2006 Test Days at Daytona Preliminary Schedule
I am NOT
Its Tuesday, just 2 days
before testing, and a small disaster has struck.
The new motor Doc had put in some time ago has run
into problems while he was tuning it, so he had to
replace the entire engine at the last minute.
Doc told us he wouldn't be able to drive up from
Miami until Thursday morning, so we would miss the
first practice session. I wasn't real
happy about that, but what can you do - that's not
unusual in the racing business, especially with a
brand new car. The testing is 3 days long
(Thursday, Friday, Saturday), and we have 2 practice
sessions each day, for 6 sessions total.
We'll we should still get 5 practice sessions in if
Doc makes arrives Thursday morning. More on
Danny wants to take his tractor trailer racing rig
down to Daytona to use as a support vehicle.
Not that we need it for transporting the car
(because Doc is taking care of that with his own
trailer) but Danny got this idea that he could
conveniently sleep in its crew quarters.
The crew quarters is a simple 9x10' room built into
the front of the trailer. It has some seating
area, a convertible bed, and a TV with a DVD player.
The trailer also has a dorm-size refrigerator last
cleaned during the Reagan Administration, and a
1960's era microwave that would be put to shame by
an easy-bake oven. Danny figures he can leave
the rig in Florida, and use it again a few weeks
later for the Daytona race, when it will be really
hard to book a hotel room near the track.
That sounds like a good idea to me.
The only problem is that
Danny wants to fly his plane down and back, so how
are we going to get the rig down there? Plus,
the rig has to be down early, because all of the
racecar "transporters" have to be lined up and ready
to park by noon on Wednesday. There are
literally hundreds of trailers to park, so if you
aren't there in time, you don't get a parking space.
Well, you may remember from a couple of adventures
ago (when I ran One Lap of America), that I had a
partner in crime, Bill, that is a professional truck
driver. Bill agrees to drive the rig
down, as long as we can fly him to Philly on Friday
so he doesn't have to break some plans he had up
there for the weekend.
So we make
arrangements to do a 3-way transfer in the town of
Benson, so Bill can pick up the rig. Benson is
kind of the mid-way point for all of us.
Danny will drive the rig from Wilmington, followed
by his daughter, Ryan, in her Taurus, so he can get
a ride back to Wilmington. Bill will drive up
from Fayetteville in his pickup truck.
My wife and I will drive me down from Raleigh so I
can take Bill's pickup truck. After I
get back from Daytona, I'll take the pickup to RDU
airport for Bill so he can drive it home when he
flies back in after his weekend. Sound
complicated enough? Phew...
Danny and his daughter
Rian, with Bill
While Bill drives
Danny's rig down to Florida, I'll follow a day later
on Wednesday late afternoon/evening in my own car.
I decide not to fly down with Danny this time,
because my wife wants to come along, and we will
bring along Shadow the wonder dog. I don't
think Shadow would fly too well - on occasion Shadow
can be quite a nervous passenger. We rescued
her from an animal shelter several years ago, and on
her maiden drive home we were rewarded with the
royal trifecta - she threw-up, went number 1, AND
number 2, all in the back seat of my truck!
Since then Shadow has gotten used to riding in the
car, but I can't imagine going through that again at
an altitude of 6500 feet with no way to open a
got to Daytona in plenty of time to get the rig
through the gate and parked in the proper spot.
The only issue he had was that Danny forgot to tell
him ahead of time that the heater wasn't working in
it, so Bill got a little chilly during the evening
portion of his drive.
Our drive to Daytona
Wednesday evening is blissfully uneventful - all the
gauges in my car continue to operate with no issues
whatsoever. Danny has similar good luck, and
whisks into Daytona International Airport in
something under 3 hours in his Seawind 3000.
This time he has no problem with the plane, at least
none that he would admit to! Beth and I stay
across from the track at the Studio Plus extended
stay hotel. It's decent enough, and certainly
convenient. The hotel is half full of day
laborers crammed 7-8 to a room, which is oddly
reminiscent of what Bill and I found a few years
back during our
of America Adventure.
Bill and Danny planned
to sleep in the truck's crew quarters, but at 6
o'clock a security guard making the rounds kicked
them out - it seems everyone has to leave the
paddock area at night, and they lock up the
facilities tight as a drum. Resourceful Ranger
Danny manages to snag a decent room nearby at the
military rate for the night. Danny is
determined this won't happen again.
