39 PM

Project Update for Feb 24, 2012: It took me a week after the "track event" last weekend to write this update - needed time to get that disaster weekend behind me, I guess. This event was the first of 2012 for me, called the "Run To The Alamo", held by the ASCS / Pro-Touring folks, with the track portion of the event to be held at Harris Hill Road. The event was also a "qualifier" for the Optima Challenge, held each year in Vegas after SEMA. This RTTA event was supposed to be a 3 day competition event with a timed autocross, "speed stop event", and track day as well, but the autocross and speed stop portions were cancelled at the last minute (they didn't secure an autocross venue). They did have a car show, cruise-in and dinner Friday that I missed ("darn"). The somewhat lack of organization, problems with timing equipment, WEATHER, and a sick wife that tagged along combined to make for a full on "Charlie Foxtrot" event for me (clusterf*ck).


So in my last update I covered the thrash by Vorshlag technicians AJ and Ryan. They wrenched on the Mustang for 2 days to get all of the new suspension bits installed and adjusted, brake pads/rotors on, harness bar and harnesses in, seats swapped, brake ducting built, car washed, oil changed and everything double-checked. We have been getting buried in customer fab/service work and we could only squeeze the Mustang in at the end of the week. This was the first competition event in the car since mid December, so everything need to be looked over.

The crap started with loading the trailer. I sold my 38' enclosed trailer in January (and just;k=6QPt8s4"">bought another one late today) so I borrowed a buddy's open trailer for the weekend. I was trying to leave Dallas by 1 or 2 pm, in a failed attempt to avoid Friday's "leaving town" traffic. I was also worried about the splitter making it harder to load, but with my nearly 12 feet worth of ramps (Race Ramps + the trailer ramps), it just cleared. Right as we started loading the car the weather went from sunny/nice to raining...

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And the rain didn't let up for almost 48 hours. My wife, who normally co-drives our race cars and always goes to races with me, was going to come along as track side support and to help with driving to and from the event. Since we were only taking one car, and since I'm done trying to "double up" on track events in one car, she was just along to help. Too much abuse, and too hectic, to run 2 people in one car. Friday morning she was starting to get sick, and I knew from experience it wasn't going to get better anytime soon. I called McCall, he dropped everything and agreed to run down to San Marcos with me for the next 2 days to help. When I told my wife she was off the hook, she insisted she was going to go along to help, even when I begged her to stay, so we left about 3:30 pm and McCall was off the hook instead (this proved to be a huge mistake). She had set-up a blanket and pillow in the back seat of the MegaCab and proceeded to make a cocoon and slept back there the entire way. 6 hours of driving through crap traffic and steady rain the entire way... with her coughing and hacking from the back seat (later we found out she had full blown bronchitis). Oh joy.

So the drive down from Dallas to Austin/San Marcos was a nightmare, from weather and health reasons, but the truck and trailer worked fine (other than two hub caps coming off of the trailer along the way, which is $90 I need to replace now). The hotel she had reserved was very nice, full of high school cheerleaders (no joke), and we got there early enough to go out and get a real meal, but with a sick wife I stayed in and ordered room service food. She was up all night, throwing up and coughing. I almost convinced her to blow off the event and head home, since she was a mess, but she convinced me to stay. It rained HARD all night - rain pounded on the hotel window and kept waking me up, too. This all night downpour was not a good sign...

American Street Car Series "Run To The Alamo", aka Pain in the Rain

The ASCS guys said the track portion was to start at 7:30 am sharp, so "be there with cars ready for tech on time". We got up early and drove to the track by 7:40, just a tick late thanks to terrible directions by my sick navigator (heh!) and a "deep water crossing" we had go across at a bridge near the track (bad sign #2). We got to HHR and it was utter mayhem there, trucks and cars parked willy nilly, trying to unload cars in their postage stamp-sized upper parking lot. We finally figured out where to park (lower lot) and unload the car. It was raining pretty hard and it never much let up all day. Unloading a car from an open trailer in the rain SUCKS.

The main guy running the event showed up around 8:45 (oiy!), registration finally got started about 9:30, then we sat around watching the Daytona GRAND AM race in the clubhouse and kept seeing the rain come pouring down. Track owner said it had rained for going on 3 days in a row, and even though they were "in a drought" the area around the track was super saturated and "it will be draining across the track all day, even if it stops raining" (he was right). All the surrounding land drained into and across the property that the HHR track is placed on, and it was soaked." alt="DSC7839-S.jpg" />" alt="DSC7876-S.jpg" />

Around 10 am they finally started had a driver's meeting ... that became a sponsor thank-fest that lasted a good 1/2 hour. By 10:45 am we had our RFID transponders installed (more on that) and a few of us finally lined up to get out on track. They wanted to do "some lead follow" laps to "sort out the drivers into groups" (never happened), and these laps lasted for almost 45 minutes, 2 laps at a time. Two drivers spin off track and proceeded to get good and stuck in the mud, during lead-follow laps. So yea, it was one of those kind of track days. I think by day's end we had 7 or 8 cars go off into the mud, needing a tow." alt="DSC7852-S.jpg" />" alt="DSC7853-S.jpg" />

Watch this "highlight video" and you can see how much the weather and track conditions sucked...!i=1720353467&k=JfZNQ63&lb=1&s=A"">" height="282" width="500" border="0" />
in-car video showing "the opposite of track enjoyment"

There was a serious water crossing on the track, where you had to slow WAY down, and it made for 20' rooster tails whenever you crossed it. There were another 7-8 "rivers" crossing the track all day. This track has MAJOR drainage issues - not the fault of ASCS but it sucked all the same." alt="DSC7846-S.jpg" />" alt="DSC7847-S.jpg" />

...see part 2 below...

Veteran Member
Veteran Member

24 Feb 2012 08:41 PM

...part 2 continued from above...

The ASCS group did have some timer teething issues (with their brand new RFID track timer system they were breaking in), but Brian Finch of DSI was super helpful and worked with me several times to get my transponder to read. It took 2 transponders, moving them 3 times, re-adjusting the track side receiver, and me losing about half my laps to get it to finally work on my car. Any of you looking at RFID track timing systems, beware: they might be cheap, but they are far from idiot proof. Range is very limited and the angle of the transponder to receiver is critical, too. Maybe this Hardcard Systems unit was being messed with from the rain, I don't know - it just needed a lot of tweaking to work. By about 1:30 pm I got to where I was almost running over the receiver to make sure it read. Receiver blew over into the track surface and into the driving line once, too. Once we mounted it on the side window, aimed parallel to the receiver, it worked "pretty well". You can see the little little stick-on/disposable transponder on my right side window, below (this is the same stuff used to track groceries and other consumer goods).

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On a positive note, I did finally get to see better in-car video from my 1080P vidcam, mounted properly on the harness bar, and not stuck right to the windshield with the old suction cup mount. Bad news is the rear view mirror and my ugly mug are now shown. I need to play with placement and maybe tweak the rear view mirror location, but it works better than before. I also managed to finally get my

If you look at the results above, it shows my name but not times. Earlier this week it did show my best wet time of 1:59.2, which was still 9th quickest - not bad considering I left well before the track dried out, and these guys were driving until dark (the fastest lap of the event was the very last lap of the event, apparently). For some reason they deleted even that time, no idea why. I don't know why, for some reason them deleting all of my times now, after posting them before, is really pissing me off - especially since I made at least 2x or maybe even 3x as many laps as anyone else there. There were periods of 20-30 minutes where I was the only car out there - some guys made only a handful of laps in their high dollar Pro Touring cars. I get that, too. My time listing, before it was deleted, did have the little **not on 200 TW tires** noted, and I was ranked in order with the rest, but now my times are wiped off the results, so I guess its like I didn't even make a lap.

