toyo tires – Racer on Rails: High Performance Track and Race Car Shop and Race Team based in Renton, WA

Posted on July 1, 2017July 5, 2017 by Bryce Allen

My track car – 1987 BMW 325is

What: My track car – 1987 BMW 325is

If I knew then what I know now: not a lot… have a larger budget. My track car has evolved as I feel I have needed at a rate that has been on a equal plain as my skill. Could use a little more power now……

Check out: Any of your local track’s and driving schools!

My track weapon of choice is a 1987 BMW 325is. I bought it in 2007 with the idea that it would become my track car. It is what i wanted in a track car, it was in my price range, it was the color I wanted, it was well maintained by the previous owner, and all the work done on the car was at the company/shop I was working for at the time. the only thing it didn’t have was the small plastic late series bumpers. Not to sound snoody but I could look past the bumpers as that was the only bad mark I could come up with when looking at the car. At first i was also going to drive it on the road as well. Well that lasted about two weeks and a car with a bunch of good track race parts that had been wrecked in the guys driveway by a drunk driver became available. This was going to help my rack budget out very much that year. By the time
I had got my parts car home and used what i wanted and parted the rest, I was onto my car pretty cheap. And it had some good stuff at this point. The first parts push ended up with a full Ground Control coilover set, Treehouse Racing front control arm brackets, a set of SSR Comp wheels with Falken rt-215 tires ( in the day one of the top street tires), a new set of stainless brake lines, a low miles E30 M3 4.10 limited slip diff, a set of Powerflex subframe and rear trailing arm bushings, a Momo steering wheel hub adapter, and a new OEM set of euro head lights and grills and a pair of Bride sport seats. I added a set of brake pads, a steering wheel, and a pair of harnesses i had picked up a year or two before on sale. All these ended up costing about $1500. Like I said my track budget looked good that year. others have cost a bit more.

At this point I would say it was still a street car. It still had a back seat and carpet and a radio. I drove it like this for a couple months, but the track bug kept calling. So soon later I found a real race seat. No more reclining. This did now mean I was going to need to look into some sort of roll over protection as I had now defeated that safety measure. I did a lot of shopping and research about fit, style, cost, shipping, availability ect. The one that went in the car was made by a company called VSROne. It had the best clearance and fit in the car. It was not the cheapest option but for sure one I was OK with paying for. Remember I am not a fan of that compromised safety thing. So now the radio has half its speakers, there is no rear carpet or side panels anymore. The seat is in a fixed position. There is scaffolding in the back of the car. but looking forward from the drivers seat it could play the street car part for now……

A couple events into the life there was a thirst for more cornering load. Need to find some tires. Lucky for me there is a local race series that runs a similar car to mine and they tend to go through a lot of tires. So after a little hunting I acquired some real track rubber. in this case early on it was Toyo RA1 tires. These are great tires! They last along time, they can take many heat cycles, they made a lot of sizes, they are one of the cheapest track tires around. If they were still in production I would still be on them. Anyway, now I got some rubber and the car is pretty good. Springs in the car are now a little soft, I can feel the car hitting bump stops and floating a little on the grippy tires. The car already had pretty stiff springs. It was a bit stiff for the street, but not to bad. Front springs were rated ant 375 lbs/ in and the rears 475 lbs/in. At this point I had been working on a few Pro3 cars and had learned a few things. I almost doubled the spring rate of the car. Went to 650 lbs/in front and 800 lbs/ in in the rear. This was the next level of feel I was looking for at the track. Man is it stiff. Think of driving a skate board. So in making the suspension on my car up to track use I ruined the street ride quality. Not the best street car anymore.

Then there was the day I killed the carpet. Was still daily driving the car at this point when almost home from work the heater core blew a end tank and sprayed the entire left side of the carpet with coolant. For me at this point the decision was easy. Yank that smelly coolant soaked carpet out! All the rear was already gone so why not. The heater core fix itself is pretty easy, but the mess was amazing. couple issues I found with no carpet. The car is super loud, the passengers feet can get a bit warm, and I had no place to rest my foot when not on the clutch. So I built a dead pedal for it and that is all I reinstalled. Screw the passengers feet, and I can deal with a little noise, because racecar. Speaking of noise. I have had at least five different exhausts on the car. I bought it with a Dinan muffler, I killed that one looping turn 6 at Pacific Raceways in the rain. Then the custom Magnaflow cat back, this was great until I smashed it beyond repair at a PGP Time Attack on the rumble strips back when you could do that. Then I scored a IE stainless that was on the car for maybe three days, it was way to quite. I then built a Meghan racing muffler catback out of some spare parts. Didn’t look that cool but it was cheap and it worked. This was on the car until it was no longer driven everyday. It now has a pulse tuned equal length header and a flow matched exhaust built by the now closed Volvo custom shop RSI (R-Sport International) when they were developing a Pro3 race exhaust system. The sound on this is amazing but its is on the very loud side.