Thursday, January 5th -
1st day of testing
The next morning I'm
over at the paddock bright and early, in
anticipation of being ready for the car when it gets
there. Hopefully Doc will arrive soon,
we can get the car tech'ed, and get on track for the
afternoon session. It turns out I had plenty
of time on my hands this day, which is not
necessarily a good thing. But at least I could
take a lot of pictures. Each team car is
assigned a garage space.
Next to us in the garage
is the "Play Therapy Racing" RX-8 (just like the one
we hope to be driving) with some really appropriate
And on the other side
of the garage we had the Team Sahlen Porsches -
there were 4 of them on the entry list, but I swear
I counted at least 6 of them. They were
buzzing by us pretty good on the straights (once we
got in the car - more on that later).
The Porsches run in GS
class, while our RX-8 runs in the slower ST class.
Grand Am Cup racing has two classes of cars on track
at the same time, so there are really two races
within the race, with the cars all mixed together.
The faster GS cars are dominated by a preponderance
of Porsches, Mustangs, and BMW M3's, while the ST
cars are dominated by RX-8's, Acura RSX's and BMW
Team Sahlens also showed
up with a somewhat unusual ST class car, a
turbocharged Dodge Neon SRT-4. These cars are
plenty quick, and I'm glad to see one in the field.
The 3 NRG Motorsports
RX-8's are above - these are the cars that Doc built
with Nick Gurucharri. Our still empty garage
stall is just to the left of these 3 cars.
Together, our car (owned by Doc), and these 3 cars
(owned by Nick), will pool resources. Doc is
still on retainer to Nick as his chief engineer, I
guess you would say.
This is Danny with Mr.
and Mrs. Rob Whitener III. Rob formed
ROAR Racing and has put some funding behind Nick's
effort. Rob will co-drive one of the cars with
Nick. As such, all three of Nick's cars are
being co-branded as NRG Motorsports / ROAR Racing.
For this test session, our car (or I should say
Doc's car, which we are renting for the season) is
also listed on the entry list as an NRG Motorsports
/ ROAR Racing entry.
The morning continues
to pass by, and our car is still not here. If it
doesn't arrive soon, we won't make the afternoon
session either. Frustrated, I decide to walk
through the paddock and take some more pictures.
This is me with Will
Turner, owner of Turner Motorsports. Anybody
that races BMW's knows about Will - he is positively
HUGE in the US. He and Don Salama co-drive
this car in ST class, and he is one of the favorites
to win the driver's championship this season.
Even though Will knew I would be driving "against"
him, he spent quite a bit of time giving me some
pointers about the track. He is a true
gentleman competitor, and he is one of the nicest
guys you will ever meet (off track at least - I'm
sure he's pretty fierce on track). Over
our shoulder you see the SpeedSource RX-8's.
Mr. ROAR Racing, Rob
Whitener, is suited up, as Nick (in black with his
back to us) confers with his crew about the car.
In a few moments they will be heading out on track
for the first practice session. The practice
session is 1 hour long - most teams will switch
drivers in the middle of the session, so both
drivers get some time in the car.
Since I won't be driving
this morning, Bill and I decide to head out to the
infield bleachers to watch the practice session, and
maybe pick up some pointers. Here is the Will
Turner BMW that I was leaning against just moments
earlier, carving its way through the infield course.
I have no way of knowing if Will or Don Salama is in
the car. It doesn't make much difference -
they are both fantastic drivers.
This is the yellow ST
Class SpeedSource RX-8 that won the championship
last year, seen here dogging a GS class Mustang in
the same turn. This RX-8 is co-driven by
Sylvain Tremblay and David Haskell. The
2005 Championship went down to the wire, with both
the Turner Motorsports BMW and this SpeedSource RX-8
having a shot. The BMW broke in the final
race. Will Turner is back this year in his
BMW, he confided with me earlier, due to this
Left of center is the
brand spankin' new ROAR racing transporter.
This is a top of the line rig, and it is being towed
by a luxury coach style "toter home" - half tractor
trailer, half motor home. Very expensive, very
nice - only the best for Rob!
To the right is Danny's
rig, which is none too shabby either. That
cute, goofball looking car pasted on the rear is a
BMW Isetta micro-car. Danny has a soft spot
for vintage Isetta's, and owns at least one. I
found a good site on the internet that gives a
brief history on the Isetta, if you're
The practice session
ends, and Doc still hasn't arrived with the car.