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What a bunch of jokers. I will never go to another ASCS event after seeing all that went wrong here - not even considering the terrible weather and piss poor track drainage. They spent more time talking about what was for lunch than what was at stake from the competition. Its just... not the same as a NASA Time Trial, or something else equally as competitive. Heck, my local marquee BMW autocross club takes the competition more seriously. Even the TX2K11 event I went to last year, which was a total train wreck, dangerous, disorganized, and which I vowed to never attend again was more on the ball and had better results than this. Maybe if the track had been dry, where I would have immediately switched to the Dunlops, then they would have no basis for throwing out my times - then maybe I would have had more fun? I almost never have much fun at non-competition events, and that's what this became - plus miserably wet. But then again, I have already signed up for TX2K12... so I guess I should never say never. :D

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Pictures I have posted from the event will show you some seriously nice muscle car hardware, and many of you will recognize a these cars from the pages of Popular Hot Rodding and the Pro-Touring scene. Neat cars, a LOT of money invested in many of the, and I was impressed with how many of the owners weren't afraid of throwing them off the track and into the mud. I can think of only one car there that wasn't driven on the wet as hell track. There was no real damage done, luckily, but it could have been ugly if a car had spun off sideways and gone shiny side down. Oh yea, the "Detroit Speed Inc" 53' 18 wheeler transporter was chock full of kickass cars, any of which I would be proud to own. They are doing something right - that transporter was nicer than some NASCAR team's units (and may have been an ex-NASCAR Cup teams' setup). The DSI owner was a super nice guy, and worked his butt off to help me get my timing issues sorted - big thanks to Brian for that. He's apparently an owner of the new ASCS series, so maybe he can help guide them into a more organized competition series.

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So, overall my thoughts on the ASCS Run To The Alamo = "meh". Needs more organizational work.

Dry 0-60 Testing

Of course our Mustang was completely filthy when we got it back to Dallas, from driving through that slop for the full day + towing it home on wet roads. AJ worked his magic and got it cleaned up this week, the weather cleared up, and I took the Mustang on another set of four 0-60 test blasts on the same roads as a week ago. This was to test the dry traction with he new rear suspension parts and pinion angle setting...

Click for video of 0-60 testing in the Mustang with the new rear suspension bits

So that was pretty much "the suck". The damn thing was slower 0-60 in all 4 tests, by 2-4 tenths. I am not a complete noob when it comes to drag racing on street tires (have made on the order of "thousands of runs" at the drag strip in similar cars), so I want to think it wasn't driver error. This testing was performed on a closed course with professional drivers driving around me, of course. It only looks like residential streets - its a TV thing. After speaking with a few more solid axle savvy friends they all think we're running a bit extreme on the pinion angle we started with (-2.5°, straight from the Spohn directions), so we're going to back it down quite a bit, do iterative testing, and inch our way to the best pinion angle. Its a grind, but this needs to be done.

What's Next?

Next event for this car is March 11th, which is the first Texas Region SCCA autocross. Local concrete lot, pretty tight, so its usually my worst event site for a car like this. I'm looking in the shop at 3 of the sets of 2011 tires we ran in STX class last year and none of them are fresh enough to re-use for this event, except the 265/35/18 Toyos R1Rs, which I wasn't at all happy with (these were the worst in our April 2011 tire test). Been trying to sell these Toyos for almost a year. So I've been looking at buying fresh tires this week, and I have it narrowed down to the 265/40/18 size in the Yokohama AD08 and the Hankook RS-3. The RS-3 is new to this 40 series size, and of course they are not in stock yet (I keep calling our guy at TireRack). I think I am going to hold out and wait for this one, as it handily won the dry autocross test that GRM / TireRack did last year, but the AD08 was right on its heels and fastest in the wet.

If we can arrange it in time I am going to hold a private autocross test before this March 11th event, but things have been so damned busy that all of my plans are going sideways lately.

New Track-side Support Vehicle

The weekend wasn't a total bust. On Sunday the weather in Dallas was picture perfect... literally not a cloud in the sky, 70°F, just beautiful. Son of a B! I took this time to go pick up my new golf cart-sized "track vehicle project", which isn't a golf cart at all. Taylor Dunn, Gas powered BG-150 "utility truck". Think "Austin Powers", but not electric, and with a front cab and box on the back. The rear box is coming off for a 2nd row of seats and a flat load floor. The TD is very narrow and should fit nicely in the front section of my new enclosed trailer, next to the built in aluminum work bench and cabinets.

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Vorshlag Open House March 10th

Also, Vorshlag is having an open house along with hosting the Texas Region SCCA's Annual Solo Tech event, Saturday March 10th from 9 am until 4 pm. Feel free to come by our facility that day for a tour of our shop, meet our guys, see what we can offer in terms of fabrication/service/set-up work as well as products we build, stock and carry. Free burgers, drinks, etc. Join us here!

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14 Mar 2012 05:08 PM

Project Update for March 14, 2012: Last week was a hell of a lot of work and activity and this week is worse. This will be a quick and dirty update - we're about to load the Mustang into trailer and then Amy and I head to Houston later today for a track event Thursday and a Naitonal Tour autocross on the weekend. If I flub any spelling or grammar, please know that this was written quickly.

So the first track event of the year (RTTA) was a bust, what with the terrible rain, my erased times, Amy's illness cutting our trip short to the point where I missed the late afternoon dry session, and the overall level of disorganization of this event. I was hoping the first autocross of the year would avoid the rain, but I was wrong. It started raining the day before, which was when we held the Vorshlag Open House and SCCA Annual Solo Tech Party, held at Vorshlag on March 10th...

Open House and SCCA Tech

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I won't bore you with all of the pictures (you can

  • PAX Results:
  • Sound Meter Testing (it was close to 100 but not over!):

    We had 8 cars in STX, pretty good for a wet event with only 67 entrants. Ledbetter got first in his newly restored BMW 328is... we installed a fresh longblock and repaired the chassis the weeks before this event (that was the 3 weeks of work that got us a little behind). It was his first outing of the year and with a fresh set of Dunlops and the added horsepower of the fresher motor (old motor had 230K!) he was fast, as was his co-driver (his mom) who got 3rd in class right behind me. The three of us were the only cars in the 37s, and I felt good only being .5 behind him. That BMW looked hooked-up in these nasty conditions, and this was the tightest lot we race on in Dallas/Ft. Worth - which is usually worst lot for the Mustang. Brad Maxcy (on fairly bald RS-3s) was in 4th and Amy was hot on his heels in 5th, both within tenths of 3rd place. Amy and I were both clean in all 10 of our combined runs so we didn't "cone test" the splitter yet (whew).

    DSC8471-S.jpg DSC8406-S.jpg

    We loaded up and headed back after the event (then went to Fuzzy's Taco with the Maxcy's and to see JOHN CARTER OF MARS after eating). I am pretty happy with the results considering the tight course/tiny lot, the wet conditions, and the fact that I forgot to load the "soft throttle map". Amy liked the way the car handled after we made some tire and shock adjustments (after our first runs), but she said the throttle map was making it hard to accelerate. The new, full tread Hankooks worked admirably in the wet but we were definitely fighting serious wheel spin. After watching all 10 runs on video, I have also finally come to the conclusion that I have been creating some braking problems all on my own. The "ice mode" ABS issue that I complain about on 4 of 5 of my runs only comes when I stab the brakes as the rear tires are still spinning, from my typical over-driving. Why didn't I noticed this before? The new video camera location made for better video and easier to turn it on/off, and I took video of more runs as a result - which made the ice mode situation obvious. I am an idiot and have got to calm down and quit over-driving this car.

