Data from Millbrook Day
Discussion
Chaps,
I've analysed a chuck of the data from Sunday's extravaganza. I've got the 0-100-0 attempt, runs over the Hill Route and the Outer Handling and you lot being hooligans on the steering pad, complete with spins. It's all in Acrobat format, so Mac/Linux users can have fun too.
The data is at [url]www.millbrookday.cjb.net[/url]. Enjoy
I've analysed a chuck of the data from Sunday's extravaganza. I've got the 0-100-0 attempt, runs over the Hill Route and the Outer Handling and you lot being hooligans on the steering pad, complete with spins. It's all in Acrobat format, so Mac/Linux users can have fun too.
The data is at [url]www.millbrookday.cjb.net[/url]. Enjoy
The high 0-60 time was due to the owner wanting to take the car home at the end of the day. If you look closely at the speed trace you'll notice that there is quite a delay in slotting between the two gears which added a bit to the time. The driver also slipped the clutch off the line rather than using the tried and trusted (but transmission destroying) 5000 rpm + dump method.
Thanks Dave, very interesting to read the data!
The highest lateral G on the steering pad was nudging 1.2 G (I think I know who's trace this was!). Is that about what you were expecing for the Noble, and how does it stack up against other performance cars in your experience,?
Plus, I was impressed that one of the instrucors managed to get it up to 80mph on the outer handling circuit. Was that in a Noble or a Caterham?
It was good to have someone there who is a master of things that go 'beep'!
Cheers
>> Edited by miken on Tuesday 10th August 12:39
The highest lateral G on the steering pad was nudging 1.2 G (I think I know who's trace this was!). Is that about what you were expecing for the Noble, and how does it stack up against other performance cars in your experience,?
Plus, I was impressed that one of the instrucors managed to get it up to 80mph on the outer handling circuit. Was that in a Noble or a Caterham?
It was good to have someone there who is a master of things that go 'beep'!
Cheers
>> Edited by miken on Tuesday 10th August 12:39
A 1.2g peak is pretty much the limit for road tyres, so it was what I expected. If you went for some slicks you'd get up to around 1.5g.
I wasn't expecting the car to comfortably hold 1.0g lateral acceleration - most cars, performance or not, have a bit of a challenge in exceeding 0.9g (if you look in this month's Evo under the £30k coupe test, you'll spot that the best of them was the Nissan 350Z with 0.9). The low centre of gravity and the wide track helps, as does the low weight of the car and the long suspension arms - not having any luggage space reduces the compromises you have to make.
As for the Outer Handling, the car (it was the press fleet GTO-3R we'd borrowed) had a fair bit more to give - you'll notice that the lateral accelerations were around 0.7g, and I wasn't exactly using the brakes either. Blame it on the fact that the rear tyres were marginal when we picked up the press car and I didn't want to blow our profit margin on new boots!
>> Edited by StressedDave on Tuesday 10th August 12:45
I wasn't expecting the car to comfortably hold 1.0g lateral acceleration - most cars, performance or not, have a bit of a challenge in exceeding 0.9g (if you look in this month's Evo under the £30k coupe test, you'll spot that the best of them was the Nissan 350Z with 0.9). The low centre of gravity and the wide track helps, as does the low weight of the car and the long suspension arms - not having any luggage space reduces the compromises you have to make.
As for the Outer Handling, the car (it was the press fleet GTO-3R we'd borrowed) had a fair bit more to give - you'll notice that the lateral accelerations were around 0.7g, and I wasn't exactly using the brakes either. Blame it on the fact that the rear tyres were marginal when we picked up the press car and I didn't want to blow our profit margin on new boots!
>> Edited by StressedDave on Tuesday 10th August 12:45
I've got some rough data to add; I reckon the leather in my 3R soaked up around 2 litres of sweat during the course of the day - it looks absolutely disgusting! Sticky patches (oh-er missus) everywhere... but worth every drop!
Good to meet the Nobility, and thanks to Cadence for an excellent day.
Good to meet the Nobility, and thanks to Cadence for an excellent day.
After a couple of laps of the handling circuit the instructor told me I was wearing the wrong type of head protection, and made me change my skid lid to a flat cap and pipe. Well it was Sunday after all..
Hope Mrs J enjoyed drinking your driver of the day award Brian! See you at the next driver day
Regards
Mike
Dave, remember to send me some bumf to my bagpipes email address.
Skid pad - was actually tricky to get the back end out - the camber on the skid pad just caused the car to understeer if you booted it and trying to flick it in didn't work either. The trick was to lift off, flick it in then nail it. Got into 4 wheel drift.. felt lovely. Smelt lovely too hehheheh.
Cheers,
Chris M
Skid pad - was actually tricky to get the back end out - the camber on the skid pad just caused the car to understeer if you booted it and trying to flick it in didn't work either. The trick was to lift off, flick it in then nail it. Got into 4 wheel drift.. felt lovely. Smelt lovely too hehheheh.
Cheers,
Chris M
Our press fleet car came with the optional addition of road-going slicks, so no real chance to practice power sliding (at one point Susie was ordering us to go round the steering pad in the opposite direction to try and and even out the feather wear that was already on the tyres). However while doing a brief demo for Mr Millbrook, I found that the best way to start the slide was to put the car on a spiral (tightening radius) and then apply liberal amounts of torque. Lower speed and no need to generate huge amounts of rubber reducing understeer before you reached the fun point.
Gassing Station | Noble | Top of Page | What's New | My Stuff