We try to reach Doc, but just get his voicemail.
Danny and I are conferring in his trailer about the
implications of this.
Like me, Danny is
anxious about the car not being here yet. He
finds ways to keep himself busy to pass the time.
Here you see him using the workbench in his trailer
to fabricate an exhaust gasket for this little
gas-powered scooter that he has. Its basically
a skateboard with a chainsaw engine on it - of
course its stupidly fast, and somewhat dangerous to
ride, which suits Danny just fine!
Morning turns into
afternoon, and our car still hasn't arrived.
Its pretty obvious that we aren't going to make the
Thursday afternoon practice session either, so Bill
and I setup the observation deck on the top of
Danny's trailer. We have a pretty good vantage
point, as we overlook the road used to enter/exit
the pits. Bill manages to snap some pictures
of some interesting cars. This appears to be a
ROLEX Pontiac GTO. The ROLEX cars will run in
the upcoming 24-Hours of Daytona. The 2.5 hour
Grand Am Cup race we are in, will run just prior to
the ROLEX race.
This is a Daytona
Prototype (DP class) car that will run in the 24
Hour race, coming off under its own power.
Here is a different body
style of a Daytona Prototype, this one getting
pushed by the ATV behind it.
Still another Daytona
Prototype car being pushed off, as one of our ROAR
Racing / NRG Motorsports RX-8's heads out for
practice. Nope, we won't be making this
practice session either. Maybe we'll have
better luck tomorrow.
Here is the Lowe's Home
Improvement-sponsored Daytona Prototype, getting a
little more help. The rear-end must be broken,
as they have it up on some sort of push dolly.
Say Cheeze! I
manage to warm some popcorn in the 60 watt easy-bake
microwave - it only took about 12 minutes to pop it.
The test day winds down and the track goes silent
around 5:00pm. Tonight the paddock won't close until
9:00pm, so we decide to hang out a little longer.
As the sun goes down, Bill and I get the brilliant
idea that we'll walk the infield track - I couldn't
drive it, but at least I'll get to scope it out on
foot - maybe we'll learn some insider secret that
you can't fathom when you're driving over it at
100mph. We call Danny on his cell phone, and
he agrees to join us. Danny catches up to us
as we walk down pit road - not even breathing hard
even though he just ran 1/2 mile. For
the next 15 minutes, under the infield lights, we
pretend like we're going to find out something that
will help us go 2/10th's of a second faster here or
there. Then a corner worker truck comes
by, the driver puzzled by our presence on the track.
A few minutes pass, then another one comes by, and
the driver leans out, "Hey, what are you guys doing?
Don't you know we're about to go green?"
Uh, oh, they were about to start night practice for
the Rolex 24-Hour cars, and we were about to become
roadkill! We hurry up and get off the track,
feeling rather foolish.
Danny was determined to
sleep in his trailer - dang it, he went to all this
trouble to bring it down, he was going to use it.
Danny and Bill agree that Danny will sleep in the
trailer crew quarters, while Bill will sleep in the
back of the truck cab (which has a bunk in it as
well). So 15 minutes before the paddock
closes, Bill and Danny use the restrooms. Then
Bill climbed up into the sleeper cab, and Danny
closed himself into the crew quarters, and they
called it a night. Danny's trailer
doesn't have any windows on it, so you would never
know he was inside. The truck cab sleeper is
visible through the truck's front windows, so Bill
had to be careful to not turn on any lights, or he
might be seen.
6th - 2nd Day of Testing
Friday morning as I'm
heading over to the track, I get a call on my cell
phone - Doc has arrived with the car! He
arrived late last night, but it was after hours, so
he couldn't get in. I hurry over to the track,
to find that they have already unloaded the car and
it is sitting in its designated garage stall.
The first practice is at 9:00am, but looking at the
car, it slowly becomes clear that we won't make it.
Don't get me wrong, the car is in mechanically good
shape, but its missing several of the finishing
details we need before we can go on track.
The ROAR Racing team
mechanics were all busy working on their cars, so
Danny and Bill and I roll up our sleeves and work to
get the car ready. We need to mount the seat,
install the harnesses, install the roll bar padding,
mount the mirror, put on the decal's, get some
Hoosiers (race tires) mounted up, get the car
through tech inspection, etc, etc. The last
minute broken motor really put Doc behind schedule.
There was so much to do that I was starting to
wonder if we would finish in time to make the
Here is Danny and I
trying to figure out how to mount the seat and
attach the harnesses.
