I’ve been doing a lot of thinking about Google Glass at the moment and so far I havent seen anything to make me want to rush out and buy a pair (although I reserve judgement till I actually play with one). One of the things getting a lot of attention is the ability to record hands-free video which in my opinion is over-rated. I’m basing this on in-car video recorders (and more recently dashcams) that people have been using to record hands free video while driving for years. I have been using a variety of different setups to capture in-car video over the years and have found that while its very cool at first, it’s quite rare to go back to look at the video. Of the hundreds of hours of video I have collected, I only look at it when there is something specific I needed to check (line, traffic, best lap, etc…) or to see if the video captured something spectacular (spins, passes, accidents, etc…). In general it is quite boring to look at hours of raw video even while doing something as interesting as racing cars on track. As for making edited videos it is a long, slow and difficult process and people wont be bothered to do it once.
What Google Glass really needs is to take a suggestion from the dashcam world and record a continuous loop of video that the user can save after the event to record the important/funny/interesting thing that they just happened to see. It would be a video version of the Personal Audio Loop (paper pdf). A Personal Video Loop if you will.
Imagine being able to immediately save some cute thing thing by your kids/dogs/cats/etc… Instead of remembering to tell Glass to record, it is always recording and you can just tell it to save the last X minutes. Apart from the cute overload videos, the number of dashcam videos on Autoblog and Jalopnik are proof that even the most average people will keep seeing some interesting things. Plus the sousveillance aspect of having cloud-stored video to back up you account of events would be pretty revolutionary as well.
I know there are a bunch of legal (and power) issues around recording video like this but someone should try building it. Glass explorers – start exploring
I had the pleasure of attending the inaugural Formula 1 US Grand Prix at the Circuit of the Americas last week and want to write up my thoughts after the event. This is not a review of the race itself but rather a review of the venue from a fans point of view and how it compares to other race events I have been to such as IndyCar (Infineon), NASCAR (Infineon) and the 2002 F1 USGP at Indianapolis.
Getting to and from the track
Having read nightmare predictions about parking at the race I decided to use the free park and ride shuttle from the Travis Expo center instead of shelling out $200 for a parking pass. I was quite concerned about how long it would take to get to the track but the folks at the shuttle did an excellent time and it took ~10 minutes to park and no more than 15 minutes after that to board the shuttle. The shuttle ride itself took only 20 minutes which means the total time from entering the paring lot to getting to the track was under 45 minutes which is pretty good for a first time event. Once the shuttles drop you off it is a longish walk (~0.75 mile) to the track gates themselves so you are going to want to wear some comfortable shoes.
The return trips had a long line to get on the shuttle though once again they were very well organized. Friday was a 10 minute wait with Saturday in the 20 minute range. As expected Sunday was the longest wait at ~45 minutes which again is not that bad when you have 110,000 people trying to leave at the exact same time.
Having spoken to some other folks who took the parking passes it appears that they had zero issues parking and you could have saved a bunch of time by using the pass. I’d recommend getting a pass for $200 and then splitting the cost among 7 people in a minivan
Facilities
The facilities were pretty well laid out and the first thing you saw on entering the track were the large merchandise booths. They were pretty crowded during the day and actually ran out of many items so I’d recommend buying the stuff you want asap on Friday morning (which is when this photo was taken).
There were a lot of food options at the track with things like Outlaw Grill, Po’ Boys, pizza, Krispy Kreme, nachoes, etc… Apart from the pizza and a few vegan tamales the veggie options were a bit thin so you may want to plan for that. The worst problem though was that the lines at every single outlet were soooo long that after day 1 (~60,000 attendance) we just smuggled our own food in as it wasn’t worth it to stand in line for 30+ minutes just to get a burger. The track really needs to get more concessions ready for the next race.
There were a huge number of porta potties lined up right behind the stands and also in the shuttle area which meant that we did not have long rest room lines. The track was also actively trying to improve during the event. People complained about a lack of trash cans in the stands and they brought them in to the stand stairwells for day 2 and 3. All in all the track did a great job serving a huge crowd in their very first year and I am confident that they will only get better next year.
Track Seating
I was sitting in Sec 9, Row 33 of the T12 stand which put me ~10 feet past the apex of T12. These were the most expensive seats ($500+) in the race and the price was justified by the view. Apart from the excellent view of T12 (above), you could also see turns 13, 14 and 15 up close, turns 5, 6, 7 on the other side of the course and you also had a distant view of turn one though it was too far away to be able to tell which cars were which. One issue with sitting high up was that its too hard to read the text on the big screens (sec 9 is equidistant between 2 screens which exacerbated the problem) which makes it hard to follow the race in details. If I was doing it again I would sit towards the bottom of the T12 stand as you are closer to the cars and the loudspeakers at the bottom will let you follow the race better. Since most of the passing happens at T12 anyway you dont really miss too much by losing the view of the far side of the track. The following video was taken during the installation laps from Sec 9, Row 1 at T12.
