[Photos] Exe Track Day - 8th May 2011

More photos here and here on Flickr.
Thank you to the photographers who patiently waited  out in the bunkers to get all these shots.

Shaun Chiew (Exe) Track Day - Mothers Day Edition - Winton Motor Raceway

Session 1 - With Dan Supra as passenger
2:02.4810
1:53.1980
1:47.6680
1:47.1390

Session 2
2:06.5460
1:47.0860
1:44.0040
1:43.0190
1:44.2790

Session 3
2:05.9400
1:45.7530
1:43.8540
1:43.2990
1:44.2150

Session 4
1:57.3610
1:46.4870
1:43.5850
1:43.5200
1:42.2890
1:42.4690
1:45.1180

Session 5
1:58.0720
1:44.6850
1:42.9890
1:42.0300
1:42.8870
1:44.0060
1:41.6970 BEST LAP (NOT PB)

Session 6 - With Jules RME1 as passenger
1:51.2070
1:46.9160
1:44.9660
1:44.3080
1:42.2840
1:42.4350

My goal for today was to apply some tips that Silas (Flameboy) imparted upon me last track day. Overall, I think it went well - I saw an increase in corner speed in general even though I only matched my PB. Thanks to Silas for his insightful comments.

Also, thanks to Exe Crew for my making the track day another great one; and thanks to all participants for coming to race and being part of a memorable day.

Brakes pads and fluid
I have to say that the Project Mu Level Max900i pads and Project Mu G-four 335 fluid made braking feel noticeably better than last track day with Project Mu Type HC+ pads and GS610 fluid. Initial bite of the LM900i pads was better and brake pedal feel remained consistent throughout each session will little to no fade. There was still smoke eminating from my calipers like with the HC+ at the end of each session though.

Overall results
Individual laps

Trying something else new

I serviced the car today in preparation for the track day next week.  The service included:

• Engine oil change
• Brake pad change
• Brake fluid flush

I fitted the Project Mu Level Max900i pads (from my previous post) in the front and Project Mu Type HC+ replacements in the rear.  After removing the existing front pads (HC+), I noticed that the wear was even and the pad level was uniform left to right, top to bottom.  The front caliper piston boots also only had some fine cracks in them.  I am assuming that the titanium shims are working in keeping some heat about from the boots as well as aiding in applying equal pressure across the pad by being rectangular.  Note the the stock shims are triangular and only allowed half of each piston to contact with the brake pad.

The rear pads however had not worn evenly.  The inside pad on each side had worn more than the outside pad, and the inside pads' wear was also more on the top edge.  The right-outside and right-inside pads:

The left-outside and left-inside pads:

Finally, I'm also going to try a new brake fluid, so the old Martini Racing GS610 was flushed out for this:

Project μ G-four 335 - Theoretically, it has a higher boiling point (335° C dry and 221° C wet) than GS610 (330° C dry and 214° C wet).