So now I have been tracking and driving this absurd track car that I have convinced myself is still a street car to the point that it has worn out again. The shocks are all worn and the fronts are dead. DEAD. All the rear suspension bushings, rear wheel bearings, the drive shaft, and a couple other normal maintenance items. So as you should do with any track car i went through and replaced all worn items i found again. I also took this opportunity to think about things I would want to change and the largest one I could come up with was the the shock travel. The car always felt a little held back by the shocks. The valving in them was set for a way softer spring combo, the travel was near the bottom of the shock stroke and they seemed to bottom out a lot because of this. So after much deliberation I got a set of BC Racing coilovers. you can order them valved to specific springs and come with some pretty good hardware. I got a set valved to the springs I had, and because I had springs I had them ship me a softer set (These will be used in another car). I did have to weld the strut tube to my spindle but that is something well in my comfort zone. Once installed and set and tested, I was able to get the result out of the car i was looking for. if felt way better on track, the shock adjustments are now felt, the cat doesn’t bottom on the shocks and they are running in there normal stroke range. I also again made another safety up date at this time. I removed the old race belts and my trusty Sparco race seat and installed a new set of Hans device compliant belts and a Momo head restraint seat. Also upgraded the passenger side belts from 5 pt to 6 pt. Again you can never be to safe.

The look of the car was also something that needed a update. Wheels and tires are getting long in the tooth so lets start with that. We are gonna put a little larger tire on it as well. So off come the old trusty 15×7 wheels and 225-50/15 tires and on go the new Roto 17×8 wheels and the same Toyo tire in a larger 235-40/17. This has created a new problem. The slightly larger size is now hitting the bumper trim and stop the tire. Bring on the fender roller. Little work there and they are in! Thats pretty up to date on the car as of this blog. Still on this seasons update list is a set of Massive Brakes big brake kit and a Diff limited slip unit rebuild. then next season the removal of the old roll bar and sunroof and the installation of a roll cage and clean up the interior wiring. Stay tuned in!

Posted on June 5, 2017August 15, 2017 by Gama Aguilar

Days 16, 17 and 18 – 30 Days of Racing in a row

This is a combo article because I frankly fell behind righting as the race weekend took over.

Back to PIR to get the bad taste out of my mouth

The last time we were at Portland International Raceways (May 2017), the weekend was going great but on the main points race Sunday afternoon, the race was over by turn 3. A couple of Spec E46’s were tussling ahead, one got pushed off and insisted on getting back on track, immediately spun when the front tires grabbed and got side-swiped. While it sucked for the team, we fared much better than two other PRO3 cars which were nearly totaled.

As an aside, another example of how important it is to know how to properly go off track and apply those techniques, every time – even in racing conditions. The reality is that going off will happen and applying those techniques will save you and everyone else a lot of money in the long run.

That race was run without a chicane (usually reserved for endurance races) and this would be the first of two race weekends with the chicane, aptly named the “Chicane Challenge” and I was really excited to see how the investment in simulator time would pay off.

Friday Test and Tune Day – .5 seconds faster right off the trailer

This isn’t a perfect comparison because of differences in weather conditions but when I looked at my first session off the trailer this Friday versus the same first session, in August 2016 (the last time I ran PIR with a chicane), I was ~.5 seconds faster and broke the 1:30.000 barrier for the second time.

What happened? Softer braking, which lead to higher min-speeds through each corner.

Looking at the data comparison below, it’s clear to see that I was able to use less brake pressure and carry more mid-corner speed AND get on throttle (and full throttle) sooner than a year ago. On this specific session, I remember letting the tires warm up and then attacking the corners and surprising myself that I had so “easily” hit a 1:29.xxx lap time. On the following lap, I tried to repeat it but found that while carrying more speed through the turns 4-5 transition area, the bumps in the road unsettled the car too much while I was on throttle, causing the left rear corner to break loose.