    DSC8396-S.jpg DSC8375-S.jpg

    The PAX results were also better than normal for this car, to date. 9th place in PAX for the big, heavy, over-powered and under-tired Mustang was pretty good considering the tight course and wet conditions. We'll see if that trend continues in this weekend's Texas National Tour event, where STX has a huge class.

    New S197 Mustang Camber Plates + New Aero?

    So I had an ad out there for a new draftsman (ended up hiring 2 folks), as I was needing some drafting help to help catch up on some camber plate revisions, new designs and other product development. Since I spend too much time on forums I can't get all of my design work done. ;) Got 40+ resumes but found the perfect guy to help out for the short term. He is a great SolidWorks guru and racer; he and I worked several late nights last week and got the drawings done for an all-new Mustang camber-caster plate.

    Assembly4-S.jpg Assembly3-S.jpg

    This one is easier to adjust camber (loosen the 4 strut top nuts and slide the assembly in-out) than before, it has 3 caster settings (like our BMW E36 design), has a pointer and hash marks for camber setting reference, and is now using an aluminum main plate and an all-new bearing holder design. A lot of work but he did an excellent job.

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    I took those 3D files, output them in the proper format, uploaded them to a website that makes stereo lithography parts, and 36 hours later these Rapid Prototype nylon parts arrived. Woo! We tapped the holes, pressed in a spherical bearing, installed a snap ring, and assembled the new camber plate.

    DSC8507-S.jpg DSC8512-S.jpg

    We just test fit this into the 2011's LF strut tower today and it adjusts perfectly, with more camber change than before and a lot more caster adjustment than the previous two revisions. So now we will have a production batch made and skip the normal machined prototypes we normally make. Should see these in 3-4 weeks. Woo! Right about when the AST 4150s arrive for this S197 Mustang chassis (and many other 4150 models).

    FYI: The 25 sets of 18x10" D-Force/Vorshlag wheels for the Mustang and Subaru chassis are on the water. They should be here in 3-5 weeks. We've pre-sold over 20 sets of the 25 coming in, so if you are on the fence... ?

    The aero part mentioned above... I am running out of time so I will make a post about that soon. Working with a composites expert, we now have a composite splitter to fit the 2010-2012 Mustang. Looks similar to the Leguna Seca Boss 302 part that we bought for our car, but instead of the 12 pounds of flimsy ABS plastic for the element, this one is 3 pounds of high density foam core wrapped in glass weave and structural resin. Much more rigid than the LS plastic piece, too. We still have some work to do before this goes to market, but we think it will have a significantly lower cost (with the mounting kit) when compared to the $750 price for the Leguna Seca splitter. I will show pictures and talk more about this in a future post. I am running TX2K with the Leguna Seca piece so hopefully it will have a bit more front bite on this (hopefully dry) track than before.

    Loading Up

    So before we head off to MSR-Houston for the TK2K event tomorrow I mentioned some noise form the Mustang's rear end. Howling on the right side, so Ryan popped the rear cover, pulled the C-clips, and took a look at the axles.

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    Everything looks fine - the outer bearings, the axle shafts, the ring and pinion, no metal or shavings int he fluid - weird. The fluid smelled a bit burnt so we'll see if the fresh fluid helps any. Maybe it is the inner bearings in the diff carrier - I'll order the Wacetrac LSD I wanted to try out and new bearings and we will get that installed soon.

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    Before we loaded up the car it was pushed outside, put up on jack stands, and the fender wells and underside got a much needed washing. It was nasty under there. We mounted up some 275/35/18 Hoosiers A6s to the 18x10s for TX2K, so maybe it will have some grip.

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    The National Tour is Fri-Sunday so its going to be a long weekend and a lot of towing across Texas. And there's more events the following weekend, so I might wait until that weekend is past before my next update.

    We are running MSR-H's 2.4 mile course clockwise for TX2K12 tomorrow, supposedly

    More soon,

  • lost won
    New Member
    New Member

    19 Mar 2012 04:13 PM
    Congratulations, Terry and Amy, on your fine finishes in the Texas Tour!

    Looks like your hard work is finally paying off.. Will keep this short, but on behalf of all the lurkers out there, THANKS, Terry, for taking the time to share your efforts online. I've learned a tremendous lot from reading your posts on the Mustang, and I've been hoping you and Amy find success in your endeavors. Keep up the outstanding work, and i hope you'll find the time to keep us all in the loop.

    Best regards, John Brady , San Diego Region #7 F Stock 2012 Mustang
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    22 Mar 2012 07:18 PM

    Project Update for March 22, 2012: Sorry it took me nearly a week after the last double-header event weekend to get this update up, but we've been slammed at Vorshlag and with a 3 day work week last week I'm still way behind. I was also hoping that the TX2K12 folks would have some sort of results posted for the track day, but alas - the only results up a week after their event weekend are for drag racing. I checked the usual forums that have TX2K threads (which usually have more info than the Tx2K website), but they are just full of street racing stories, videos showing who had the biggest burnout at the "street meet", their "dyno day" numbers, and other things I don't care about. ;)

    My pictures and videos from TX2K12:" alt="IMG5092-S.jpg" />" alt="IMG5093-S.jpg" />

    So let's back up a tick. Where we last left off here the Mustang was being hurriedly prepped, washed, and loaded into the trailer. There was some wheel bearing noise I noticed at the Harris Hill Road track event (RTTA) and it was louder at the last autocross earlier this month. Ryan and AJ pulled the rear axle apart, yanked out the right side axle shaft, and we inspected the bearings, shaft, and differential for wear. It all looked perfect. Was I hearing the noise correctly?? I know it was from the right rear... or was it? Weird." alt="IMG5095-S.jpg" />" alt="IMG5096-S.jpg" />

    We had found some 275/35/18 Hoosier A6 (autocross compound) DOT tires to mount to the D-Force 18x10" wheels, which were to be used at the MSR-Houston track event held by TX2K12 last Thursday. Our newly repaired tire machine was finally ready to use for the first time... but one more little issue cropped up (fixed this week!) so we took them to Discount Tire once again. I hadn't run the Mustang on track with anything but street tires up until now so some R compounds were long overdue. I could have thrown the 315/35/18 Kumho V710s on there but... I just had a bad feeling about the event and didn't want to burn up brand new tires at this one. That was a smart move." alt="IMG5116-S.jpg" />" alt="IMG5117-S.jpg" />

    The 275/35/18 is super short and looks ridiculous (to me) on the Mustang, but hey, its the spec tire for the GRAND AM Mustangs so I went ahead and tried it. Meh, it works I guess, but has a ton of wheel gap at the fender. A little skinny for an 18x10" but it had some grip. We got the car loaded up, strapped in, and AJ and Ryan loaded out the trailer with the toolbox and all the track gear for the first time. First long tow with the trailer, and no spare wheel/tire to be found. Oh well, wish me luck! We left Dallas around 5:30 pm (rush hour traffic = FML) but got to Pearland around 10 pm and crashed out." alt="DSC8519-S.jpg" />" alt="IMG5113-S.jpg" />

    The next morning we got to MSR-H early and set-up our trailer next to Costas & Anna's set-up, right next to Track Entrance where NASA normally grids... but with only 40 cars split amongst 4 sessions, there were very few cars to grid, so it worked. Great trailer/paddock location, whatever - thanks Paul! :) We went to the driver's meeting, turned in our self-tech forms, and made sure they had our AMB transponder numbers registered. It was clear that Peter and the TX2K crew had stepped up their game for 2012; this event was better organized, safer, and more enjoyable than in 2011. Costas and I were put both in group Advanced 1 (A1) which had 8 cars, there was an A2, and we had to work with beginner (B1, B2) drivers all day." alt="IMG5115-S.jpg" />" alt="IMG5101-S.jpg" />

