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Should the listings also include how the lap times were taken? What I mean is, a stopwatch time is pretty useless for consistency sake...a transponder or an IR-beam type timer (Like the old Hot Lap system) is more accurate and consistent...Thoughts anyone?
one thousand one, one thousand two, one thousand three, "...no one's sitting there, go ahead..." um, one thousand six, one thousand seven...
Both with NCRC. Note on longevity of Michelin Sport Cups: Mine are now corded (right rear - about a 1.5sq. inch corded patch) after 5 track days (about 25 heat cycles). Approx 4000 miles in total (about 600 of these were track miles). I think i may have needed more camber on rears (the patch is on the outside) and less highway miles
Spoke to a 996 GT3 owner this weekend who is switching to the CS. Joelcs and Mooty you have spoken to him. I think this speaks volumes about the drivability of the CS (OK when the PS isn't melting). Andy, nice meeting you see you at the track in your new Cayman S.
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
Both with NCRC. Note on longevity of Michelin Sport Cups: Mine are now corded (right rear - about a 1.5sq. inch corded patch) after 5 track days (about 25 heat cycles). Approx 4000 miles in total (about 600 of these were track miles). I think i may have needed more camber on rears (the patch is on the outside) and less highway miles
Spoke to a 996 GT3 owner this weekend who is switching to the CS. Joelcs and Mooty you have spoken to him. I think this speaks volumes about the drivability of the CS (OK when the PS isn't melting). Andy, nice meeting you see you at the track in your new Cayman S.
is this a silver GT3, usually trailered to track?
i have always said that cayman has incredible potential and PAG has really handicapped it; otherwise i wouldn 't still be on this forum as i dont have a cayman at the moment.
great time at TH, man.
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
is this a silver GT3, usually trailered to track?
.
He drives it down from Portland. Really nice silver 996 with a CFiber rear wing. I think he spoke to or at least knows of you - think based on that he's going to ask Tony to do the roll bar and probably motons.
Thanks, always fun with the folks at NCRC, tons of track time. Saw Robert with his awesome Exige Cup 255. What a beast.
I got a few laps down in the 1:57's at LS on October 2nd with my bone-stock 17" PS2s. It took me awhile to adjust to the Cayman, as I last drove LS in a very modified WRX wagon. The new pavement has massive amounts of grip. I never got close to taking 5, 9 and 10 close to what the car could have. Cayman is so utterly idiot-proof and balanced-wow. Stock brakes worked well, albeit I did a cool down tour of the campgrounds after every session when I noticed fluid bubbling after the first session.
Spoke to a 996 GT3 owner this weekend who is switching to the CS. Joelcs and Mooty you have spoken to him. I think this speaks volumes about the drivability of the CS (OK when the PS isn't melting). Andy, nice meeting you see you at the track in your new Cayman S.
Yup - hung out with Andy a couple months ago at Lime Rock. Took him out for a run group in my CS. He sounds excited to make the switch. Hoping to get out to Portland to drive with him at some point.
