Endurocross 2013

[Loren]

I'll hold off on the topic split unless this tangent explodes.

We try to keep our events mixed up between our available sites. Adding a couple Tampa Bay Downs events to the schedule puts us at both SPC and Brooksville a couple times less per year. To maintain good relationships with the site owners, we don't want to go too long without an event at any of our sites. So, it's hard to give up SPC events when we're already only doing maybe 4 events there next season.

Also, there are people who will attend events at one location and not the other. Mostly due to geography (people who live in St. Pete or further South are reluctant to travel to Brooksville, people who live as far North as Ocala will show up at Brooksville, but not SPC, etc), but some people just don't like one site or the other due to the surfaces or types of courses that each site can allow.

As for Tampa Bay Downs, we'll probably end up increasing the entry fee by $5 for events there to make the budgeting work better. A couple people may grumble, but it shouldn't be a big deal. We did a whole season of $40 entry fees over 6 years ago when we were with NASA and it didn't seem to make a difference to anybody. At $30, we're the cheapest entry fee locally unless you're a member of one of the clubs that allows members to run for $25. (and then you have to factor in the membership fee)

[shakedown067]

What did I start? Who else has videos to share of the endurocross? Honestly I can't enough of watching them, but I think I feel short changed by not being able to run the reverse course. Stupid car.

[jbrannon7]

What did I start? Who else has videos to share of the endurocross? Honestly I can't enough of watching them, but I think I feel short changed by not being able to run the reverse course. Stupid car.

I stopped capturing my runs on video a couple years ago because I was distracted at the line wondering whether or not I had started the camera and if in fact it was running. There were times I knew I had pressed the button but the camera didn't capture anything so I decided less thinking at the line is better. FAST is so laid back and fun I may start recording my runs again.

Joe

[shakedown067]

Yeah, that's what I really like about the GoPro. If that little red light is flashing, you know it's recording. And you can see it from the front or back of the camera. And now they have playback via a smartphone for the GoPro 3!

[Loren]

All this talk about videos inspired me to spend half of my afternoon reworking the long-broken video gallery on the website. I also drafted video guru, Greg, to maintain the videos in said gallery. Thanks, Greg!

[d4rizob]

Here are my videos.
1st run
http://youtu.be/-6niGZPWlOU
2nd run
http://youtu.be/SKm_KW7Umfk

[Loren]

I couldn't watch all of that... helmet cam.

Here's a question. For the CW direction (starting to the left), which way did the "fast guys" take the slalom?

I've heard one or two people (notably Scott, but he's got enough grip to get away with anything!) say that they tried it both ways and didn't think it mattered. I always took it to the right. There was almost nothing to lose by taking it to the right (there was plenty of room to set up to make the right without lifting), but I felt that the exit was better. Most of the videos that I've seen of people taking it the other way seem to back that up. They're having to slow down considerably at the end of the slalom, where I don't think I did... I didn't really nail the brakes until the entry to the "Chicago box" after the slalom. If you look at the map, you'll see that I eliminated one "tight" slalom maneuver before the Chicago box, which allowed me to carry more speed there (where I was going a higher speed than at the entry of the slalom, so more advantageous) and get a nice straight-braking setup into the Chicago box.

Wish we had some video of my CW run.

[jbrannon7]

Going CW I kept the first slalom cone to my right. One reason was that you had moved one of the cones so it was offset and going to the left made that cone less of an issue. Also I went to the left because I felt that was a fast part of the course and wanted all the speed I could get.

Joe

[Loren]

Going CW I kept the first slalom cone to my right. One reason was that you had moved one of the cones so it was offset and going to the left made that cone less of an issue. Also I went to the left because I felt that was a fast part of the course and wanted all the speed I could get.

At setup, I offset the last two cones in that slalom out by a foot each to make it more "challenging" for the direction I planned to drive it (the direction it was designed to be faster in) and make the choice of which way to go a little muddier for those who were paying attention. Drew had dutifully set it up as a perfectly straight slalom... I just always like to throw a little something extra into that slalom. (and most slaloms... gotta keep it interesting!)

So, you're correct, the end of the slalom did get a LITTLE more difficult if you entered it to the right. But, not that much.

I never drove it the other way, but like I said, I was able to get to the right without lifting or giving up any speed that I recall. Just "stayed ahead of it" and made sure to late apex that first cone. Whereas if I'd have gone left, the entry would have been a no-brainer... but not any faster. The difference for me was in the exit of the slalom.

