Updates since the June 20 Sebring test.

One weekend left for getting ready for the last track test on October 3, 2009 prior to our first race in December.

· We had noted that the driver’s position was too upright. Since the Kirky seat has a fixed back of 10°, we modified the seat rail supports to drop the back and increase its rake.

· We felt the brakes, although not overheating, did not have enough “bite” and we were not confident in our late braking. We contacted Carbotech, the supplier for the front pads, and they recommended a switch in pad compound. The pad change was accomplished and higher temp. labels (500° F max.) were affixed to the calipers.

· In the suspension department, we received some welcomed advice from Kryderacing regarding tire temperatures and suspension settings. As you may know, Reed Kryder, of http://www.kryderacing.com/ , knows a thing or two about tires and suspension settings. We have decided for our next test that the suspension settings will be left as they were.

· Although the suspension settings are not being changed for our October 3, 2009 test at Sebring, the rear springs have been replaced with softer springs (see Suspension Spring Analysis below).

· Early on, prior to our first track test, we had noted that the original Stewart Warner tachometer read 30% low. We had placed tape marks on its face to keep our revs under control. A new Stewart Warner tachometer has not fixed the problem.

· A rebuilt, direct drive gearbox was received and we verified its gear ratios as being a Nissan Option 1. This gearbox is longer than the roadster gearbox currently in the car, so a new drive shaft is needed, but no adjustments to the shifter hole will be required. In addition, a higher numerical ratio differential will be required. We are currently running a 4.44 limited slip with the O/D gearbox.

· The problem with the Mikunis not returning to idle appears to be something that shows up only after heat soak, as we could not duplicate it in the shop. We’ll have to monitor this during our next track test.

Suspension Spring Analysis:

We had noted during our earlier two track tests that the car was a little “loose.” To counteract this tendency, we had increased the dampening at the front, reduced it at the rear and moved our rear anti-roll bar to its softest setting (our current front 1” bar is not adjustable.)

After running out of range in adjustments, we decided to examine our springs. We developed an Excel spreadsheet for determining suspension frequencies and comparing the effects of different springs. Our analysis indicated our rear springs were too stiff.

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