Originally Posted by winders

Well, let's be fair here...which you have not been! You said you were gaining about 30 HP. Basically going from 350HP to 380HP. That's not what happened here. You went from ~350HP at the crank to ~407 HP at the wheels. If we assume 15% drive train losses, you went from ~298 HP to ~407 HP. That's almost 110 HP. That is a a 36% increase in power. That is 4 times what you said it would be. Hell yes you will feel that. Hell yes that will change everything.

I would have answered the question completely differently given the actual facts. So don't give me a snippy "IMHO" here...

And, if the results are from a SuperFlow engine dyno, 57 HP is still noticeable....not as much as 110 HP...but it makes a difference.

Originally Posted by GC996

Yeah, changes create changes. Just the way it is.

Rebuilt engine with more overall power especially on the lower end of the band certainly means adjustments on how you use the throttle, brakes, brake capacity requirements, etc will result. I was impressed on one of your posts about shaving off 6 seconds a lap at VIR. Huge. Sounds like you are having a blast getting to know the capabilities of your new engine and the resulting characteristics of your car.

Sure seems to me that it would be a hell of alot of fun getting to know the new package. Looking forward to hearing more about your observations, adjustments and enhancements you make as the season progresses.

Originally Posted by ProCoach

Yes, approach speed does make a difference, but the fundamentals are still the same.

If you're tickling the ABS initially, then you're really too brutal with the initial application AND the car is unstable when you hit it too quickly and hard. Too binary with the middle pedal.
You are spot on - I think I did this initially and then corrected away from it.

If you tickle the ABS at the end, close to and past initial steering at turn-in, you've left just about the right amount of speed left at the end of the straight line portion of the brake zone.
I am pleased to say I think I progressed towards this. Just up to the point where I could carry brake, with the car being stable, almost all the way to a proper-ish apex.

You are correct in that the initial slope down is significant and could see it up close, but still nothing like the approach to Turn 1 at the Glen. More like the steady downhill into Turn 1 at Summit.
Yes, I will test that in a few weeks at WGI. But I have not sensed much of a downhill into Summit T1. Is it that subtle, or did you mean T5?

What is hard to see from the car is that it goes UP from marker 2 to the arrow, THEN levels out, then goes down from crossing centerline to apex approach all the way to an area just before the second inside curb. It's why people that miss the apex or early pick up a big push and don't know why...
Yes, a complex turn from start to finish. I did appreciate your study of its elevation aspects in the TrackWalk video.

The downward slope starts after 6 (the initial mark) and stops at marker 2, allowing full throttle up to the marker you select. Then, execute an exponential, quick squeeze on the brake, followed by a harder push once the nose is down and loaded.
So, are you saying that you do not start the exponential rise until you are nearing the bottom of the decline? I know you don't like coasting but I have to admit I did some of that from B6 to B3.

The squirrely behavior at the back of the car is a result of too quick a weight transfer FROM AN UNLADEN STATE.
10-4. That is a continuing goal for me to work towards. It may also have been somewhat due to my loosening coilovers, which are currently being rebuilt. I have been chasing this issue for a while and I hope this resolves the car part of the problem (the rest is me, of course).

So, what we've seen is that the drivers that DO keep their foot down to the brake point is that the car is actually progressing from a better damped state (thrust positive acceleration) to another well damped (hard braking) state. It's the in-between that feels funny!

It would be wonderful to see the differences in vMax between the pre-mod state and post-mod, but I can assure you that the physics doesn't know the difference. There are best executions of fundamental skills that can solve all (or most all) of these "comfort" issues. And allow you to go faster with less risk.
I will see if I can pull those out of my data sets.

Thanks for posting your impressions!

Originally Posted by steveP911

Thank you, Peter. Always very insightful comments. I am impressed that you can reach both racers and relative newbies like me. That's a skill.

Thank you kindly!