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I autocrossed my 9 day old CS today. Because of poor weather, I had only been able to put 700 miles on the clock, so it was a day filled with short-shifting and mostly 3rd gear on course. 7 runs on a 70 second course. I LOVE THIS CAR!!! The rotation is simply wonderful compared to my trusty 328i. It feels like it rotates right around you butt. The throaty roar is intoxicating (aided by de-snork). Sport on, PASM on (sport), PSM off. A constant stream of folks wanted rides. I even managed to pull off 2nd place in class of 10. I was beat by a Corvette Z06 with a good driver (who wasn't limited by trying to keep his revs down and who has historically beat me in our BMW 3 series days). It will clearly be a quick car once I can let 'er rip.
I want to get an alignment to put a bit more negative camber on the front. A second set of wheels and R-compounds are in the future.
I've read lots of comments on CC about folks having trouble heel & toeing in the Cayman, but I found it extremely easy to adapt to it. I can't wait to finish the break-in and get her on the track.
PASM - Porsche Active Suspension Management
This active damping system offers continuous adjustment of individual damping forces based on current road conditions and driving style.
The driver can choose from two setup modes, ‘Normal’ and ‘Sport’, using a separate ‘damper’ button on the center console. ‘Normal’ mode is designed for general road driving and circuits with uneven tarmac. ‘Sport’ mode is intended for smoother track surfaces, where the harder settings help eliminate pitch and roll.
In either mode, PASM continuously evaluates the current conditions while automatically selecting the corresponding damper rates from the respective set of mapped values.
A range of sensors are used to monitor the movement of the body under acceleration, braking and cornering maneuvers, as well as on poor road surfaces. The PASM control unit then evaluates this data and modifies the damping force on each individual wheel in accordance with the selected mode. The result is a significant reduction in body movement as well as a better grip on the road.
For example: if ‘Sport’ mode is selected, the suspension is automatically set to a harder damper rating. If the quality of the track surface falls below a certain threshold, the system immediately changes to a softer rating within the ‘Sport’ setup range. When the quality of the tarmac improves once more, PASM automatically returns to the original, harder rating.
Need more information about PASM? Click this link: FAQ for PASM
PSM - Porsche Stability Management
While it can’t overcome the laws of physics, the revolutionary Porsche Stability Management (PSM) system does lend an added degree of balance and control to the Cayman’s mid-engine driving dynamics, inspiring surefooted confidence in corners and extreme situations.
A standard feature on the Cayman and Cayman S, PSM continuously monitors steering input, road speed, yaw velocity and lateral acceleration to calculate the actual direction of travel. If the car begins to steer off line, PSM instantly intervenes with precision brake inputs on individual wheels to help bring the car back onto the driver’s intended path.
If braking alone isn’t enough to correct the vehicle’s cornering line, PSM then calls on the Cayman’s engine management system, adjusting engine output as needed to help stabilize handling. PSM can also compensate in an instant for mid-corner changes in load resulting from deceleration or braking. When Sport mode is selected with the optional Sport Chrono Package, PSM’s threshold for intervention is raised, allowing for greater driver involvement. If you prefer driving without automatic PSM assistance, the system can be set to standby at any time. In this case, it will only intervene under heavy braking, where both front wheels exceed the ABS threshold.
For all of its technical ability, PSM goes virtually unnoticed in everyday driving situations, preserving the Cayman’s natural agility.
Not sure which R-compounds you're getting or what your local site surfaces are, but Hoosier A6's will give you so much grip on most sites that the problem you'll see, in stock class, is too much body roll. I've heard there are now bigger front swaybars available, and if so, you'll want one. There wasn't anything back when I tried mine out, and what we found was it was just too easy to wrench the car over such that the inside rear would almost completely unload. The problem here is twofold...the biggest problem is you can't keep the rear from going to positive camber in a big way. The second is no LSD. So the tire goes positive camber and then starts spinning, eating the outer shoulder off the tire. Bad mojo.
