DTMiller

Nice meeting you thundermoose; I was waiting for the traffic exiting hog pen to be me and was very satisfied to see it wasn't. To follow up on our conversation in the paddock -- she popped later that day, new one goes in on Friday. End threadjack.

Frank 993 C4S

There is a different chart for slicks:

Thundermoose

Bummer but good that you have a spare. It was also nice meeting you in South Bend and again in the paddock.

bauerjab

There is a whole other part of the equation that the OP may want to consider. If you are not a professional driver, then running on crappy tires results in crappy lap times. I know this because when I went to the Glen CR recently, I had really crappy tires that resulted in crappy lap times. When I put stickers on for qualifying, I did fine. But I realized by running crappy tires I was wasting my time - I could not test braking zones. etc. Also, since my times were so slow, I was afraid I was getting used to going slow. Thus a double whammy for confidence levels.

Obturate

Enjoyed the video of Scott Heckert above. The most interesting part to me is that he is able to use the curb on turn 16, the left hander going down into hog pen. I don't think I could do the same. (Of course, I am far from Pro!)

HenryPcar

Really depends on how you drive. If you are a smooth driver like Jackie Stewart, they last quite a bit. On the other hand if you drive like Ken Block.....

ProCoach

And THIS is why the first question on my private coaching questionnaire is "what is the age of your tires on the car for this engagement?" and "do you have access to new tires for our engagement?"

First, I don't want people to drive around crappy tires, much less "tune the car" on a compromised platform with tire performance being a moving target.

Second, I am going to ask drivers to "become comfortable being slightly uncomfortable." Push slightly beyond their comfort level, hence confidence level. THERE IS NOTHING LIKE NEW TIRES to bolster driver confidence, because that real or perceived impediment is NO LONGER THERE. Also, the specific exercises I and others use to improve technique execution required as stable a platform as you can make, because we don't want to "scare the brain." consciously or unconsciously.

Scott and I worked during his time when he won (and nearly won again) the NASCAR Touring Series races held at VIR on the North Course. His methodology for T16 IS the demonstrated, "best execution" of that section of the course. His loading to the right is sufficient to unweight the left side tires such that the curbing does NOT upset the car in such a way that needs to be corrected, but places him in the proper place to enter Hog Pen most efficently.

There are TWO topographical (elevation change) features in the beginning of this comples, a "level-out" or compression leading in to that curbing via the diagonal path and heading across the width of the road, right to left, and then another change past the mid point of the T16 curbing on the left that drops slightly and requires steering to be relaxed slightly. Many drivers drive to deep and turn too much, still more leave the right edge of the road early and "pinch" the entry in, which causes them to be equivocal on their braking AND SPEED, upsetting the car when they touch the curbing.

https://speed51.com/winning-is-twice...eckert-at-vir/ And now he's won in PWC with Mike Skeen, another driver who I've helped mentor.

In the end, it all boils down to most efficient use of the brakes through the changes in elevation while maintaining a high enough speed to generate the cornering loads appropriate to unweight the left side, while STILL ending up with the proper heading at the END of the curb on the left. I could talk for days about this ONE complex...