Why Are These Amazing Tools Often Overlooked? | Go Faster With Data [#UPDATE 260]

– Hey team, Andre from High Performance Academy, and RaceCraft today, kind of doing dual duties today which you’ll understand as we go through today’s pre show In today’s webinar we are going to be covering an engine building topic, we’re going to be looking at piston to valve clearance Something that is unfortunately quite often overlooked, particularly when people are building a performance engine and fitting a larger cam This is something we really want to be mindful of, making sure that we’ve got sufficient clearance between the valves and the top of the piston If we haven’t, we’re going to end up facing the potential for some pretty catastrophic and expensive engine damage Fortunately as we’ll see, there’s a couple of techniques that we can use that make it really easy to check our piston to valve clearance and making sure that we’ve got enough Before we get into that though, just a few things that have been going on around the HPA Labs over the last couple of weeks And the first one is we are running another one of our giveaways And this time we’ve partnered with JE Pistons in the US Pretty well known manufacturer of high quality forged pistons for just about all makes and models So JE are giving us one of their sets of shelf stock pistons The one I’ve actually got here in front of me is for an in house Mitsubishi Evo 9 4G63 build but pistons pretty much look like pistons and you’re going to get the ability to win a set of pistons from any of their shelf stock listings So particularly if you are contemplating an engine build at the moment, then this could be the perfect chance to grab yourself a free set of pistons Now not only that, we are also giving you as part of that package, a free suite of engine building courses so that you’re going to know exactly what to do once you get those pistons Total package value there is just under $1300 USD This giveaway has only just gone live so there are about 25 days left for that giveaway to run If we just jump across to my laptop screen for a moment and Scott will put the link into the chat that you can follow to get involved This is where you’ll come through to so you can get your name into the draw, absolutely free to enter of course There are also a few other tasks that you can complete to give yourself a few more entries into the draw there as well So I’d highly recommend you jump on that 25 days to go, as I mentioned and you never know your luck Also important to mention that we will ship those pistons anywhere in the world so it doesn’t matter where you’re watching from, don’t think that you’re going to miss out Just also wanted to mention a video that we have just launched today This is one that we shot as part of the build of the build of our SR86 wiring harness So some of the topics revolving around concentric twisting, this is a topic that we get asked about a lot, there’s a lot of misunderstanding, a lot of confusion about what it is and why it’s done so we dive into the ins and outs of concentric twisting and how it’s actually completed And this is a technique that we’ll see used predominantly at the professional or milspec level harness construction It’s a technique that’s designed to give harnesses a great flexibility In fact, while I’m talking, I’ll just grab a little test harness here so that we can actually see that rather than trying to just explain it So we’ve got two harnesses here, this is actually our test harness that I quite often use on our wiring webinars so this is a concentric layup consisting of three layers, we’ve got a core which is two lengths of two core shielded cable So this is something you typically use for the likes of engine speed and position It’s shielded because it protects the conductors from RF interference or magnetic interference which there is a lot of noise in the engine bay, particularly from the ignition system, that’s important Then if we get this under our overhead camera for a moment here, we can see the two cores, they are twisted together, we’ve got a section here of 20 gauge tefzel wire and you can see that that’s twisted in the opposite direction around that core We’ve got this little gold tape here which is called kapton tape and you can see it is also held together with this kevlar lacing cord, just making sure it stays nice and tight together And then the final layer on the top there, this is a section of 22 gauge wire Then finally, if you’ve looked at any milspec style wiring harnesses you’ll have seen this before, this is raychem DR25 which is used to sheath and protect the finished wiring harness Good thing about the DR25 product is it’s easy to install because it is heat recoverable so it’s nice and easy to slide over, particularly a concentrically twisted harness because the harness cross section is circular Then we can shrink that down The DR25 provides great abrasion resistance, it’s also impervious to basically any of the chemicals we see in an automotive application so it works really well there So reasons why we use concentric twisting