    I took a GT500 Mustang driver around the track in my first A1 track session with the 275s at all 4 corners and he had a BLAST (you can see his GT500 in the bottom right pic). He'd never done a track day, autocross, nothing - so his eyes were huge as we bombed around MSR-H on Hoosier A6s, drifting the rear out of most corners - these tires had been sitting for over a year before I bought them, so I was "cleaning off old rubber". :D Managed nothing better than a"">1:49.48 lap in this session, going the ClockWise direction, meh. I was shifting around 6K to keep from hurting anything, as it makes peak power around 6200 anyway. The laps felt slow, and it was loose as hell out back. Was the splitter actually helping front grip and the lack of rear wing hurting the overall balance? All I knew was that it was loose in high an low speed corners. And the track was BUMPY... coming out of turn 10 there's a huge dip, so if I do any more track events in this car the 175# rear springs (which work great for autocross) we might need to bump up a tick in rate, to keep the rear from bottoming out on tracks like this." alt="IMG5119-S.jpg" />" alt="IMG5111-S.jpg" />

    The wheel bearing noise was getting loud in session #1 and sounded like it might be the right front tire, and not the right rear as I had thought? We came in after our 20 minute session and I took a look - tire pressures went up to where they should be but the RF wheel bearing felt tight when I rocked the RF wheel, while it was in the air. I took Amy out with me in A1 session #2 and we didn't make it 100 yards before we knew something was WAY wrong; came right back in after one lap for a better look.!i=1760584739&k=ZhP7pdN&lb=1&s=A"">Click the video below and you can hear the loud WAH! WAH! WAH! noises above the wind noise, but it was VERY apparent in the car that something was BAD wrong with the TIRE now. Steering wheel was shuddering like mad - and it wasn't the electronic gremlins this time, it was the tire. Sure enough, the RF tire had grown about 3" in diameter on one part of the inside shoulder; it was grossly out of round. This happened during the half hour of down time after I had re-checked hot tire pressures and wiggled the RF wheel bearing immediately after session #1. WTF? Costas :" Oh yea, that tire has popped some cords".!i=1760584739&k=ZhP7pdN&lb=1&s=A"">" alt="DSC9210-S.jpg" />" alt="IMG5108-S.jpg" />
    Click either pic above for in-car video and hear the RF tire doing its death howl

    The tread looked fine but the carcass of that Hoosier was toast; luckily I had a back-up plan and brought along a pair "vintage" 305/30/18 Hoosier A3S5 autocross tires with a DOT stamping date of 2005... so that's like 7 year old tires. I had used these early on with the E36 LS1 Alpha car, so they were good back then... but "then" was around 2007. Amy and I pulled the Right Front and one Rear wheel off, took them to the MSR "Office Shop", and they swapped on the 305s for us (sure wish I had my Taylor Dunn track vehicle up and running at this point! That was a lot of walking around with wheels and tires). We put these 305s on the back and moved two of the better 275s up front for a non-square set-up. Not ideal, but it was what I had for spare R compound tires in the trailer. Went out in session 2 with Amy riding along again (mistake!). Here's that highlight video...!i=1760369192&k=DHZxqG2&lb=1&s=A"">" alt="TX2K12-MSRH-Terry-Mustang-S.jpg" /> 1175805718_T2GQJ-S.jpg
    Click for video from my A1 Session #3...mistakes and all

    So I had one warm up lap where I took it pretty easy, trying to scrub the rear tires in - they really did have some OLD rubber that needed to go away. Come around for my first hot lap and got sideways under braking and had a quick off and on. I managed to steer around the curbing and saved the splitter from curbing crash testing, but Amy was still pissed. This was her daily driver, she bemoaned, and "you are never tracking my car again!". Well, crap... so I took it easy for the rest of session #3 but still managed to go 2.2 seconds quicker with the old 305mm rears,"">running a best lap of 1:47.26 lap. The rear was still a bit loose in high speed corners but it was clear that the car responded quickly after having a wider rear tire... All of you that think I'm crazy for wanting more than a 275mm tire, well, I beg to differ. :) I do wish we had found a trunk in time to make a wing mount (I have a 68" wide CF APR GTC-300 wing sitting here waiting to be mounted to something), as I think it could have gone much quicker with some rear down force." alt="IMG5121-S.jpg" />" alt="IMG5118-S.jpg" />
    Left: The RF tire #2 gave its life to the MSR-H gods. Right: The 305 looked right at home

    So we came in after she said she had "had enough", checked the tires and found another RF tire that had been destroyed. WTF?! There was only one corner on the track where you really load the RF going clockwise, but it was the fastest turn there. Was it a combination of a bad wheel bearing and this corner? Too much negative camber? Something else? We checked the RF wheel bearing again (it now had some serious resistance when spun - took a lot of force to turn the hub by hand; not good), and the camber (-3°, right where it should be). I think we're done for the day... not going to kill a 3rd tire to maybe squeak out another second or two, if I'm lucky. The higher powered cars at TX2K12 were far quicker than I was going to get to today - Costas GT-1 car had the top spot but some race prepped big power GTRs, a couple of Vipers and Z06s, and a Supra were all several seconds faster than the Mustang. I wasn't going to make the Top 5 Time Trial shootout, so Amy and I mounted the 18x9s and RS-3 Hankooks for the upcoming National Tour on Saturday and loaded up the car." alt="IMG5104-S.jpg" />" alt="IMG5120-S.jpg" />

    Costas had a pretty good day - his GT-1 car ran great in 3 sessions, putting in more trouble-free laps all day than I've seen that car do in the last few events combined, where I saw it run. He was pushing the car harder each session but taking it pretty easy; he had a small deficit going into the Time Trial but was confident the car had more time in it. Sure, he had an off in session #1 on some older/harder tires, but we gave him sufficient quantities of grief. GT1 Lawn Service, "We cut your grass fast!". It was on FB before he had even un-belted; by the time he had his helmet off there were 3 more "captions" for that pic. ;)" alt="DSC8738-S.jpg" />" alt="IMG5123-S.jpg" />

    So his GT-1 car, 3 GTRs and a Viper went out for the Time Trial Shootout at the end of the day. 3 hot laps later a GTR was on top - wish we would have had used his helmet/pit radios so he would have known to push it on lap#3. There was some potential blocking by the first place car but he didn't mind and still had a great day - anytime you get to bust off a lot of trouble-free laps in a GT-1 car on 14" wide slicks, its a good day.!i=1760650165&k=khCFDbQ&lb=1&s=A"">" alt="Tx2K12-TimeTrialShootout-S.jpg" />" alt="IMG5126-S.jpg" />
    Click the above left picture for the!i=1760650165&k=khCFDbQ&lb=1&s=A"">Time Trial Shoot-out Compilation Video

    After we left the MSR-H site we went and ate some kickass Mexican food at Los Cucos, then made it back to our hotel and crashed. We had another busy 3 days ahead of us....

    ...Texas National Tour continued in part 2, tomorrow...