Not sure if you can put a big enough front bar on the car to fix this or not. Hope so. Obviously this is only an issue for folks trying to stay SCCA stock class legal, since outside of those rules most classes have other ways to address this problem.
--Donnie
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Obviously this is only an issue for folks trying to stay SCCA stock class legal, since outside of those rules most classes have other ways to address this problem.
--Donnie
What class does the car go to with a limited slip installed? ASP?
What class does the car go to with a limited slip installed? ASP?
Assuming you don't make any other mods that *aren't* ASP legal, yeah.
Falls in the "not otherwise classed" category, IIRC. I'm afraid it's even less competitive in ASP than SS, though, even if you did everything allowed under the rules. If you feel it would fit better in some other class, feel free to write a letter to seb@scca.com with why. You'll be well served to include some *facts* as to why you think it fits better in some other class (comparing it to top cars in that other class in terms of specs might be a good start). I doubt there's anywhere it wouldn't be an overdog outside of BSP, but even that's dubious. It would be interesting to see how a fully SP modded Cayman would compare on paper to the current BSP winning cars nationally.
I've long used the Hoosier R rather than A (3/4/5/6 variants) on my BMW. While the A's certainly will give better autocross performance, I wanted a tire that I could use on the track as well. The relatively heavy 3 series would trash Hoosier A6's on the track. I'm not sure whether I'll continue with Hoosiers on the CS, or try something like the Toyo's. Pilot Sport Cups are supposed to be great boots - but awfully pricey...
wpmjr - as stated in the original post, it was a z06.
I've long used the Hoosier R rather than A (3/4/5/6 variants) on my BMW. While the A's certainly will give better autocross performance, I wanted a tire that I could use on the track as well. The relatively heavy 3 series would trash Hoosier A6's on the track. I'm not sure whether I'll continue with Hoosiers on the CS, or try something like the Toyo's. Pilot Sport Cups are supposed to be great boots - but awfully pricey...
wpmjr - as stated in the original post, it was a z06.
L8apx
Not sure where you are in Colorado, but this weekend (4/21 and 22) will be a 2 Day PCA sponsored AX School and Event in Farmington, NM. The particulars are in the calendar link here:
If you are so inclined, I can assure you that there will be at least one other CS to play with.
Brian
PCA - Porsche Club Of America
The Porsche Club of America - http://www.pca.org
CaymanClub.Net members who are also PCA members should request access to the PCA Member only forum by filling in their PCA Member ID# into their profile and then requesting a group membership addition, both of which can be done in the User Control Panel (User CP)
I've long used the Hoosier R rather than A (3/4/5/6 variants) on my BMW. While the A's certainly will give better autocross performance, I wanted a tire that I could use on the track as well. The relatively heavy 3 series would trash Hoosier A6's on the track. I'm not sure whether I'll continue with Hoosiers on the CS, or try something like the Toyo's. Pilot Sport Cups are supposed to be great boots - but awfully pricey...
For autocross, the Hoosier A compound is pretty hard to beat. ....but won't last at all if you track them. The PSC is a great tire and expensive as you mentioned. The disadvantage to the PSC is that they're directional. You can't flip them on the rim.
I like the Toyo Proxes RA/1, you can flip them and stretch your tire budget another event or two. I've gotten great wear out of the Proxes on my 964.
I was at Sebring this weekend, and I'm seeing Toyo's on a lot more cars this season than last. I think the word is getting out!
__________________ Go Fast, Brake Late, Don't F*ck Up!
I just mounted a set of Nitto NT01's to a spare set of Boxster S wheels that I had powder coated black for my black CS. I will post pics in my gallery in the next week or so. There are lots of threads on these, but I hear great things about NT01's. I also hear they dont get enough heat to be great for autox. Too late for me....Mine are almost on the car already. But I will be doing 2-3 DE's this year for the first time ever.
Glad to hear you loved your CS for your first event. I did my first auto x last week on a 1m10s track. FTD was 1m4s. I finished 14th on stock CS with stock tires (PS2's). For a two year autox mildly skilled driver in a new car. I was VERY happy.
First Autocross w/ CS Report