A comparison of my off the trailer, 1st session on a test and tune in August 2016 versus June 2017. Look at the brake pressure differences and the delta chart.

Also, I was driving on relatively old tires (Toyo Proxes RR 225/45/15’s) that were on their third race weekend and their 12th heat cycle. There is an urban legend that PIR “likes old tires” and my personal interpretation is that PIR is a very smooth and grippy track and thus older tires still work well but newer tires are still going to be optimal.

The rest of the day I stayed on the old tires and struggled to break 1:30.xxx as the day got hotter and grip went away but we focused on helping that rear left corner take the beating. With PIR being a 12 turn, clockwise track and only 3 of the 12 turns being left handers the car left rear tire is under constant heavy loads, trying to get out of nearly every corner as quickly as possible.

Saturday Qualifying, Points Race 1 and 1-Hour Enduro Race

This was a unique weekend with the Saturday Group 1 race being a championship points race, along with the Sunday race. So each day we would start with a clean slate, qualify in the AM and race in the PM.

First up was Group 1 qualifying, which went ok but I couldn’t find good track position, to get me a solid draft on laps 2-4, where the fastest lap times would come happen. I ended up with a 1:30.092 and qualified 4th. Not bad but not great, being .5 seconds clear of 5th place but almost .7 seconds from pole – ouch.

In Group 8 qualifying, we strapped on some new tires so I could scrub them in for Sunday’s race and boom, 1:29.635! New personal best and, it didn’t seem too hard. The big difference? Carrying a tiny bit more speed into the chicane, more speed into turn 7 and through turns 10-12.

Group 1 Points Race: 3rd Place

At the start of the race, I got a really good start and was behind a the Spec E46 of Dan Rogers, who has a ton of race craft. We were on the inside for turn 1 and more importantly, the outside of turn 2, which is the chicane. On these low speed, high G-force turns, in traffic, it is generally best to be on the outside, because you have less steering input and can get on the throttle sooner. This is because when going two or three wide, we aren’t going at normal speeds, we’re going 10-15 mph slower and thus nowhere near the traction limit.

This gave me a solid run through the chicane and coupled with an incident where another PRO3 car tried to squeeze through where there was no room, spinning both cars – I was in the lead by turn 3 and leading my first PRO3 race?!???!

Leading my first PRO3 race ever, holy crap! Maintain, maintain, maintain….

I lead for a few laps but eventually, Brian Bercovitz got me and pulled away. Then the PRO3 who spun the other car, caught up and when we were going around slower traffic, he got a clean run out of a corner while I had to check up and he got past. I ended up in P3 but further improved my personal fastest lap time.

Group 8 1-Hour Race: 2nd place for being greedy

The 1-hour races are basically more practice for me – I like doing them by myself because I can just focus on hammering out laps and hard-coding improvements. I always strap on the oldest tires I have on-hand and try to set fast and consistent laps.

This was no different and from the start I was battling with a regular foe and friend, Jeff McAffer. I was in the lead the majority of the race but Jeff was able to stick with me the entire time.

After the mid-way pit stop, I decided to try to push a bit more as I was hitting 1:29 lap times, on crappy tires and a greasy track. Suddenly, 1:29.7xx! I felt like that lap time wasn’t too hard to get, so I went for a repeat but the tires didn’t agree.

This could have easily been just my inputs but my hypothesis is that I over-pushed the tires and I was asking them to do a qualifying lap when they were in lap 35 of a race. I had the win in the bag and Jeff about 5 seconds behind but I got greedy, went off and ended up in P2.

This is not a good POV at turn 12 at Portland International Raceways

Now I know there is a reason for the saying…

“Go only as fast as you need to finish where you’re going to finish.”

Sunday Group 1 Race

One thing that I started doing this year is running just Group 1 and Group 8, which means I get a solid amount of track time and on Sunday, I only have one group to worry about. This way I’m rested and not rushing on the day that usually counts.