This is Lenworth, Doc's
main mechanic and right hand man.
Lenworth is assigned to only work on our car.
This is one of those
times when it helps to be a short little guy - you
can work in pretty close quarters...
(Super) Mario, the AIM
factory representative (AIM is the maker of the
electronic racing dash that we are using), works on
programming the dash. The racing dash is
just a big LCD screen, and you can program whatever
gauges on it that you want - a tachometer, oil
pressure, oil temperature, water temperature, rpm,
speed, etc. You can also set LED alarms to
come on, to indicate a problem. Very cool
Literally with only 10
minutes to spare before technical inspection closes
for the day, we finish the car. Here you see
Grand Am officials scrutinizing the car, making sure
that it meets their safety standards. It
passed first time through. It looks like we
will make the afternoon practice session!
We missed the first 3
practice sessions - two yesterday and one this
morning - but there are 3 left to go, so that is
better than nothing. Danny and I fight over
who will drive the car first, but not the way you
might think. My reasoning is that, hey,
its a new car, finished in the nick of time, and
completely untested. We all know that there is
probably a 50% chance that the engine will blow up,
a wheel will fall off, the fuel tank will
spontaneously explode, etc, etc. So I
insisted that Danny go first!!! Aren't I a
Danny agrees to drive the first 30 minutes, and then
he will come in and let me drive the last 30
minutes. We don't have a radio installed in
the car yet, so he's going to have to look at his
watch to keep track of time. Danny gets
out there and cautiously turns a few laps.
Everything stays together on the car just fine.
He slowly turns up the wick and starts driving
faster and faster, and that's when he starts braking
harder, and he realizes that the Antilock Brakes
aren't working! The brakes on the RX-8 are
just tremendous, but with the ABS not working, the
car is prematurely locking up the left front tire
quite badly. Do this too much, and you will
destroy the tire - you can wear the tire rubber
right down to the steel belt in an instant if you
brake too hard. Danny comes in after about 12
laps, and hands the car over to me. He said he
was sorry, but he has badly flatspotted the tires
(it turns out it was just one tire that was
flatspotted badly - the left front). It wasn't
his fault - an unexpected ABS failure will cause
that. Danny also said he accidentally tapped
the #70 SpeedSource RX-8 when it cut in front of him
in the braking zone going into the chicane. It
caught him by surprise, and with our brakes locking
up, Danny couldn't brake as hard as he needed to, so
Danny ended up kissing the #70 car in the rear (but
not badly - just a minor scrape on our front bumper
- it wouldn't even show up in the pictures).
One of our crew went over to the SpeedSource pit to
talk about it, and everyone agreed it was no big
deal, just one of those things.
Right as I was getting
into the car, Bill had to leave to catch his Friday
afternoon flight to Philly, so he was unable to get
any pictures of me in the car.
I got in the car and
I must admit I was a bit overwhelmed. I have
never driven Daytona, nor have I driven an RX-8, so
I had my hands full. It didn't help that
everyone else on track had already driven 3 sessions
and was familiar with everything, and I was just
turning my first laps. The car handled
great - like a go-kart, so that wasn't the problem.
I had to brake VERY early to keep the left front
wheel from locking up (little did I know it was
already worn to the metal in one baseball sized
spot). Daytona has several corners where
you have to drop 2 or 3 gears worth of speed, so
having to brake 100 yards early was a big
disadvantage - when I did so, any car behind me
would just dive by me into the corner. It
doesn't make for very quick lapping when you're
watching your mirror constantly and giving way to
overtaking cars so much. Plus the 6 speed
transmission was giving me fits. I'm so used
to a 5-speed, that I just didn't find the 6 speed to
be intuitive. The gears are very physically
close together, and I was afraid of over-rev'ing the
car if I blew a shift. So I kept coming out of
turns in the wrong gear. I managed to get
about 12 laps in before the checker, but none of
them were particularly good. My lap
times certainly weren't very impressive compared to
Picture from www.theracesite.com
I tried to look at
the bright side - my times were only 2.5 seconds off
what the Turner BMW and Speedsource RX-8 were
turning in their first session the day before.
I figure I didn't have ABS, I was driving with a
flatspotted / corded tire, I've never even driven
the track, I've never even driven the car - maybe
that's not so bad. Although I have to
remember, those guys were now driving 3+ seconds
faster than their first session! So the
current gap is pretty wide. But I was trying
to find a positive way to look at it.