One of the reasons is that it provides a harness cross section that is incredibly small So this is great for installing our DR25 also we’ve got some pretty tight engine bay configurations these days, there’s a lot going on so a small harness cross section is really helpful The other aspect though which is easy to overlook is it provides great flexibility because each of those layers can actually move relative to the other So that’s our little test harness but if we look at this with a proper section of harness you can see just how tightly we can twist that and when we do that, no individual wire…additional stress applied to it compared to any other so it’s a great technique, we know that there’s a lot of confusion about it Very very difficult to find solid information about how concentric twisting is actually designed and how it’s applied so check out that video on our YouTube channel if you haven’t already, make sure you subscribe, turn notifications on so you won’t miss out on any future videos and if you’ve got any questions on that video, please feel free to ask them, we’re happy to jump in there and answer them when I get the opportunity Alright today I wanted to dive into a little bit of detail on a course that we have just released for RaceCraft our sister company This is a course that I’m really excited about because it’s something that I rely on really heavily and I just wanted to give you a little bit of insight This is our Data Analysis Fundamentals course Not the most catchy title in the world but I’m calling it go faster with data And over the 20 odd years I’ve been involved in the motor industry, I’ve been racing most of that time both circuit or road racing as well as drag racing and essentially the whole time I’ve been racing, I’ve been relying heavily on data logging and data analysis to help me go faster And this is something that I see a lot of people kind of ignore or overlook and I think it’s often overlooked exactly how powerful data analysis is so that’s why we have developed this course It’s presented by Tim who is our newest RaceCraft employee Tim has a pretty rich history, he’s worked over in the US in IMSA and World Endurance Championship, he’s also worked for Optimum G and most recently he was working in Australia for the Supercars series as a data engineer for Tickford so safe to say he’s got a few runs on the board here So I just want to go over what’s involved in this course and just explain a few of the ways we can use data to help us and I think right at the start it’s important to mention that the elephant in the room here is that people think that data analysis packages are expensive Yeah fair enough, you can spend a lot of money on data loggers so that you can gather that data and then analyse it but it doesn’t have to be the case So we’ve used various data analysis packages and products inside of the course Right up to, one of our cars has a MoTeC dash logger in it but at the entry we also use this AiM Solo 2 so we’ll just get this under our overhead camera here So the AiM Solo 2, this is the DL version, I’ll explain the difference in a second This is a standalone logging unit so as you can see here, it’s actually attached to a suction cup You can hard wire it to your car for power and ground but it also has a built in battery so basically it can be complete standalone This, as I’ve mentioned, this is the DL which allows us to get a little bit of additional data via the OBD2 port via CAN from either a factory late model ECU or most aftermarket standalone ECUs which definitely adds to our ability to analyse the data in more detail but it’s not essential The base model, the Solo 2 that doesn’t have the ability to interface with a computer for that additional data, depending where you’re buying from, somewhere around about $400 USD Now I’m sure that most of you who are into some form of motorsport have probably spent more on your car to gain much less than what this little product can offer you The reason I say this is that for most novice, most enthusiast level competitors, something like this, along with a reference lap, you would probably be able to easily lop off a second a lap off your lap time Now if you want to try and do that by making more power or by improving the handling of your car, you’re going to probably spend a lot more than $400 USD to achieve that But even if you’ve done that, even if you’ve bought some expensive flash tyres, some better suspension and added another 50 horsepower to your car, add the data logger and you can still go faster again So I just want to dive into some of the aspects of data logging now that we’ve sort of addressed the fact that it doesn’t have to be crazy expensive Let’s jump over to my laptop screen and this is some data here presented on MoTeC’s i2 Pro software Regardless of what you’re using for your data analysis, essentially the data analysis

is going to look pretty similar, we’re using MoTeC here but the race analysis software from AiM Sport is pretty much the same, it’s going to give you the same amount of data We’ve got a couple of laps loaded up here from racing at a track called Ruapuna which is about six hours north of where we are here in Queenstown This was from last season racing in the South Island Endurance Series So couple of things that I wanted to mention Before we get into driver analysis or how to improve the driver, obviously it doesn’t really matter how much later you’re braking into turn one or how brave you are through a high speed section of the track, if the engine’s about to let go because it’s got no oil pressure and it’s going to chuck three conrods out through the side of the block, you’re probably going to want to address that first And it can be a little bit challenging when you’re looking at a large section of data to decide if something is wrong so here on the screen at the moment, up the top we can see our laps and I am just looking at a single lap here But if we zoom out we can have a look at all of our lap data and obviously at the moment, it’s just a shambles, there isn’t a lot that we can take out of this that’s going to make much sense For the moment what