Sunday Group 1 Qualifying: 1:29.874 P4

Coming off of the Saturday’s lap times, where I got a 1:29.466 in the afternoon Group 1 race, with fresh tires but loaded up on weight for race trim, I felt that I had the potential for a very low 1:29 in qualifying and thus in the running for pole. I just needed to have good track position on laps 2-4, where I could get a draft on at least one of the straightaways. But it wasn’t to be – I went out and was stuck in “no man’s land” for the first part, then I slowed down and waited for a group of PRO3 cars to come by so I can get behind them. I was able to finally do so and had a low 1:29 going but got behind a PRO3 car that slowed down way too much for turns 10 – 12. It was still good enough for a P3 but I knew I had the pace to battle for the podium and possibly the win. If I would have had an average sector time for turns 10 – 12, I would have been easily with a 1:29.4xx with my rolling best lap being a 1:29.522.

Purple cells = rolling fastest lap and yellow cells = fastest segment times

Sunday Group 1 Race: P7 finish due to a late race off-track excursion

The race started well and hard for most everyone, with a clean first lap. I tried hard to make up at least one spot on the start but it didn’t happen, so I was stuck behind the #81 of Brad McAllister, who is a strong driver and PIR is one of his strongest tracks. He’s also a pretty tough pass, with a strong racing history in the SCCA Playboy MX-5 Cup, PRO3 and recently the TRANS-AM TA2 series.

Brian Bercovitz, one of the regular competitors I’m trying to best started from the back because he had a mechanical during qualifying and eventually caught up to us. The couple laps leading to Brian catching us, I had to brake harder than normal to not ram Brad going into the chicane, which over-heated (I think) my front tires. Going into turns 5 and 6, my front end washed out, and as I was waiting for the fronts to grip, the rear-end swung out and I went-off track.

It was not too bad but just enough time for a couple cars to pass me and by then the tires were too hot and the distance too great for me to catch up and make up the spots.

I ended up finishing 7th and I think if we can do a better job of tire pressure management (to give me more life towards the end of the race) and I can do a better job of not screwing up, there was a 3rd place finish in the stars and maybe better.

Overall, a great weekend and new personal bests!

While I’m not terribly happy with the Sunday result, overall we made a ton of progress on the car and my driving. There is one more race at PIR with a Chicane in August and I believe we’ve gathered the knowledge to fight for poles and a win. We know what we can do to drop some low 1:29’s and maybe even get into the 1:28’s, which is encroaching on track record territory. Let’s cross our fingers for some sunny and not too hot, weather in August!

Posted on May 21, 2017May 28, 2017 by Gama Aguilar

Day 9 – Going for the win!

It’s race day! Although I had races yesterday, today was the big race – the race that counts towards the PRO3 Championship, one of the most contested and desired club racing crowns in the pacific northwest and if this series was national, I think it would be up there with a Spec E30 or Spec Miata national championship. Big fields, hard racing and really needing to drive these cars to the limit, without losing momentum to go fast.

Taking the green flag on race day at Pacific Raceways

The plan of attack

Yesterday, I improved some of my personal best lap times by over a second and in worsening conditions. I turned a 1:37.2xx in the afternoon, which was nearly 10 degrees warmer than during qualifying in the AM and repeated that almost exactly, in the second half of the 1-hour endurance race… with tires going on their 11th and 12th heat cycle!

So today my goal was to keep improving and try as best as I could to crack the 1:36.xxx range of lap times, of which in my going back through official race records on the ICSCC.com website, there are less than ten people who have ever gone under 1:37.000 in a PRO3 car, at Pacific Raceways on official record.

Part of this is that up until a few years ago, the track surface turns 8 and 9 were absolutely horrendous. They were the original concrete or whatever the surface type was, full of bumps, pot holes and smoothened over years and years of beatings.

It got so bad that a few track day organizations essentially boycotted holding events there because they had customers, with really nice cars, suffer bent wheels and damaged tires. The reality was that it wasn’t great, not the worst ever but because it was deterring people from coming to the track, it needed to be fixed. Here is a video of Cody Smith, of Code Red Racing, who also won the PRO3 Championship in 2013, flying through Pacific Raceways. Cody is fast and smooth!

How’d it go? 1:37.104!

This time, we decided to start towards the back of the field and use the first few laps to warm up the tires, build tire pressures, get a solid lap in and then adjust track position. We did just that and towards the middle of the session, I fell back to latch on a to pack of PRO3 cars running together. Though I didn’t know for sure, I felt like I was faster than the whole group, so I fell back, created some space so that ideally, I’d be catching them the hardest at the end of the lap and getting the tow from them on the main straight away.