Going left, you ended up making the right cone of the gate after the slalom effectively your last slalom cone (making it a 6-cone slalom for you) and forcing you to either be slower at that point, or to be braking while slaloming into the entry of the Chicago box. Possibly both. Doable, obviously (a lot of people did, some of them pretty quickly)... but an awful lot of challenge to get right.

Going right, the hard part was the entry, which wasn't that hard and didn't slow you down. The payoff then was in skipping the last slalom cone and making the gate after the slalom a complete no-brainer. (my slalom was only 5 cones!) Then, having a little space to ACCELERATE even more after the next-to-last slalom cone before having to brake for the Chicago box, which I was easily able to do STRAIGHT. So, it should have been not only a little faster, but also easier to drive, thus easier to drive consistently... which is what Enduro is all about.

At it's essence, this is simply an extension of "slow in fast out". In general, you should always give up the entry for a better exit. There are always exceptions, but I don't think this was one of them.

That's my take, anyway.

My goal here is to convince everyone that going right is absolutely the fast way to go. Then next time we do this course, I'm going to subtly tweak it so that it's not.

[stevesaei]

Hi guys and girls!

I just want to thank all the people who were and are concerned about my accident at the Endurocross. The event was great fun, right up thru getting off course! The fun stopped when I hit the runway edge and folded the bumper. spoiler, front structure and transmission cradle back under the car about 10 inches. I guess MX-3s are stronger than they look; I was able to drive back at highway speeds, but bummer of all bummers - no A/C!

I want to thank, especially, John Lambert, who escorted me back to Oldsmar, and to Matt Sullivan, who took over like a concerned uncle (or maybe nephew, considering relative ages).

I am truly perplexed at this point. I have put a ton of time and development into the MX-3, turning it into an OK autocross car and an excellent road car. There are NO identifiable MX-3 parts cars in the Tampa area right now, and the market value doesn't support lots of OEM parts acquisition. I hate to just give up on it, but I may have to. Ideas? Unknown parts cars around?

Again, thanks for the support and concern. It makes FAST what it is, a fellowship of like-minded people, enjoying their cars and the comradeship of the various events and gatherings.

Cheers,
Steve

[snookwheel]

I've heard one or two people (notably Scott, but he's got enough grip to get away with anything!) say that they tried it both ways and didn't think it mattered.
Wish we had some video of my CW run.

On this last Enduro, the offset cones on the return slalom made the easy entry the best choice, in my opinion. The last Enduro return slalom didn't have quite the same offsets, making it a wash as far as how I was driving it.

[aw614]

I am truly perplexed at this point. I have put a ton of time and development into the MX-3, turning it into an OK autocross car and an excellent road car. There are NO identifiable MX-3 parts cars in the Tampa area right now, and the market value doesn't support lots of OEM parts acquisition. I hate to just give up on it, but I may have to. Ideas? Unknown parts cars around?

Would ford escort/mazda protege parts work on your mx-3 if they are same platform, outside of exterior parts?

[stevesaei]

Good question, Andrew. Many Protege/Escort parts are the same, but I don't know about structure. I'll have to find one of each and do some measuring. The front radiator support is the biggie, I think, followed by the transmission cradle. Excellent question and very worth following up. Thanks

BTW, if you are familiar with these cars, let me know. We might be able to pick each other's brains.

Steve

[aw614]

Unfortunately no, I just mostly knew about the MX-3 from a previous car and driver magazine article and some random internet readings about the V6 model that came out. I wish I could help more.

I would think the 4 cylinder MX-3 would probably share a lot of the structure components as the escort/protege to save costs. The only thing I can think of is do you know if Mazda/Ford dealers online that sell oem parts have diagrams with part numbers? It might be possible to look at the diagrams, match part numbers up for similarities.

[stevesaei]

Update:

As it turns out, the entire front end of the MX-3 is unibody. The only "parts" I'll need are the AC condenser, the transmission mount cradle, and the front bumper. That's the good news. The bad news is that the unibody and front crossmember/radiator mount have been pushed back toward the engine. This is going to be a job for a frame puller, if one can be found at a reasonable price. The car is just sitting for a while. Anybody want/need a co-driver for a few events? I can share expenses and maintenance time in return for a ride!