I’ll do is I’ll just turn off our overlay lap here so we’re just looking at one piece of data And in terms of engine health, we’ve got a couple of parameters down here, obviously not the only ones we may be interested in Here we’re looking at our engine temperature and our oil temperature So if we zoom out like this, yes we can start to get a bit of a trend for what’s going on here We can see that we had a little bit of a spike here during a pitstop on those temperatures to be expected But it can be a little bit hard to really zero in on a particular aspect and figure out exactly what’s going on at a glance And this is one of the tasks for data analysis that we want to do any time that the car comes back into the pits Quickly sort out of there are any obvious problems before we go further and start trying to improve the car or the driver So the first thing I want to show you here is a really quick easy way of doing this and this is with what is called a channel report so we’ll move over to our channel report tab here And what we can do is display just about any data we want So I’ve got that over here on the left so I’ve just, for the purposes of our demo today, we’ve got engine RPM, engine coolant temperature, oil pressure, oil temperature, we’ve got diff temperature and we’ve got battery voltages And what we can see here is that all of our laps are displayed in this data and I can scroll across, we don’t actually have too many but we can scroll across if we have more laps They are all visible there and straight away we can see the minimums and maximums at any point in our lap So our maximums there are listed in red and our minimums in blue so straight away we can get a really good idea if for example, if we’ve got a low oil pressure we’re going to be looking at our oil pressure channel and here for our oil pressure we are only interested in our minimum We can actually see we ended up there at 19 psi, just happens that that coincides with a pitstop which is understandable, that’s probably at idle But what we can see there is if there is something that screams out to us that there is a problem, we can then go to that lap and actually have a look at the circumstances around that particular situation Likewise we’ve got our diff temperature and our engine oil temperature, again we can see what that’s doing So at a glance we’ve got all of that data right there in front of us so really quick and easy way of analysing what’s going on there However the main gist of this course is how to improve your own driving, how to actually figure out where you can got faster on the racetrack and there are a few ways of doing this Before we get too deep into that though lets just head back to a single lap here and it’s important to understand that there are a couple of ways we can represent our data in basically every data analysis package An that is what we’re seeing on the X axis of our time distance graph here Which at the moment you can see is in distance Really important to do that so here in the MoTeC software we’ve got this little clock icon we can click on and that’ll change us between time and distance The reason that that is important is when it comes to analysis different laps overlaid with each other which we’ll do now If we click on our little data fly out on the left hand side, let’s bring in an overlay lap So we’re looking at a lap which was the fastest of 1:31.53, our second lap is our overlay, 1:32.13 So if we leave our data represented here in terms of time, the problem is that particularly as the lap goes on and the slower lap there’s more and more lag between the fastest and the slower lap, what’s happening is that things on our data aren’t happening at the same point in our data So for example particularly out here to the right you can see that as the driver has accelerated out of this particular corner here, towards the start/finish line, you can see

that there is quite a variation and that’s because at this point there is a variation in the lap times So if on the other hand, we change that back to distance, we can see now straight away everything aligns correctly because despite the driver being slow around the track, we’ve still got the same situation of the minimum speed will occur at the apex of the corner and then the driver’s of course getting on the throttle, we can see that the gear shifts mostly align So that’s a really key aspect, if you don’t have your X axis showing distance it can be misleading and you can end up trying to analyse things that are happening at different parts of the track, that’s not going to be helpful Now as part of this, we also need to understand what channels we do need I’m not going to go too deep into this, there’s literally hundreds of different channels we can log However, as part of this data analysis fundamentals course we’ve actually focused on doing more with less data and again for a novice, trying to analyse data, it can be a little bit daunting if you’ve got 100 channels, you can actually end up getting more confused so it’s important to understand the key channels that we do need and those key channels can be brought in just through the AiM Solo 2 standalone logger So basically what we need at the bare minimum is a way of getting lap time These days, most often at the club and enthusiast level, that’s done with a GPS beacon so that’s nice and easy, we don’t need a beacon on the side of the racetrack, it’s all built into the unit We need speed, now ideally we really want to take this from wheel speed but as an alternative, GPS speed is another great way of doing this and again that becomes standalone so nice