And it worked! I actually had a 1:36.9xx going for most of the lap but on the turn 8, I got just the tiniest bit of sideways and I think that caused the lap to not be better. Regardless, I was happy to get it and in the end, it would have been a stretch, in that session to go faster. The consolation for me was that in that session specifically, I made an improvement but the competition ahead and behind did not.

So how did I make the improvement?

Data and video. I recorded the video below to go into more detail but essentially, I focused on three things (see below the video):

Comparing with a faster driver: I had the benefit of getting a hold of data and video from another driver, who was faster than me (and won the PRO3 championship last year) and leveraged an alpha tool we’ve been working on with Track Attack. Essentially, with Track Attack, we’ve figured out how to make data from different systems, comparable with each other. Olivier uses RaceLogic’s Video VBOX and I use AIM or Track Attack on iOS. In the video below, you can see how I used this tool to compare the data and see where Olivier was gaining the advantage. Conclusion? Corner entry and mid-corner. Oliver was consistently able to roll more speed into a corner, maintain it mid-corner and then carry that advantage on the straights. He was and still is, much better under braking and controlling the slide of the car.
Understand the line and what the differences looked like: Similar to Olivier, I am also a very visual learner. Though I understand data, graphs and tables, I have an athletic background, where muscle memory and training are critical. So being able to see what a faster lap time and specific segments look like from outside the car and from the driver inputs, was incredibly valuable. I was able to see in the track map comparisons, the differences in the lines taken. He would usually brake earlier and turn in later for most corners, trying to carry as much speed as possible. You could visibly see how he had to dance with the car in mid-corner and be more precise getting on throttle, to not light up the tires.
Theoretical fastest lap: Lastly, one awesome feature we have in the Track Attack alpha product, is the ability to generate segment times AND the video associated with each of those segments. Further, we stitched together all of those segments, to show what the theoretical fastest lap time actually looks like. I generated this video and watched it over, and over, and over and over again, trying to program the muscle memory of that lap into my eyes, mind, hands, feet and core. I wanted that low 1:36.xxx lap time infused into every fiber of my being.

When will this be available?!?!?!

Soon! Racer on Rails is intended to be un-biased about products, so I won’t talk about it much here but know that we’re working on this with the Track Attack team and that this summer, this type of analysis and capabilities will be available to everyone and support all major data acqusition system file types (AIM, MoTec, Bosch, RaceLogic, TraqMate, Alfano and Unipro).

Race Result: Qualified P3 and Finished P3

This was an awesome race, see the video below. The high points are that I got a decent start, positioned myself exactly where I wanted to be and was able to make a really fun overtake on lap 2, turn 2 to get into 2nd position. I knew that if I got behind Brian Bercovitz, I would have to stay with him and pressure him into making mistakes because he is a good driver and has a rocket ship car (not that mine is a slouch).

I found myself in just that position a couple laps in and determined that I had an advantage on him under heavy braking (for turns 2, 3a, 3b and to a lesser extent, 8) but he did a great job through 5a, 5b, 6 and 7. So at the end of each lap, we’d end up about the same distance and with me being close enough to tuck under his draft. Trying to go for an overtake going into turn 2, I decided to try to get an incredible run out of turn 8 and while doing so, carried too much speed into the corner, got sideways, saved it but let two cars by.

That was just under halfway through the race and while I had a better pace than those to cars, with the rear tires getting lit up during that drift, I had to baby the tires and by then, the gap was too big to overcome. I technically finished 4th but due to the 2nd place finisher being disqualified for being under-weight, I inherited 3rd place.

Although I was disappointed a little with my mistake, overall, the weekend and day was a great success. We made improvements on the car, the driver and lap times. We established that we can compete for wins and just need to be more consistent. Thanks to the whole crew for all the work before, during and after the weekend. This hardware is for you all!

Posted on May 19, 2017May 28, 2017 by Gama Aguilar

Day 7 – Driving in the real world!

Today is the first day I have driven in the real world since I started this 30 day challenge. As I mentioned in the race reports for the April 6 Hour Endurance race at the Ridge Motorsports Park and the sprint season opener at Portland International Raceways, I primarily compete with ICSCC in the PRO3 racing series. It’s like Spec E30 but with more room for modifications to the car, which translates to them being slightly faster. Today was Test and Tune Friday, a regular part of a race weekend where can test things out on the car, get the setup all dialed in and practice ourselves.