    Veteran Member
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    22 Mar 2012 07:25 PM
    lost won wrote:Congratulations, Terry and Amy, on your fine finishes in the Texas Tour!Looks like your hard work is finally paying off.. Will keep this short, but on behalf of all the lurkers out there, THANKS, Terry, for taking the time to share your efforts online. I've learned a tremendous lot from reading your posts on the Mustang, and I've been hoping you and Amy find success in your endeavors. Keep up the outstanding work, and i hope you'll find the time to keep us all in the loop.Best regards, John Brady , San Diego Region #7 F Stock 2012 Mustang


    Thanks John - it takes a lot of hours to crop the pics, edit the video, and write these "project diaries"... glad somebody is reading them and enjoying hearing about the pains of trying to "make a pig fly". :D
    New Member
    New Member

    22 Mar 2012 10:47 PM
    Fair wrote:
    lost won wrote:Congratulations, Terry and Amy, on your fine finishes in the Texas Tour!Looks like your hard work is finally paying off.. Will keep this short, but on behalf of all the lurkers out there, THANKS, Terry, for taking the time to share your efforts online. I've learned a tremendous lot from reading your posts on the Mustang, and I've been hoping you and Amy find success in your endeavors. Keep up the outstanding work, and i hope you'll find the time to keep us all in the loop.Best regards, John Brady , San Diego Region #7 F Stock 2012 Mustang

    Thanks John - it takes a lot of hours to crop the pics, edit the video, and write these "project diaries"... glad somebody is reading them and enjoying hearing about the pains of trying to "make a pig fly". :D

    I may not say much, but I've been watching since I started autocrossing last year and have no intentions of looking away! I have enjoyed Vorshlag's builds (all of them, not just the Mustang) and the information I have gained from this build for my own car is amazing! My 2009 GT will be hitting STX prep early next month but on a far more conservative (and budget friendly) set up than you are. I'm also on much less tire too (Star Specs in 245/45/18 on stock rims! oi) so I'm not expecting much in the ways of big wins. :)

    Curious, are you guys going to be at Spring Nationals in Lincoln? If I can't participate (work) I would certainly love to make the 40 minute trip down to shake some hands of several of you Mustang guys for being a good inspiration! :)

    Chris Jepsen 2009 Mustang GT #23 STX
    gary p
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    23 Mar 2012 10:16 AM
    Fair wrote: Thanks John - it takes a lot of hours to crop the pics, edit the video, and write these "project diaries"... glad somebody is reading them and enjoying hearing about the pains of trying to "make a pig fly". :D

    Another silent lurker here. You're great work is not going unnoticed!

    Advanced Member
    Advanced Member

    23 Mar 2012 11:22 AM
    I would be curious if the bearing noise showed up before or after the installation of the panhard rod. Some people experience the noise from the rearend being transmitted more following the placement of rodbearing type panhard rods. The noise might transmit more to the right side because of the way it is mounted to the car. I am excited to see how much a new LSD helps the car perform.
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    26 Mar 2012 01:57 PM

    Project Update for March 25, 2012: Took me a bit longer to finish this post, sorry for the delay. Went to the Dallas Auto Show Friday and was at Cobb Plano's Shop Expansion Party all day Saturday, then watched F1 Malaysia this morning... so this is the soonest I could get back to the shop and finish the Mustang update.

    Let's see... we left off with last weekend's "four days of racing" and we were leaving the TX2K12 track day at MSR-Houston. The event had great weather and we had a lot of fun there, even if we did kill two Hoosiers in the process and only managed two full track sessions in the Mustang. We left our hotel Friday morning and stopped by HK Racing Engines in Houston, dropping off an aluminum LS1 block to be built-up for an in-house turn-key E36 LS1 we're building to sell. Then we went to breakfast with Erik and Gary of HK and discussed this engine as well as one for the Alpha E46 LS1, then headed to College Station while towing the race trailer.

    SCCA "SunBelt" (Texas) National Tour Autocross

    DSC8744-S.jpg DSC8747-S.jpg

    Once we got to the Riverside Annex we set-up our trailer and sponsor table next to the AST/Moton trailer and unloaded the Mustang once more. Already had the Hankooks and 18x9's installed so Amy and I headed to the test-n-tune course. The course was a slalom, a crossover, a 180° corner, back through the crossover, into some offsets and then the finish. I watched some other STX, STU and STS drivers' times and noted that a 30.4 sec run would be fast. Here's some practice runs...

    TexasTour2012-Prac-Run2-Terry-S.jpg TexasTour2012-Prac-Run4-Terry-S.jpg
    Left: Video of Terry's 30.4 sec practice run (low pressures). Right: Video of Terry's 29.9 practice run (higher pressures)

    Sure, I'm pushing the car hard, but that's the only way I have found to get the best times out of the car. The rear tires are the limiting factor to the performance of this car set-up for this class, so I'm always giving the car as much throttle as it can take (or more). As you can see in the videos, bumping up tire pressures 5 psi front and back dropped times half a second on this 30 second course. See why testing is important? Concrete => more grip => add more pressure. These 8 brief laps of testing barely scratched the surface of what is needed, too. That 29.9 time was quicker than the other STX cars I saw running at that time of the day, but practice courses don't represent a whole course. I've "won" a lot of Nationals on the practice courses. ;) Amy put in a respectable 30.1 time on her 4th practice lap as well.

    We took the car through tech, slapped on the decals we didn't have, killed some time, and once the Day 1 course was open we walked this 1+ mile monster twice. Oh my feet. The course was set-up by Vivek and it was very busy, with a lot of transitional elements - more than normal? The finish was painfully tight as well. "Technical and challenging" is the term. :) Basically there was nowhere for the Mustang to stretch its legs and I felt like I'd be on the back foot on Saturday. I was, unfortunately, correct.

    Texas Tour - Day 1

    DSC8758-S.jpg DSC8759-S.jpg

    We arrived early Saturday morning to walk once again, then I worked the sound meter (busy - couldn't watch the course much), and Amy ran STX-Ladies in heat #2. She made her three runs all within the same tenth: 69.694, 69.649(+1), and a 69.689. Consistent! She was 2.5 sec ahead of the rest of STX-L (3 cars), but her runs looked a bit timid on video and she felt like she left some time out there. Here's her fastest Day 1 run:

    TexasTour2012-Day1Run3-Amy-S.jpg DSC8752-S.jpg
    Video of Amy's Day 1 Run 3 with an STX-L winning time of 69.689 sec

    She drove smoothly and consistently, but after comparing videos and times of our Day 1 runs, we both felt like she was not giving the car enough throttle on corner exit - that's the only thing the Mustang does better than the lighter cars in STX: Accelerate. Play to your strengths.

    DSC8801-S.jpg DSC8807-S.jpg

    Before my first runs I was comparing the day's STX car weights. From what I can gather we had a 2650 pound RX8, a 2750 pound E36, 2950-ish pound MZ3 and '08 WRX, and a 3200 pound R32. Our 3500 pound Mustang seems a bit piggish in this flyweight field, and all of those cars except the AWD R32 and WRX can run the same 265mm width tire as the Mustang, and all are considerably narrower. Hey, at least the 1900 pound "STC" Civics finally got booted out of STX, so we weren't looking at a 50% weight handicap anymore. An 800 pound deficit doesn't seem so bad now. Still, on paper the Mustang is pretty outgunned for STX class - duh, that's what everyone has said since the beginning of this crazy plan! But do I ever listen?? No.

    The one thing the 5.0 Mustang does have in abundance in STX legal trim is horsepower - about double what the rest of the STX class makes (excluding the turbo cars, which are considerably closer). But we all know that in autocrossing power is the least important thing... but to me its the best part of driving - power management. :D I don't like driving "momentum" cars as much, which is just a nice way of saying "under powered", but that doesn't mean they are slower. They aren't. Driving these cars just doesn't do it for me - maybe I'm wired wrong.

    TexasTour2012-Day1Run3-Terry-S.jpg DSC8831-S.jpg
    Video of Terry's Day 1 Run 3 with a time of 68.743 sec - good enough for 4th

    So on Day 1 heat 3 I strapped in, fired up the vidcam, and went out and drove aggressively on Run 1. Too aggressively; I DNF'd at a gate to avoid plowing over a cone and possibly damaging the factory Mustang Leguna Seca splitter, which so far has only taken glancing hits when Amy has hit a cone or two. I have yet to hit a cone with the splitter installed (knock on wood... err... ABS?), so maybe this $700 plastic protrusion hanging 5" off the front of the car is a good thing for my driving? Fear is a great motivator. I drove a bit cleaner and was quicker on Run 2 and you can see my best Day 1 Run 3 video above, which was a whopping .007 seconds quicker than run #2. WTF? I was driving my ASS off and that's all I could find? Seven lousy thousandths.