and easy Then we need lateral and longitudinal G force so we know how the car is accelerating both accelerating, braking and cornering forces that are being applied to the car And again we can get this from a built in three axis G sensor built into the logger So once we’ve got that, that’s the bare minimum Of course it is helpful if we can add some other channels such as brake pressure, throttle position steering angle but those aren’t completely essential Now I want to just show you how we can use some of these channels So for a start what we’re going to do is move over to what’s referred to as a traction circle or a GG diagram So this is simply a scatter plot where we are plotting lateral and longitudinal G force and it’s called a traction circle but kind of ends up looking a bit more like a squashed egg The reason for this is that when we’re looking at numbers that drop below zero, this is braking force, when we are looking at numbers that move vertically up from zero, this is acceleration and most cars, most instances we’re going to be able to create a lot more braking force than accelerating force Likewise we’ve then got our lateral G force which we can see the limits here, up around about 1.5 G in each direction So what we should be seeing in a perfect world is a situation where as the driver moves from maximum lateral force, so maximum cornering force, as they are, or actually let’s start, we’re actually going to start as we are approaching the corner so we’ll be basically at our maximum braking force, in this case about 1.7, 1.8 G Now we can brake at 1.7, 1.8 G, we can corner at 1.5 G but we can’t do both at the same time so the natural progression as we approach the corner is to brake hard Then we’re going to start bleeding off some of our braking force so that we can start turning the wheel and generating lateral G force So the idea here is we’re just sort of skirting around the rim of this circle here until we’ve built up to maximum G force, cornering and then once we come off the corner we’re going to start reducing our steering so we’re reducing the cornering force and I’m kind of going to do the same thing to get us to full acceleration And this diagram gives a really good way of graphically showing how well we’re using the ability of the car, the available traction and we can see here the orange data, which is of the faster lap, we can see that in this instance here it is doing a pretty good job of skirting around the rim whereas the white data, if we get rid of that, its a little bit harder to see, we can see that that white data kind of almost does a straight line between maximum braking and maximum cornering and this is what we quite often see from drivers who have a little bit more ability in the car than they are actually extracting so we an use that GG diagram to give us a bit of an indication if there is some work that we have to do there The other way of finding time in the car though, and this is probably the most powerful, is with what’s referred to as a reference lap

So a reference lap, often it can be your own fastest lap but the best way to get this data is to put someone faster than you in the car, send them out for five to 10 laps and get them to put in a really good representative time So a pro driver or a driving instructor’s a great way of getting this data Now the data logger is going to store that lap and we can use this as a reference lap and then we’ve got the ability to analyse how we’re driving the car compared to that reference lap So a couple of key ways we can use this And the first way is via what’s referred to as a gain/loss function And this is something we can basically send the reference lap through to our data logger and while we’re driving around the track we’ll actually have a gain/loss bar, and anyone who’s played pretty much any racecar simulators or games will have seen this so that will show us whether we’re going faster or slower than the reference time We can even set up LED lights on most of these to show us green lights if we are faster, red lights if we are slower The beauty of this is we can analyse our driving and our driving lines in real time when we’re out on the track and in an instant, we’re going to get that feedback as to whether or not we’re doing better or worse than the reference lap This is really powerful I find as well for a qualifying session, maybe we’ve just bolted on a fresh set of tyres, we’ve gone out, we’ve done 3/4 of a lap and then maybe we make a small mistake in one of the final corners We can have a look at that gain/loss and decide if it’s worth basically aborting that lap, not putting any more undue stress and strain and wear on our tyres and then going again and resetting Or alternatively if we’re still up on our reference lap, maybe it’s worth pursuing that lap so we can use that in real time But the other powerful aspect of this is if we come back across to our data analysis software Let’s say that the coloured, the bright coloured lap that we’ve got at the moment is our reference lap So we can then analyse this relative to our current lap, our real lap, our own lap and see where we’ve got time to gain So looking at it like this, still it’s a little bit hard to really make too much sense of The key channels that we are interested in here though, let’s just get rid of our temperatures Basically the corrected speed channel, this is one of the key ones because anything we’re doing in the car basically we’re trying to make the car go faster so any time we’ve got more speed, this is going to obviously be a good thing So in particular through this section here, we can