Heck, you gotta pump yourself up somehow!
After getting the car
back to the paddock, we tried to figure out our
strategy for tomorrow. In the morning there
would be a 1 hour test session from 9-10am, then
another 45 minute test session from 1-1:45pm, then
we were done. Danny had his radio show from
9-10am, so that was a problem - he wouldn't be able
to drive any of the first session. Also, Doc
had arranged for some local hot-shoe driver to come
by and take a few laps in the car, named Mike
Smellie. Doc's plan was that Mike would be
able to provide immediate feedback on how the car
was handling, and recommend any changes. Mike
and a friend (sorry I didn't get his name) had been
hanging around all day today, hoping to get a chance
to drive the car.
So this was the plan
for our final track day:
Friday Morning Session:
9-9:15am - Mike Smellie;
9:15-10:00am - Me
Session: 1:00-1:45 - Danny
Danny and I went and got
another set of tires mounted up. Lenworth
looked over the car. We needed Doc to diagnose
the ABS problem, but he was busy consulting on the
other cars, which had some problems that needed his
Danny and I took a break
for an hour or so, then came back to work a little
bit on the car. The seatbelts needed to
be adjusted better to fit me, so I started to fiddle
around with them - we just hadn't guessed right when
we first put them in, and hadn't had a chance to
redo them. When I sat back down in the
seat, I realized something wasn't right. Danny
and I both have short legs, so this morning we had
the seat bolted just about as far forward as we
could get it. It had taken us two hours to get
the seat in the proper position, because quite
frankly our field-fabricated seat brackets were a
royal pain in the derrière to take out and put back
in. But as I sat in it this afternoon, I
realized I could no longer reach the pedals
properly. Someone had unbolted the seat and
moved it all the way back! I asked Doc
if he moved the seat, and he said no. A little
investigation revealed that Mike Smellie, test
driver, had moved the seat to accommodate himself.
He's a tall guy, so the seat in this configuration
would not have allowed either me or Danny to drive
The troubling part
was that the seat (which is bolted in solid) was
moved without asking or telling Doc or Danny or me.
If things had gone as planned, I would have not
figured this out until tomorrow, during my only
session of the day. This would be during the
driver change in the pits, when Smellie got out of
the car, and I got in. That would have been a
disaster for me, as I would not have been able to
drive the car at all, and would have completely
missed the test session. I guess I would have
had to turn the car back over to Smellie, since he's
the only one who could drive it at that point. Danny
and I had a discussion with Doc, and we agreed that
we needed to change the plan.
We decided Danny and I
needed track time (having only driven 1 of 4
sessions so far) more than anything else.
So the new plan was:
Friday Morning Session:
9-10am - Me
Session: 1-1:45pm - Danny
It was 5:00pm, and the
paddock closed at 6:00pm, so we had an hour to work
on the car. Doc started working on the ABS
problem, but his new Sony Laptop kept dying on him.
His laptop was the only one that had the software
that could interface to the onboard computer, and he
needed it to get the fault codes on the ABS.
He had a call into Mario, the AIM factory rep, to
see if he could come by and get the software working
on Lenworth's computer, but he wasn't
Lenworth knew I was
upset about the whole seat fiasco, so he stepped in
to try to put things right. But quite frankly
our field-fabricated brackets were fighting back,
some of the bolts had gotten cross threaded from
overuse, and he wasn't able get the seat in quite
So by 6:00pm, we
didn't have the seat back in, or the ABS working.
The track opened at 7:30am, and we would have try to
address these things in the morning before my first
session at 9:00am tomorrow.
Back at the hotel, I
logged onto the Grand Am website to look at my
laptimes, and I then notice that the number 63 car
is listed as "Danny Alvis / Mike Smellie". Hey
wait a second, I'm not even listed as a driver!
Don't they know, I am NOT Smellie!!!
Saturday, January 7th - Last Day
Doc, Lenworth, Danny and I got to work on the car
first thing in the morning. By the time we all got
into the paddock, we had a little over an hour to
get the seat reinstalled properly, and get the ABS
squared away. Once we replaced some of the
seat bolts, we got that taken car of pretty quickly.
The ABS was another matter. Doc's laptop ended
up dying completely, and refused to power on at all.
So he was resorting to manual methods to
troubleshoot it, and there just wasn't enough time.