    Driving that car on that course Saturday was... challenging. Exhilarating? Tiring! When I looked at the times it was more... frustrating. That word pretty much sums up my feelings after 3 runs on Day 1. I was now sitting .748 sec behind Sipe's RX8 (below left), and fell from 2nd to 3rd to 4th place at the end of the day, behind Wilson in the WRX and Roberts in the MZ3. I expected to be trailing the RX8 and maybe even the E36, but I didn't see the other two until it was too late. Ledbetter in the BMW 328is had some quicker times but coned them away and was placed behind me on Day 1, for once.

    DSC9047-S.jpg DSC8974-S.jpg

    All night at the (Vorshlag sponsored) Saturday night Bar-B-Q dinner, I discussed my frustration with driving on street tires and too much power. Going from 305mm wide Hoosiers on track Thursday to skinny 265mm street tires on the same car the next day was a big change - and is making me think twice about STX. It was fun tracking the Mustang on R compounds and still being almost 8 tenths back after driving to the limit of my ability on Saturday was driving me nuts. It didn't help sitting next to F Stock drivers Doug Willie and Casey Weiss as well as ESP driver Mark Madderash that night. They all drive on Hoosier/smoke the R compound crack pipe... "Go to ESP!" they all said. After that day's walloping, and several beers, I was giving it serious thought.

    DSC8871-S.jpg DSC8859-S.jpg
    Bad influences from the Hoosier clad FStock and ESP drivers

    Texas Tour - Day 2

    We woke up early Sunday morning (still dark) and drove the Mustang off site to a nearby gas station, just to add a couple of gallons of go juice. Not being on course at Wide Open Throttle to disguise it, the RF wheel hub was making a HUGE amount of noise driving above 40 mph. Oh... wow, that was LOUD. We wondered: "Do we continue to drive this car today?" and risk a wheel hub failure/wheel coming off? We gave it a serious thought, and Ledbetter graciously offered me a co-drive in his 328is. That car was looking good with the fresh motor, new tires, and new DDP pistons in the rear AST 4200s. This offer was very tempting... but I was more interested in how the car could do in class than how I could do in class, so I stuck with the Mustang for all of my runs. I re-checked the wheel hub in the paddock and it still felt tight, but there was no denying that the hub noise sounded terminal.

    DSC8966-S.jpg DSC8962-S.jpg

    Sunday's course was the same thing, but backwards. Technical, busy, some very tight spots, lots of slaloms. I walked it another 2-3 times and didn't see much help for my big, tire-limited car, except maybe in a few places where cars might hit higher terminal speeds, which would then favor the Mustang's "long legs" in 2nd gear (about 74 mph @ 7850 rpm) - that proved to be true, and lots of drivers either rode the limiter in 2nd or had a lot of 2-3-2 shifts to manage.

    Video of Amy Day 2 run 3 with a 65.945 sec lap

    Amy went out again in heat 2 and put another 3.3 seconds on STX-L for an overall win of 5.9 seconds over 2 days. Ouch! She looked a lot faster on Day 2, both from the outside and on the in-car video, so she found her inner bad-ass and harnessed her aggression on Day 2. Instead of being nearly a second back from me like on Day 1, she ended up barely 0.5 seconds behind me for Day 2's runs (she's beaten me more times than I care to count, so I have to savor these little inner-team wins when I can!). We had watched Day 1's videos the night before and I talked to her about driving a bit more aggressively and I guess it worked. She also listened to music coming to the line and throughout her runs, which works for her. I leave the radio off but talk to myself when I drive; its kind of funny listening to myself on video afterwards...

    ...continued below...

    Veteran Member
    Veteran Member

    26 Mar 2012 02:59 PM

    ...continued from above...

    So heat 3 rolls around and I'm almost dreading it. I felt like I'd fall back from the leader another second or more and end up with a huge deficit and a mid-pack finish, or worse. That's not what happened though. With no changes other than the course direction and a good night's sleep, I came out on run 1 and the car and/or I was just... faster. The various "straight-ish" sections drove quicker and I was bumping near the rev limiter in 3-4 spots, which probably equates to 70-74 mph into a few corners. Nothing else that I know of in STX can do 74 mph in 2nd gear, so I felt like this might be a good day for the big red boat?

  • SCCA Event Results:
  • My cropped and highlighted STX + STX-L Results:

    None of STX PAXed well, which must have been course dependent, as the runs I could see looked clean and quick. C Prepared driver Todd Farris (the Divisional Steward who set-up most of the event logistics) took the Top PAX honors for the event in his AST equipped 2nd gen Camaro, which was pretty cool.

    DSC8945-S.jpg DSC8944-S.jpg

    What's Next?

    So after Day 2 there were some highs and lows, and on the drive home in the truck Amy and I discussed several options for the rest of the year. We were waiting for this National Tour to see where we were and now we know. I felt like I pushed the car to the limits of my driving ability and came up in 3rd place at this event, which to me was another disappointment. But I had lots of people congratulating me for the 3rd place trophy placing, which I guess... was actually an accomplishment? We haven't placed this high in STX open against Nationally competitive drivers before, so after thinking about it for a week I am a bit more encouraged with this car once again - keep hope alive!

    Adding up the numbers, having an 800 pound handicap is pretty ugly on paper. Maybe ESP, with a much wider (315mm) and stickier (A6) tire, and much more similar cars in class (heavy Mustangs and Camaros), is a better place to test suspension parts for this S197 chassis Mustang? On the 3+ hour tow back to Dallas I downloaded a new copy of the 2012 Solo rules to the iPad and we made a list of all of the STX legal and ESP legal mods left to do on the car. Everything we had left that's legal for STX was also be legal in ESP, and that list is still sizable. Lots of little things but most importantly - exploiting every rear suspension allowance that we can. This could unleash some badly needed rear grip. I wish I had a team of engineers and mechanics "back at the factory" that could jump right on that, but we really only work on the Mustang when we aren't swamped with customer service work at Vorshlag. Our 2 month work schedule is on a 6' x 4' whiteboard and its pretty full at the moment, but I am putting the Mustang the board for next month!

    ESP vs STX Preparation

    Some of the things that are legal in both classes are becoming a higher priority. We really need to make a 2-piece lightweight 14" front rotors, to rid the car of the 25# all steel anchors that are on there now. We could lose 10 pounds of un-sprung and rotating weight from the front rotors alone. I was hesitant to delve into this earlier because it seemed the STAC was about to write another Take-Back ruling and make all brake upgrades have to weigh as much or more than stock, but so far they've held off on this. Our new draftsman has made aluminum brake hats before so we will jump into that project next week and get some hats modeled and machined before they are deemed illegal, as I am not spending $800 on two lightweight front rotors (from Girodisc). I could step down to 13" rotors (as the base GT comes with 13's) and also lighter calipers, but I really like the braking feel and stopping power of the 14" front Brembo 4-pots, on track and in autocrossing, so we'll stick with 14's and the factory Brembo's for now.

    The rear suspension bits that have been bouncing around in my skull for over a year have got to be developed and turned into metal, as I am not buying an off-the-shelf Watts link or Torque Arm for this car. The stuff out there for this chassis looks nice, but is either too heavy (bolt-on) and/or made to work with LCA relocation brackets (not STX or ESP legal), so we will make an SCCA-friendly set-up that is lighter and weld-on where needed to save maximum weight.