see that the blue solid coloured line is much faster than the white overlay line Likewise we can see this from our coloured RPM trace at the top here And most of this has come from the way the throttle is being applied So we can zoom in on this a little bit And we can see that in this case the driver with the green line has managed to get on the throttle quite a lot earlier, particularly in this section here, we’ve got one driver is at basically 92% throttle and the grey overlay line there is at 18% throttle so we’ve got a delta there of 74% throttle So that’s why we’ve seen the speed trace pick up so quickly But again, this is still quite tricky to analyse so what we also can bring in here is what’s called the variance channel which is what I’ve just brought up up the top So this basically shows us the time delta between the two laps that we’ve got here, ideally our reference lap that our pro driver’s done and our own lap so we can see where we are lacking and what we’re looking for in this is initially obviously there’s got to be a lot of time to find and that can be a bit daunting in itself, you can’t go out and try and pick 10 or 12 different areas on the track to focus on so what we want to do is pick off the low hanging fruit And the low hanging fruit comes from looking at the angle or gradient of our variance plot We can see any time that we’ve got a really sharp increase in our variance plot, this is meaning that we are giving away a huge amount of time So straight away looking at this, this area here which happens to be the one we just highlighted, this is the first area we’re going to need to focus on So then we can give in a little bit deeper and find out well where did that variance come from? As we’ve already seen this was to do with the driver getting on the throttle quite a lot earlier Diving a little bit deeper than that, the driver was able to get on the throttle because they carried just a little bit less speed through the apex of the corner So if we actually had some video to go along with this we’d probably see that the slower driver there had tried to go through the corner too fast and this meant that they couldn’t get the right driving line through that corner which meant they had to delay getting back on the throttle until they had the car sorted out and basically in a straight line The driver that chose to go a little bit slower through the corner there and then that allowed them to get on the throttle sooner, particularly coming onto a long straight, that can be really powerful

So just a really quick look at that lap gain/loss function Right so this was just a brief view of the data analysis course and I just wanted to take you through this course as well If we come across to racecrafthq.com, I’ll just take you through how that course works so you can find that at racecrafthq.com/courses Right now because it is a new release we actually have a pop up banner that will allow you to go straight to the course Like every course that HPA delivers as well, broken down into individual video modules We start by talking about the various ways that you can collect data Already mentioned this really briefly here but talking about the different logging options, how to set up the data logger, making sure it’s all working, track maps and sectors, we talk about GPS vs timing beacons, managing your data and logging rates We talk about the essential sensors which I’ve already talked about briefly today We also add video in here now I wouldn’t say that’s essential but there is definitely a lot more data you can get if you can bring video into your analysis Talk about a few of the key optional sensors that we would want at the entry level So nothing too flash here, nothing too tricky but some valuable sensors that we can bring in if we want to analyse our data a little bit more, in a little bit more detail And then we give you some of the key tricks that you can use, or key tools that you can use to analyse what’s going on Reference lap, lap gain/loss, the variance channel, the traction circle, analysing braking performance, using a throttle histogram, minimum lap times and eclectic lap times, minimum rolling lap time I should say and eclectic Throttle application, steering application, channel reports, engine health Some practical skills as well that go along with setting up and analysing your data And then we’ve got a six step process that you can use for setting up your data logger, getting your data, analysing the performance out on the track and then making improvements So this course at the moment has just been released, it is valued at $197 USD and we have got a coupon code that we have available at the moment to take $50 off that I’ll get the team to drop this into the chat so it’s a bit easier for you to understand That coupon code is DECSN3, so again I’ll get Scott to drop that into the chat If you are interested then that is going to be an amazing way of improving your lap times Alright we’re going a little bit long here so last just to remind you, JE Piston giveaway, 25 days for that to run, set of shelf stock JE Pistons for any of the applications they support plus our suite of engine building courses so that you will know exactly what to do with those pistons once you get them, make sure you get your name into the draw so you don’t miss out If you liked that video make sure you give it a thumbs up and if you’re not already a subscriber, make sure you’re subscribed We release a new video every week And if you like free stuff, we’ve got a great deal for you Click the link in the description to claim your free spot to our next live lesson