Thanks Steve, I guess every approach is different. In contrast to yours, where you've done a lot of research and detailed your modifications to the component, I have tended to know roughly what I wanted the final product to look like but chose to fill in the gaps on the fly. This is sometimes good, sometimes bad, as I've changed a couple of components over multiple times, which could have been avoided with a bit more interwebz research.
EXE-Crew @ Winton 09/06/08
The new RE55s felt really strange to drive on. The car braked much better and you didn't have to correct the steering through the corners. Despite this, the difference between my PB on street tyres and my time on the semi-slicks was dismal, less than a second. I put it down to not knowing the cars new limits and braking way to early for all the corners, but a PB is a PB I told myself, even if I was a bit dissapointed with the result.
Session 1 - 2:07.4400 1:52.1900 1:49.4800 1:48.6300 1:49.3400
Session 2 - 2:13.2000 2:15.6000 2:11.6600 2:04.9900 2:06.7100 2:19.0000 2:21.0100
Session 3 - 2:01.6800 1:58.4700 1:53.5800 1:51.4400 1:51.4100 1:51.9500
Session 4 - 1:56.0400 1:49.0100 1:48.3100
1:51.4400 1:48.7300 1:49.7600
Session 5 - 1:57.0100 1:50.0100 1:49.5400 1:49.9100 1:49.0800 1:50.8500 1:50.5900 1:50.4100
Oil temperatures were also surprisingly hot. The Zed managed a peak temperature of around 135'C! There wasn't much I could do about it for a while as my car was still undergoing oil consumption testing from Nissan.
Tampered Track Day @ Winton, Melbourne Cup Day, 2008
This track day I finally started to get the hang of semi-slick tyres. This was almost by accident as I remember thinking I was going too hot into turn 1 and then the car went round just fine. Then I realized my version of "too hot" was really, really conservative. This was a great day for me as I felt that I'd had a bit of a revelation on the track and the harder I pushed, the faster I went.
I ended the day a bit early as it was really hot, I was getting tired and was happy with my new time, which was a dead-heat with a pro driver in a BA XR6 Turbo.
Session 1 - 2:01.1600, 1:49.7300, 1:48.0800, 1:55.7000, 1:59.2800, 1:54.1300, 1:48.6400, 1:49.2200, 1:52.3700
Session 2 - 1:59.8100, 1:48.6600, 1:50.6400, 1:47.3100, 1:47.8900, 1:48.6700, 1:48.5800, 1:49.0300, 1:49.1600
Session 3 - 1:46.5500, 1:46.6200, 1:46.7200, 1:46.2800
, 1:47.2500, 1:46.7100, 1:48.8100
At this point I was starting to have issues with the brakes, whether it was from age or whehter it was just me getting faster, the pedal height and retardation was inconsistent through the corners. I noticed this occurred more on a sweeper-type corner. I did some research and a few guys on here were also having some issues which seemed to be put down to caliper knock-back, where the brake disc pushes the piston back during cornering. This is a really good site that explains it all:
Stop-Tech : Caliper Knock Back
So the car went through a bit of a braking overhaul, which included a set of DBA 5000 floating discs up front, Nismo braided brake lines and Martini brake fluid. My theory with the floating disc is that when pressure is applied, the disc will flex slightly at the hat, instead of pushing on the pads. While this alleviated the problem, it still exists up to today and I've found the only solution is to "tap-up" the brakes on the corners where I know they'll be issue, although it catches me out on occasion.
DBA5000 floating discs indcate that the disc temperatures exceeded 600'C