    Some of the ESP legal bits look like FUN, though. Big R compound tires (as big as you want!), 10" tall rear spoiler (rear downforce), and MOAR POWER! The Boss302 intake manifold is a relatively cheap $430 mod (less than a cold air) that adds more top end power (I've seen dyno plots with power peaking over 7K), beyond where this STX legal set-up falls off (6500 rpm). There's all sorts of other Boss 302 and Leguna Seca-specific bits that SP update/backdate rules makes available, but I refuse to remove the A/C from this car (this is still a daily driven car, this is TEXAS and we see some HEAT).

    Wheels and tires are the biggest part of differences for ESP, so maybe we show up at a couple of races on the big 315mm Kumho V710s and see how we do? We have the fastest ESP driver in the country right here in town, so that's a good gauge. If we are even remotely close then maybe we go further? We'll see. Right now I'm focused on getting to the rest of the STX legal mods as well as getting the dang Moton Motorsport Doubles that I bought many months ago onto the car. Just have to make the time.

    DSC9157-S.jpg DSC8516-S.jpg

    In the days after we got back, AJ here at Vorshlag pulled off the factory center grill mounted foglights, which is both STX and ESP legal. These fogs are plastic so they don't weigh enough to matter, but pulling the LF foglight uncovered the factory engine air inlet, which was stupid of me to keep covered up for all this time. Free Ram Air! Hehehe... Ryan is making a mesh grill covering / deflector for both foglight openings to keep rocks and tire debris from smashing the evap core and he will see if we can extend the inlet to the "cold air" allowed mod a bit. More soon on that.

    DSC9256-S.jpg DSC9257-S.jpg

    As soon as we got the car back and unloaded from the trailer we knew we needed to replace the RF wheel hub. The car only has 11K miles but this hub failed prematurely due to installation error back when the ARP long wheel studs were installed 10-12+ months ago. Its a long story but the tech that pulled the hub failed to torque the nut to 340 ft-lbs, and Costas and I fixed it after our first runs ("WHAT ARE THOSE LOUD NOISES!") at an autocross last spring.

    The Ford Motorsport kit shown above was the best bargain for wheel hubs + studs and was a perfect solution to our bad wheel bearing issue. It includes two new Timken wheel hub bearing assemblies with new 3" ARP wheel studs already installed. The $230 price wasn't bad considering that's roughly $90 worth of wheel studs and $150 worth of hubs, and it saves us the effort of pressing the short studs out and new ones back in. The kit even comes with new wheel hub nuts, which were torqued properly this time. The RF hub had indeed killed the inner race (parts of it shown above), but the other hub looked fine, so it will be kept in the trailer as a spare.

    So the 4 days of racing were indeed hectic, but we learned a lot. I learned how much fun it is to track this car on real R compounds, even with a blown front wheel hub - that probably slowed the car down and possibly contributed to the two RF tire failures. I learned that the car needs some rear aero to balance out the splitter, especially at higher track speeds (I don't have any good, legal options in STX thanks to the aero Take-Backs of 2011). I learned that we still haven't fixed the rear suspension / traction issues and need to keep working on that to do well in STX or ESP. Stay tuned as we keep working on this car for STX and maybe sneak in a few events in ESP, just with bigger R compound tires and wheels.

  • Fair
    Veteran Member
    Veteran Member

    03 Apr 2012 05:44 PM

    Project Update for April 3, 2012: Forgive me if this post is a bit incoherent today - I'm on several medications trying to shake a cold or sinus infection and can barely see straight, plus the tornado sirens are going off constantly (insane storms in Dallas/Ft Worth today). Amy and I ran a Texas Region SCCA autocross last weekend in the Mustang in ESP class. You can read more about the results and our impressions below." alt="DSC9351-S.jpg" />" alt="DSC9366-S.jpg" />

    TMS Bus Lot was the site for this past weekend's autocross, which is a sealed asphalt lot very similar to Heartland Park. This is the slipperiest lot in all of Dallas/Ft Worth and on top of that there is now highway construction nearby with a 3' tall berm of soil at the southern edge of the lot (behind a concrete barrier that you do NOT want to hit). Add in the heavy rains north Texas has seen of late, washing dirt onto the racing surface, and we had a dirt covered slippery parking lot. You can see the plumes of dirt in the pictures above and we all felt it on about half the surface all day.

    STX Class Results" height="263" width="500" border="0" />

    Even though Amy and I ran in ESP, we still watched STX closely since they ran in the same heat as we did, with a large, healthy class that day. You can see the class results cropped out of the total results sheet above and they were quick. Maybe the unusually dirty surface explains the times they ran that day? Cars on treaded tires seemed to do unusually well in the PAX standings (2nd, 4th, 6th, 9th, and 10th), but the STX crew drove their butts off too. Brad Maxcy was about .8 sec back from my 2nd time for most of the day, but he dropped a lot on his 4th run and got within a tenth of my ESP time - yikes! Ledbetter was also in the same second in his STX car in 2nd. AST/Vorshlag equipped cars were also well represented in PAX results, with 1st-5th + 8th-9th of the top ten." alt="DSC9465-S.jpg" />" alt="DSC9494-S.jpg" />

    Sipe and his co-driver in the Texas Tour winning RX8 seemed to struggle on this surface, as did the 325is E30 (below). Maybe this was a good day for us to not run STX, as we could have been pretty far down in the standings. ;)" alt="DSC9541-S.jpg" />" alt="DSC9505-S.jpg" />

    How's it Feel to Have Hoosiers??

    The Mustang on R compounds was A-MAZ-ING! I cannot describe how much more fun and how much EASIER it was to drive this car on sticky race tires, even on this dirty, slick parking lot. It hooked up in 1st at the launch, it was hooked up coming out of corners, it turned and slalomed like it was on rails. And yes.... "Duh!", right? Everyone has been telling me to try ESP in this thing from Day 1, and I have to admit - once you have that R compound needle in the vein, its hard to stop. Kids... Don't do drugs!" alt="DSC9538-S.jpg" />" alt="DSC9491-S.jpg" />

    We were lazy and left the crappy old Hoosier 275/35/18 A6 fronts and 305/30/18 A3 rears on the 18x10s, replacing the one corded 275 with the last A6 I had left. The A6s were only 2 years old but the A3s were 7 years old, so I wasn't expecting to see miracles. But even so... the car was still pretty quick, PAXed 8th, and compared well relative to other cars on R compounds that day that had solid drivers/well prepped cars, such as: ASP, BSP, CSP and SS (see my class mash-up, below)." height="411" width="500" border="0" />
    So my best run straight timed the quick SS and CSP drivers, but trailed the ASP and BSP winners, which wasn't a huge surprise. I've seen 1-2 seconds gained on the same day just going from 1 year old tires to fresh sticker tires, so how many seconds in bench raced results are 7 year old tires worth? :D Bench racing is fun and all, but next time we'll have the sticker 315s on the car. Next time is the Mineral Wells Pro Solo, where Madderash and Todd Farris are driving the 7 time Nationals winning ESP Firebired. That should be a better gauge for how competitive (or not) this STX car is on R compounds." height="334" width="500" border="0" />

    Looking at close-up shots of the tires under load it appears we were a bit low on tire pressures, even for this lot. I was guessing and ran 36 psi front, 32 psi rear. I should have been closer to 40 psi from the carcass deformation seen above. This new set-up might need some additional spring rate as well. A real test day with a box full of springs is probably needed.

