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Brainerd International Raceway ............. 1:59.6
Always wonder what an LSD would do to those times.
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
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
date........ track ...........lap .......Tires etc.
15Jul'08 ..Pueblo CO....1.49.36..Toyo RA1's, PSS9/PASM coilovers. NASA Grp4/TT track timer transponder
Mike, 2006 Cayman S
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
Solid times John! I was at skip barber in Laguna Seca last w/e and Rene Villeneuve (cousin of Jacques and a former pro racer himself) said a good driver in a base 911 stock would do 1:53s.
FYI, the track record in the skip barber RT 2000 formula cars (little 150hps but weigh 1200lbs) is 1:38.6. They rock!
Porsche Cayman "S" ~ Best Lap 1:47.577, 74.9 mph avg, 1.43 peak latteral acceleration, as done by Driver Max Angelelli (aka "The Ax") Laguna Seca, California for the Motor Trend "Track Attack: Laguna Seca" feature. Assumption, probably an OEM fully stock 2007 Cayman S.
Other Article Comments about the Cayman: "Compared with the Lotus (in this case a Lotus Exige S which turned 1:45.818) , the Cayman struck Angelelli as soft and refined, but he praised its balance and poise. "This one at the moment is the easiest [to drive], not the fastest - because of the weight, because of the power - but definately the easiest and most enjoable." Neutral in flat corners, it verged on oversteer in downhill turns and understeer in the uphill ones. He found the brakes indefatigable and the powerband appealingly broad, all of which contibutes to smooth track work. As for improvements? "Mabey give it more power at the top end." Amen."
BTW, 2007 997 Porsche GT3 best Laguna Seca lap with Max, 1:39.517, 81.0 mph avg, 1.69g peak lateral acceleration; and the 2007 Chevrolet Corvette Z06, 1:40.919; at 79.8 avg mph and 1.57g peak lateral acceleration.
Other comment about the Cayman, ".... H1e {Angelelli} pronounced the Cayman the easiest of the faster cars to drive at Laguna, and indeed, though its tires generated less grip than the 911's, the chassis slip angle rises smoothly and predictably as conering loads build, and the average rate of slip angle is just 1.45° degress per second .... "
