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Messages - MurrayPeterson
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601
« on: March 28, 2017, 01:45:20 PM »
That antenna can't weigh much ... might want to check with the SCCA/SEB on that one and get a waiver on it. I would think of that as more cosmetic than anything.
How do I do this?
602
« on: March 28, 2017, 09:44:19 AM »
Miata is all prepped for the season: Karcepts front sway bar Koni shocks Alignment Side skirts screwed into place to prevent a cone from knocking it off. 3M on front hood CS-II nano-coating on entire car Wheels + RE-71R rubber Just need to get a few more KM on the engine. I discovered that the club model (GS in Canada) has a Sirius (shark fin) antenna on the trunk lid, while our car does not. That is a bit concerning, since it probably could be protested at a U.S. National event. Comfort and convenience doesn't cover removal of body bits 
603
« on: March 28, 2017, 09:27:39 AM »
Not allowed. Section 13.1 of the rules state: If a modification is not specifically authorized in this or previous Sections of these Rules, it is not allowed.
And to be even clearer, section 13.10A states: The engine air filter element may be removed or replaced provided the air
flow path remains as originally designed (i.e., no additional openings). No
other components of the air induction system may be removed, replaced,
or modified.
604
« on: March 25, 2017, 04:43:21 PM »
Our new Miata is too small to carry the timing gear to events, so we now need volunteers to carry it to/from our out of town events. For events at YYC, Jo and I are willing to take our Mazda3 as the gear hauler and also serve as a timing vehicle.
So, we need a volunteer for carrying the timing gear to/from Fort Macleod on April 29/30. If you wish to pick it up from our place (Woodbine in SW Calgary) and drop it back off there, I will continue to keep the equipment charged and maintained.
605
« on: March 23, 2017, 10:56:39 AM »
Sadly, the signals I really want are the raw feeds into the ECU, long before they make it to the bus. I don't think all of the sensor signals even make it onto the bus (wheel speed data?).
I might be wrong. Found this reverse engineered info about the high speed bus on a Mazda 3: https://docs.google.com/spreadsheets/d/1SKfXAyo6fbAfMUENw1KR3w4Fvx_Ihj6sTPSVXBdOXKk/edit#gid=0Looks like individual wheel speeds are sent out every 15ms. And a bunch of other good info is there too.
606
« on: March 23, 2017, 08:46:35 AM »
Sadly, the signals I really want are the raw feeds into the ECU, long before they make it to the bus. I don't think all of the sensor signals even make it onto the bus (wheel speed data?). I did find a cool little board that will save me a boat load of effort: https://www.sparkfun.com/products/14001It even comes with a micro SD card socket for logging the data.
607
« on: March 23, 2017, 07:49:14 AM »
Hmm, I may have used the wrong word. Dip? Ditch? The profile on the side of the runway has a fairly deep cutout in places that could force a rollover if the car hit it sideways.
608
« on: March 22, 2017, 11:50:21 PM »
I will have to show you in person at the next Fort Macleod event -- I consider the run off area there to be less than safe at high speeds. Not all of the spots are bad, but there are some spots I consider "iffy".
609
« on: March 22, 2017, 01:47:31 PM »
I am not convinced that YYC or Fort Macleod are safe enough. YYC has light poles, fences, and a dugout within easy range at higher speeds. Fort Macleod has some serious ruts down in the ditch run-off area that could induce roll overs. Both of these constitute a serious safety hazard, enough so that I would probably not run in the events. Of course, our Miata doesn't qualify anyway 
610
« on: March 21, 2017, 04:27:19 PM »
I've got a canbadger that isn't getting any use 
LOL  How complete is the info you get out using it? And perhaps more important, how fast can it feed you data?
611
« on: March 21, 2017, 11:44:07 AM »
I would *love* to have access to the raw data stream from the car's sensors, but that just isn't feasible I'll be going the route suggested by Cagare -- collect the data first and then see what might be interesting out of all that noise. This project isn't likely to go very far this year, since I have a brand new car that will need some serious attention to get it set up and tuned for racing. I am spoiled from driving the same car for many years, and never had to spend any effort on setup.
612
« on: March 21, 2017, 10:39:02 AM »
Murray, I would agree it is very difficult to do better. I would state that there are so many variables that go into maximum available grip/contact patch that you could chase those variables to insanity.
I really don't plan on chasing those variables -- many of them are almost impossible to measure in-situ anyway. I think the project would be fascinating, and enjoyable, but I don't know how much more you will achieve outside of existing tools that currently exist.
I think that I can get/use data that just isn't available via existing loggers. Almost all of them use GPS to infer acceleration and speed, and even then, they miss the "little stuff". I want to capture that moment when your front wheels start slipping sideways, while existing loggers capture the moment when the entire car is sliding.
613
« on: March 20, 2017, 10:44:05 PM »
If you had attended autox events in the last few years, you would have seen me removing and re-installing my Supertrapp at every event. It dramatically reduced the typical S2000 drone caused by aftermarket exhausts.
Yes, it works very well, and although a bit expensive, is cheaper than many alternatives.
614
« on: March 20, 2017, 10:30:46 PM »
As most of you know, I have quite a technical "bent", and like to apply science to most things. I just finished reading Neal Tovsen's blog article http://www.conecoach.com/2017/03/17/when-to-put-on-the-cape/, and it brings to mind some deficiencies in the current data logging and analysis tools. In particular, how close to the limit are you really driving? Or in other words, are you under-driving or over-driving? GPS and OBDII sensors just don't come close to answering this question, and I think it is possible (although very difficult) to do better. So, what I am proposing is to mount an accelerometer and gyroscope on the front or rear of a car, and log some high speed measurements (perhaps 1000 samples per second?). That's the easy part. The hard part is going to be doing the math to deal with all of the sensor's readings and then decide what constitutes "at the limit" on any given run. If I am very lucky, I can discover patterns that indicate tire break-away. At worst, I guess I will know a lot more about matrix math and Euler angles than I do now Does this sound like a worthwhile endeavour? Or do the current GPS logging and analysis tools give you everything you need?
615
« on: March 19, 2017, 10:10:55 PM »
Also any tips for someone who has never competitively driven a FWD car before?
You are a good driver, so you will figure it out in a hurry. At best, you can enter a corner a little bit hot and use the throttle to keep your front end "in front" through the corner. At worst, make sure you have braked enough to prevent throttle-off spin-out because you went into a corner too hot. It's a fine balance, but a lot of fun. And if you don't have an LSD, then all of your mental energy (and throttle control) goes towards keeping the inside front wheel from spinning like a jet engine. No LSD usually means slower corner entry. An LSD allows you to hammer through a corner.
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