Track prep

2015 Z06

  1. Change rad fluid to 90% water 10% anti-freeze and a bottle of additive.
  2. Change oil to 15-50 Mobil 1
  3. Change out brake fluid early season \ bleed all calipers after, Motul 3\4 bottle
  4. Remove hood weather-strip at cowl
  5. Remove all loose items in car, floor mats etc.
  6. Check radiator for leaves etc and clean off bugs blow off
  7. Check torque on wheels95 remove center caps
  8. Check air pressure suggest start cold 27 ft. 26 rear
  9. Oil level at level or a bit more, issues on the track w\overfill
  10. Install harnesses
  11. Seat belt fake out clips put in console
  12. Check rear axle fluid (GM) level, change beginning of season
  13. Visual inspect suspension control arms, steering etc.
  14. Visual inspect calipers (leaks) pads, rotors
  15. Blow off to clean oil \ water engine cooling fins
  16. Check for leaks and loose objects, stones, grass, debri
  17. Check SC bottle level and cooling system for any leaks or seepage
  18. Confirm AMT blocks set to Track spec \ review last alignment settings
  19. Check rear caster

Things to bring to track,

  1. Infrared temp gun
  2. Video camera, Aim data logger
  3. 2 qts extra oil and 1 bottle brake fluid
  4. Tools, assortment and to bleed brakes
  5. Car manual
  6. Tire pressure gauge and pyrometer-pen-pad
  7. Michelin tire chart \ pen
  8. Jack pucks 2-jack if buddy’s are coming
  9. Snap on scanner if available
  10. Harnesses
  11. Torque wrench, sockets for wheels,
  12. Lap top
  13. Helmet – gloves- Schroth neck brace- race jacket
  14. Tech inspection sheet completed
  15. Chair- pillow-clothes-driver’s license, CC
  16. Rain tires and rotor foam if possible
  17. Spare set of front pads
  18. Cooler-water-ice-BEER, banana, crackers, gum
  19. Race sun glasses-driving shoes
  20. 2 inch tape- markerfor notes on dash, Mirrors-Temps-Fuel

Notes:

First 1.5 laps….. slow motion! 2 laps if below 60 degrees

Install disk in camera- check function of all AIM data equipment

Updated, 2018 season

As you look at these two examples one thing to note is how much more gradually steering and lateral acceleration can be reduced on corner exit in PTM vs normal TCS (Red and Tan lines). The initial over-slip in normal TCS is what prompts the driver to make this abrupt steering adjustment.
Each of the Traction Control modes in PTM are differentiated in two ways. First, the target slip levels are lower in the lower modes as you would expect. Second, the estimate we make for the starting torque is lower. In DRY we err on the low side with our estimation and may have to increase torque to reach the target slip. In RACE we err on the high side and the driver may have to use more steering correction to manage the extra slip in the rear until the target slip can be recovered.
Along with the traction control, the other chassis subsystems are modified for the conditions expected in each mode. The following is a chart of the status of each subsystem for each PTM mode:
Mode uses:
WET: This mode is intended for any driver who is on a wet track. The track should be wet enough to be glossy, not just damp. A damp or drying track will require the driver to decide between WET and DRY modes to get the best performance. Standing water is not recommended as hydroplaning is possible and no TCS system can accurately control a tire that is hydroplaning.
The slip targets are very low, lower than in standard TCS. The MR is in tour mode to maximize mechanical grip since the lower cornering forces don’t require the extra control offered in Sport or Track. ESC is on and uses the normal calibration, not the competitive calibration.
DRY: This mode is for a novice driver on any track or an experienced driver learning a brand new track. I also use it to warm up the tires or run the mold release off of new tires, especially if it’s cold out.
Slip targets here are very similar to normal TCS but will feel very different due to the entry prediction. MR is in Sport to compliment the usage we expect in this mode. ESC is on but uses the competitive calibration.
SPORT 1: This mode is for any driver who is ready to run very competitive lap times while still having stability control on in the background. I use this mode whenever I have a passenger, possible distractions such as data collection, or as I am continuing to become more familiar with a new track.
Slip targets are higher here than in normal TCS. MR is in track mode and ESC is on using the competitive calibration.
SPORT 2: This mode uses the exact same traction control settings as SPORT 1 but turns off ESC completely. This mode is designed as a way to turn off ESC while maintaining a fairly stable TCS calibration. I use it very often. Basically any time where tenths of a second are not critical to my testing or when the tires are getting too hot or wearing out. After 10 to 15 consecutive laps it is likely that your fastest times will be achieved in SPORT 2 rather than RACE.
Slip targets here are the same as SPORT 1. MR is still in track mode and ESC is turned OFF.
RACE: This one is pretty self-explanatory, it’s as fast as we know how to make the car go. This mode is for a well prepared car on relatively new tires with an advanced driver that is completely familiar with the track. The track should be somewhat warm and the tires should be up to temperature.
Slip targets are 100% optimized for forward acceleration, any small variances in the track or tires can result in momentary overslip that will have to be managed by the driver.
A few notes about RACE mode: I approach this mode as a tool to go faster meaning that I think specifically about it when I go to WOT and I try to change or optimize my throttle application point and steering to help the computer do its job. It can do the job better than me but only if I give it good information. A specific example is how I unwind the steering wheel mid corner and as the corner opens up. When learning to drive on track it is good practice to automatically unwind the steering wheel as you apply throttle regardless of the vehicle response (a string tied from throttle toe to steering wheel is the analogy used by some instructors). The problem in RACE PTM is that by doing that you are telling the car you are ready to go straight. It will add power and drive you to a wider line. The best results are found by holding the wheel as steady as you can and pointing the car to corner exit only when it’s time. Obviously you have to be ready to correct for overslip but as you gain trust you will find this is required less often than it feels at first. It is very useful to practice using PTM in the lower modes where you can focus on letting the car go where you point it and not correcting your steering too early.
We find that the calibration settings that achieve the fastest lap times often result in expert drivers feeling like they are being held back slightly on corner exit. Most of the time that extra little bit of slip that an expert driver wants is over the traction peak of the tire and may feel good but is wasting forward acceleration. The restrictive feeling is not there as a safety net, rather, it’s as close as we can operate to the peak capability of the tire in a robust way.
Other notes: The eLSD “PTM mode” is only a slight alteration of its normal track mode. This alteration is required since it is likely to see engine torque values that would not occur without PTM. However, the philosophy of what it’s trying to do and how it’s controlling vehicle dynamics does not change between PTM and TCS/ESC OFF mode.
As for the nannies, that term is a big gray area. I would personally call TCS, PTM, ESC and active rev match nannies but would not call the eLSD or MR dampers nannies. ABS is very gray. ABS, TCS, PTM, ESC and active rev match are trying to do a better job of something you normally do as a driver, steering, throttle, brake or shifting. However, no driver ever controls a differential directly or a shock absorber directly. They are part of the base chassis tuning and can be thought of as a calibration component like a spring or anti roll bar.
ABS is more of a gray area but it is not allowed to be shut off because the capability of the vehicle is so limited without it. You may need 200 bar of brake pressure to get max decel from a wheel that’s on the outside of a corner but the inside wheel would be totally locked at 50 bar. Unless you want a lot of flat spotted tires you need ABS in that situation. Also, somewhat like eLSD and MR, individual wheel brake pressure is something even the best driver can’t physically control without the electronics.
That’s a long way of saying you can shut off TCS, PTM, ESC and active rev match but you can’t shut off MR, eLSD or ABS.