    In-Car Videos + More Race Analysis

    The weather was perfect with temps in the 70's to high 80s, breezy and cloudless. We worked 2nd heat and ran 3rd (last heat), so we had the cleanest course of all heats - but it was still pretty dirty. Amy and I both ran in ESP class and alternated driving every 2 runs. She took a rider on her first run and I forgot and left the shocks at full soft, so it was 3 sec slower than her best run. I also noticed that the LF tire had corded on the outer edge by the time she came in after that run, not good. Oh well, we would just have to know it would be pushy and have less grip in right turns - luckily there was only really one big right-hander.!i=1777140701&k=DSGjhGk&lb=1&s=A"">" alt="SCCA-TMS-TerryRun2-040112-S.jpg" />!i=1777748500&k=pvT8dQM&lb=1&s=A"">" alt="SCCA-TMS-AmyRun4-040112-S.jpg" />
    Left:!i=1777140701&k=DSGjhGk&lb=1&s=A"">Video of Terry's Run 2 (ESP winning time). Right:!i=1777748500&k=pvT8dQM&lb=1&s=A"">Video of Amy's 4th run (2nd in ESP)

    So the video from our best runs are linked above. Amy is a bit less aggressive on the throttle but is amazingly smooth (as she always is) and managed to get a 42.2 sec run. That's pretty good considering she was doped up on the same medications that I am now on, since she had this same cold/sinus/whatever thing that day (I started symptoms that night). So, kudos to her for driving well with a splitting headache and coughing fits. My 1st run was a 41.5, my 2nd run (my fastest - fail!) was a 41.0, and I ran 41.1 on 3rd, and a 41.0+1 on my last run. I edited and uploaded!i=1777140763&k=Q4KBrkC&lb=1&s=A"">video from my 3rd run because the first sector (our region like many others has sector timers) was 0.5 sec quicker than my best run. I had a huge mistake going into the last 2 corners that blew the run - and still almost matched my best time. Combining my best sectors gives me a theoretical 40.6, which would have been 5th in PAX instead of 8th. Meh. I was consistent (running within the same 5 tenths on all 4 runs) but not exactly "Blisteringly Fast".

    Watching all 5 of my runs (my 1st look at the course I stopped for a downed cone + errant course worker) I am making lots of mistakes, and mostly driving the car like its still on street tires. I'm not pushing hard enough in slaloms and corners, and I'm tentative on the throttle (paranoid). There's also a front end push in steady state corners that needs to be dialed out (testing/spring rates/square tire set-up?) as well. All of the rear traction issues seem to be completely gone/hidden with 305mm Hoosiers, which wasn't much of a surprise either. The old "R compound crutch"?

    Yes, we enjoyed running in ESP but we're going to keep the car legal for running car in both STX and ESP for a bit longer, and keep working on rear traction improvements (which will be more evident on street tires). I will resist the temptation to add ESP-only mods for now, like the Boss302 intake manifold. Yes, it needs more power if we stay in ESP, as there there were almost no traction issues on this 2nd gear course, even with these old R compounds.

    After leaving the event our trailer had a blowout on a busy tollway that took out the fender and some aluminum paneling, which kinda sucked. And the trailer had no spare so we made some hasty road-side repairs to remove the bad wheel and limped on 3 wheels to a parking lot of a tire store a few miles away. Stupid not to have a spare or the proper tools to do a trailer tire extraction quickly - mistakes that were all mine. We got there right at 5 pm (closing time) on Sunday, so the only open tire store around had nothing in stock and no way to get the right tire until the next day. This all made for an interesting evening, but we managed to get unhooked and still made our dinner plans (a bit late). On Monday morning returned to the trailer with a pair of new BFG Commercial T/A E-rated truck tires. Now I'm searching for nicer aluminum 16" wheels to replace all 4 steelies with (and turn 2 into spares). Never a dull moment.

    Next Up?

    There are two big competition events we plan on attending in this car in April: The Mineral Wells (TX) Pro Solo April 20-22 and the TWS NASA weekend April 28-29. We have a 2nd trunk that just arrived so we'll make an ESP legal rear spoiler for that. Eventually we want to make wing uprights for this trunk to mount the GTC300 wing for use in NASA TTS, but I don't know if we'll have time before TWS. I'm having a coughing and sneezing fit so I'm going to stop now before I choke to death at my desk. Medic!

    More soon,

    New Member
    New Member

    04 Apr 2012 12:12 AM
    Finally a ESP attempt :) I wish I had all the power and so much better chassis and suspension compared to my 02
    Veteran Member
    Veteran Member

    13 Apr 2012 11:05 PM

    Quick Update for 4/13/12: According to our latest update, the batch of 100qty D-Force 18x10" wheels is due to arrive any day now with April 20-25th being the arrival window. I know a lot of you have been very patient and we thank you... this production batch took months longer than we expected and I have clumps of hair missing, from sweating this shipment. However, these will be well worth the wait and fit both Mustang's and Subaru's (and potentially even more cars).

    DSC3358-Th.jpg DSC6023a-Th.jpg DSC3133-Th.jpg DSC5896-Th.jpg DSC5892-fixed-Th.jpg

    After seeing how well the car responded to bigger R compound tires in ESP, I went ahead and ordered a custom set of even larger race wheels to work with the set of 315/35/18 Kumho V710 R compounds we got back in January. Obviously I can't show up and run ESP on 7 year old crap tires again - that was just a quick test to see how the car handled and get my wife on board. It worked on many levels, and everything was much improved. Driving this car was a lot of fun in ESP, too. So the Mustang will be at the Mineral Wells ProSolo in a week on a more ESP-appropriate set of race wheels and tires, that should just barely fit inside the stock fenders. We spent some hours and found every last millimeter, I believe. I'll post pics of the new rolling stock during the ProSolo event next weekend (find then "like" Vorshlag on FB to see the pics days before I update this thread again), but just know this: this set is frakkin big.

    So yea, I am bench racing a few other things that would be class legal if the car were to move into ESP say... more permanently. Some of you here reading this are more hooked into the "Mustang parts scene" than I am, so I'll run this one by you guys first.

    One car that we're already using for the "update/backdate" bits (ESP) is the 2012 Mustang Boss 302 Leguna Seca (whew, that's a mouth full). The OEM front splitter from that car is legal on the '10-12 Mustang in both STX and ESP trim, as are some other bits for ESP use.

    Need to find these bits above

    That next potential "update" to our car that could come from the Leguna Seca and would be ESP legal is the rear seat delete. I have come up short trying to find out more information about the X-brace, but I did see this entry online today for a "rear seat delete kit" at $149. Its made of wood (bah!) and carpet, so not a copy of the actual OEM Leguna Seca kit. The customer reviews are nearly all bad. Its 40 pounds lighter, which I cannot ignore. This $149 kit would be legal for StreetMod (where you can pull the rear seats in any 4 seat car), but not legal for ESP. To be legal in SP we would need the factory X-brace and the factory rear upholstery bits from the Leguna Seca as well.

    Question: Anyone here got a line on the "real" Leguna Seca X-brace and rear upholstery kit? Please send me a PM if you know, thanks.

    Some SP legal rear spoiler parts just arrived minutes ago. These are some stock car parts - nothing fancy or expensive. We'll modify them a bit to use a taller Lexan rear spoiler element. This saves us time in making the spoiler brackets, hopefully.

    Again, only OEM update/backdate legal aero bits (none of which are worth a damn) or a up to 10" tall rear spoiler is allowed in ESP. I can't have that big LS front splitter without some sort of rear aero, so we'll get a rear spoiler installed next week before the Pro Solo event. The second trunk we got from an '11 GT matches perfectly and will be the one drilled for the spoiler.

    I'll post up pics of the new wheels and rear spoiler during the week after the ProSolo, but on FB during the event.

    More soon,

    New Member
    New Member

    14 Apr 2012 12:03 AM

    Well that's sad! :( I was hoping to see more STX love! I guess this just motivates me further to go get my butt handed to me at Spring Nationals in Lincoln just to see if there is hope of getting these heavy pigs to turn faster than something, well, less heavy :P

    Chris Jepsen 2009 Mustang GT #23 STX
    You are not authorized to post a reply.
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