The goal: Running solid, get a baseline set and scrub in new tires

It’s been since last July 2016 that I’ve driven at Pacific Raceways, a track that is a throwback to the old days of race tracks. Walls, trees, earth and not much run off are the characteristics of the track. We’ve made some significant changes to the setup and balance of the car from last year, where we saw big improvements at The Ridge Motorsports Park and PIR after the changes. So the expectation was that those changes would also benefit Pacific Raceways and coupled with driver development, we’d make some big gains in lap times and overall pace.

Here is the video last year’s August race, where I finished 4th in class

Setting a baseline

During the test and tune, we had four sessions for the day and unfortunately, I would have to miss the 3rd session because of a work conflict (jumping on an important conference call). That left three sessions to make sure the car was running well, I was back up to speed with the track, make some progress and scrub in some sticker tires.

Session 1: After the first few laps of feeling confident the car was running well, I started to pick up the pace but a driver that was taking out his new (to him) PRO3 car out for the first time, had a mechanical issue, which caused a black flag all. On top of cutting the session short, I did not see two of the black flags and was later given a talking to and I promised to be more watchful. 🙁
Session 2: Go time! I was able to get make my way through traffic and on the second lap, back in the 1:38’s! My personal fastest had been a 1:38.2xx during the race above. More 1:38’s and finally – BAM! 1:37.766 – now we’re talking! I only got one lap in the 1:37’s but I knew I had figured something out and the rest were in the low 1:38’s. A new normal!
Session 3 (the last session of the day): As much as I wanted to keep the other tires on, I had to be disciplined and put on some sticker tires, knowing that the only goal was to get a healthy heat cycle on them and dial in the tire pressures so that they could be used during qualifying tomorrow. So I put them on and despite them being new, still easy 1:38’s and a 1:38.064. KABOOM! Insert super excited emoji here!

So how did I shave .5 seconds off of my personal best lap time?

There are likely more than this but here’s my take:

The weather: Today was mostly sunny, light breeze with a high of 71 degrees Fahrenheit. It was 81 degrees Fahrenheit on July 24, 2017. Warmer weather usually results in less power and a slippery track.
Car balance: Last year, we noticed that I was struggling with rear wheel spin getting out of almost all corners, so we made a late-season change by lowering the ride height of the rear and artificially putting more weight back there, to get more traction. That made a huge difference immediately. Over the off-season, the folks at Advanced Auto Fabrication installed an absolute work-of-art fuel cell, in conjunction with the OEM fuel tank. This had two benefits:
1. Endurance ready – We now had a fuel system with enough fuel to run 3 hours straight!
2. Weight balance/distribution – due to the new hardware, we could remove the nearly 100lbs of ballast in the passenger seat area and moved all that weight back, where we need it for more traction. We also can add fuel to the fuel cell, along with ice and water to the cool suit which was moved back there too, to make sure we’re at minimum weight. More weight backwards is a good thing!
The driver and the driving: My goal was to carry over the learnings from iRacing and Virtual Racing School analysis to the real world. Brake earlier, softer and longer to carry more speed into the corners, mid-corner and get on the throttle sooner. And I think it worked!

Specifically, here is a comparison of my speed trace from last year’s fastest lap and today. Note, this is an alpha product of Track Attack that won’t be released but something similar is coming out soon and super excited to share more about that. Note, Racer on Rails is a completely separate entity from Track Attack, but I am also on the Track Attack team as a co-founder.

Comparing a 1:37.761 from today to a 1:38.215 from July 2016

Notice how in segment one, in the red line, I braked earlier, softer and carried more speed into the corner and it also translated to a higher top speed at the end of that zone.

In segments 2 and 3, I also braked earlier and got on the throttle sooner. In segment 4, I carried more speed into the scariest part of the track (turns 5a and 5b) but I lost a little bit in the exit. Lastly, in segment 5, I braked earlier, got the car turned and back on throttle sooner.

This is what lunch looks like for me. Burritos + data + video. All FTW!

So what change corresponded with how much of the improved times? I have no idea but I think all three helped and since I’m not doing any more major updates to the car, I’m going to believe in the driver changes and continue grinding on the data and video.