As 9:00 rolled around, Danny went off to do his
radio show (he phones in remotely to the station),
and I suited up to go on track. Lenworth
and Doc made sure the car was fueled up, checked the
oil, tire pressures, etc.
Daytona has an unusual
pit row exit that cars use to get onto the track.
As you leave the pits, the pit road actually curls
around, following the inside of turn 1, and you
don't actually enter the track until the following
straightaway. The reason this is important is
that as I was driving down the pit row, but before I
actually entered the track, the car suddenly died -
no lights on the dash - it was if I had no
electrical power whatsoever. It just
completely cut off, and I couldn't restart it.
Fortunately, I coasted to the side of the pit road -
it was pretty wide there, so the car wasn't sitting
in a dangerous position. However, because of
the way the pit road curls around, I was out of site
from the pits, and out of site from a corner worker
station. And because I didn't have a radio, I
couldn't call Doc to tell him what happened.
So I had to get out and walk!
First I walked to the
corner worker station on the inside of turn 1, and
told them that I was stranded. Then I started
my long walk back to the pits where Doc and Lenworth
were. There was a maze of fencing between
where I was and where I needed to go. While
clutching my helmet and my hans device (if I was
smarter I would have left them in the car), I
actually had to climb a 7' high chain link fence in
order to get back over there. Finally, as I
was getting close, I ran into Doc and Lenworth - they
had gotten word from an official about the car (they
must have been worried sick when it didn't come
around). So we half walked, half ran back over
to the car. Doc and Lenworth climbed the fence,
Doc got in the car, and of course it immediately
started. Lenworth and Doc checked connections
under the hood, and couldn't find anything wrong.
So I did the only thing I could do - I strapped
myself in, and went out on track. I made it
about 3 or so laps, when it died again on me while I
was in the banking on the oval. I got
the car down on the apron section (the flat part
inside the banking) and managed to coast about 1/2
mile to the pit road entrance. Then all of a
sudden the dash lit back up, and I was able to
restart the car.
Doc had me drive the
car back to the garage area, where he puzzled over
it for a few minutes. He reasoned that the
only thing that could cause that type of failure was
the ignition relay, so he had me go pull the relay
out of one of the ROAR Racing RX-8's (that wasn't
running for some other reason), and we put it in our
car. I think he was correct, as I was able to
go back on track and run what was left of that
session without incident. Nonetheless, my
second practice session was cut extremely short - I
probably was only able to complete another 12 laps
or so. Some good things did come out of this
session - I was much more comfortable with the
shifting, and made fewer mistakes in that area.
Because I still had to deal with the front left
brake lockup (we had no way to adjust it), I was
pretty gentle on the brakes - I wanted to make sure
I didn't destroy the tires so Danny could run on
them this afternoon. Nonetheless,
despite the abbreviated test session, I cut over 1.5
seconds off my time from yesterday's session.
I just wish I could have gotten more time in the
car, with the brakes working right. 24
total laps is just not enough time to learn a new
car and a new track under those conditions.
And that was all I was going to get.
We got the car back into
the paddock garage, and Mario, the AIM factory rep,
stopped by. Since Doc's laptop was dead, Mario
was able to get the interface software working on
Lenworth's laptop. Once Doc had that working,
he quickly diagnosed the ABS fault, and replaced the
failing sensor that caused the problem. So
Danny would be able to drive a fully healthy car
For the first time in
the last day and a half, we weren't thrashing on the
car. Everything seemed to be working ok.
So I decided to take the time to install the video
camera (you can see it in the lower left side of the
windshield), while Lenworth wiped off all of the dirt
and grime that accumulated on the car - mostly brake
dust and tire rubber.
Cleaned up, it looks
pretty good, although this is not exactly how the
car will look when we race it. Doc will have
some graphics put on the side to make it look a
little more racy.
Danny had a pretty
good final session. It was fairly
uneventful, although it was cut a little short
due to another car's crash. Danny said
the car was much easier to drive with the ABS
working properly. But like me, Danny probably
only drove another dozen laps on track. He had
driven at Daytona before, although not very much.
Both Danny and I need a lot more time in the car,
and at Daytona, before we can be competitive.
But at least the car seems pretty healthy, so the
testing was valuable in that regard.
For your enjoyment, I am
including some video from one of Danny's test laps,
taken during the final session.
A practice lap at Daytona with Ranger Danny
That's all for now.
If all goes well we'll be back in a couple of weeks!