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I'm an awful person in that I don't change rotors between stock and race pads. That would be optimal so there's no cross contamination, but over the years I've found swapping back and forth is a non-issue for most pads. I do run a quick bed procedure after a pad swap of 6-8 hard braking...

I run a 275/35/18 on a 10.5 and it's pretty good. Were I running a 295 I'd want an 11 or 11.5. A 275 on an 11 would be chasing tire feedback IMO, but still not out of the question. You're not giving up tire with stretch (to a point obviously), just supporting it better. Weight is always at a...

I'm glad that method works out for you :) I tend to be a bit more ham fisted, or at least I once was when I started tracking so I generally prefer a car that has good feedback, but also is a bit softer in front. When I get in a car that's got a lot of front axle bite I usually end up getting...

I haven't done the ackermann angle calc to see what it says the car really wants, but my default preference on track is 0ish toe. Even in autox settings I rarely do more than .07 degrees toe out per side in front. I once stumbled on the Bridgestone JP website that had their recommended camber...

Mine is right in the mix as well. -3.7F/-2.5R camber 0 toe front/.2 degrees toe in each side for .4 degrees total toe rear 8.1 degrees caster (non-adjustable, but at least even on each side) Initial install of the camber plates had the front at -3.4 degrees, but after 4 track events it seems...

That's plenty of pad. The exponential wear seems to happen somewhere around .25" or so. When you're out at roughly .5" that's definitely "good to go" range. Would be interesting to see how much gets used up during the weekend. I need to check the pads again after VIR the other week. The car...

I thought it was obvious with my "we've mucked this thread up enough" comment, but since you seem to want another response I'm happy to make it more clear. You simply aren't worth discussing it further with :)

You're going about the logic the wrong way in the section I bolded. The reason they're fast to the cords is they're wearing out the tire before it can heat cycle out. One of these tires heat cycling out (generally) means you're not driving them either hard enough, or long enough in a given...

Obviously the results of a given day are what matters that day, along with the personal reasons. I'd much rather see someone drive on linglongs or tigerpaws than not drive at all. However, there's far more info out there along with far more that matters than the opinions of a few drivers on a...

The updated 660+ has shown to be faster than the old one, but is expected (and has somewhat shown that so far also) to heat cycle out the same as before since it was only a construction update and not a compound update. Looking at the data from that day it's easy to see why the RT660+ was...

Just putting this into perspective to avoid hyperbole. If you calc the twins base weight and tire width vs the Supra, the BRZ is carrying 73.5 lbs per inch of tire vs the Supra 78 lbs. This assumes curb weight on both with no driver, a 245 tire for the BRZ and a 275 on the Supra. If you bump...

Yep, Andy tests using an ND as the primary track car, although he's used a McLaren before in the past for some things, or a CRX. These are like using a pyrometer. Generally useful data to factor in, not to be ignored, but also not the end all be all. Tire Rack posts their test data also using...

Somewhere on track at VIR (I think the exit of oak tree). Looks like I can soften the front bar a bit now that the rear is sticking better.

I feel like ignoring a pretty well setup test with lots of data present simply because it's contrary to your stated opinion is not the best way forward. You're effectively saying "trust me bro" while I'm presenting data from a known, documented source of long term tire testing. Not a very...

Lots of tire tests disagree with you on those 3. The 71RS can heat cycle out (I've personally done it, but it was at 1.5ish/32 of tread left) and get more peaky, but it's still capable. The RT660 seems to cycle out at about half it's tread life. The track and autox series that require the...

The RT660 is well known for heat cycling out long before the tread wears out. Pace falls off a good bit along with grip, and the tread hardens up so they look like they're still good to go, but are slow. If you're just doing track days and not chasing times then they're good to go. If you...

This. There are several places locally that do part outs and you can call them to ask for notification when specific cars come in. Major cities will have a lot more options, and almost all of them post on fb marketplace. Find some place that has import engines for sale and message them asking...

The cost to get PPF is more than the cost of a paint respray. I tend to get touch up paint for the worst chips, but accept the rest. If it gets awful and it's on a car that matters I'll get it resprayed if I care enough. For wheel color, it's not super expensive to get them powder coated by a...

Luckily advanced group is pass anywhere with a point by. That said the only time I would pass there is if someone missed the braking point for T1 and way overshot, then pointed me by. T3 to T4 is much easier. Back when I ran Lemons I would pass there frequently using late braking and taking...

I have the TSW Lasarth on mine from Tire Rack (pictured). They're not the lightest, but they're cheap(ish) 18x10.5 +35 wheels and seem to have held up well for the 3 track events I've used them in so far. I generally prefer non-staggered applications as well and run that on a C5 track car...