Turn 3 was a stand which received rave reviews from the assembled journalists. The painted runoff areas lead to some spectacular photographs and the drivers love the high speed sweepers which are reminiscent of Silverstone. However as a fan I’d rather watch some passing or passing attempts and with only two moves being pulled off at T2 all race I’d suggest sitting in a different stand.
The general admission areas of the track has some spots with excellent views as long as you come early and camp out. The prime spots IMHO were in front of the T15 grand stand (allows you to see down the straight), T19, exit of T20 (great acceleration + view of the podium, pic below) and the entrance of T1 (packed on all 3 days). If you are willing to come in early and camp out I’d suggest doing that as it will save you a lot of money and be a more memorable experience. You can also try going into the tower which gives you a spectacular view of the track but you will likely need binoculars or a long lens to be able to identify cars and follow the action.
Finally if you can get access to a PSL seat I’d recommend T15 and T1 as they will allow you to see down the straights which really shows the speed of these cars.
Autograph sessions
The track had autograph sessions for all the drivers but the drivers were there for just 15 minutes which is truly pathetic when you have 110,000 paying fans at the event. FOM should really force all drivers to have at least a 30 minutes session and extend it to an hour for the more popular teams and drivers (Red Bull, Ferrari, McLaren, Kimi, Schumacher, etc…). Compare this to NASCAR and Indycar where you can get a garage pass and chat with the drivers, F1 is extraordinarily fan unfriendly. As a friend of mine said later – welcome to F1 where the fans come last.
Driver identification
Once other thing that F1 really needs to learn from NASCAR is in easy identification of the drivers. While the cars themselves are very easy to identify, it is almost impossible to tell the team mates apart. Some drivers use very different helmets (Michael and Nico, Alonso and Massa) which make them easy to identify but to many of the team mates use helmets that are too similar to differentiate at 100 mph from 20 meters away. And to top it off people like Hamilton and Vettel actually changed their helmet on each day of the race which made them even harder to identify. The only team with a clearly readable number on the car was McLaren. Even the HRTs which have a large number of the car have put the significant digit on the sidepod such that it is difficult to read(below). FOM should force team mates to have clearly differentiable helmets and also make drivers carry the helmet (or a replica) on the parade lap so that fans can tell who is who.
Fanvision
This is a mobile controller that you can rent for $69 for a weekend and gives you access to multiple video and audio feeds as well as live data statistics. I decided not to get one as I expected to use earplugs the entire weekend which would have made the audio pointless. People around me did have them and the verdict was a little split. Most everyone felt that the video was pretty useless as the screen is quite dim and can barely be seen in direct sunshine. People did use them to get live stats since the intermittent cell service made all the free timing apps very flaky at the track. Those that used the earphones said that they were able to hear the audio and really liked the ability to plug into a drivers radio feed as well. When you spend this much on the race its probably worth spending the extra $70.
Hotels/Flight profiteering
Now I come to the part of the experience that really pissed me off. The rampant profiteering from the hotels and airlines lead to $750 round trip airfares and places like Motel 6 charging $300/night. I understand supply and demand makes rates go up but raping your customers also guarantees zero repeat business. One person I met said that the Austin Crowne Plaza was charging $750 per night with a 4 night minimum when their usual rates are ~$120/night. With ridiculous prices like this the price of a race weekend for a couple from the Bay Area would be well over $6000 ($1100 tickets, $1500 airfare, $3300 hotel) at which point I would rather go for a luxury cruise or drive the Nurburgring instead. This is no fault of the race organizers and is out of their control but is the thing that is making me want to avoid the race in future. Hopefully if the New Jersey race does happen the profiteering wont be as bad since 100,000 people would just be a drop in NYC bucket.
Off-Track Events
One of the best things about attending an F1 race is the number of F1 related off-track activities that take place. The Formula One Team Association (FOTA) held their first american FOTA Fan Forum where 500 fans got to directly interact with team representatives ask the kind of questions you never see on TV. I was unable to attend but will definitely try to attend the next time.
Fans of F1 history also got to attend the world premier of “1: The Unvarnished Story” which charts how safety has improved over the years. The red carpet held at the Paramount theater attracted a host of F1 luminaries like Sir Jackie Stewart, Emerson Fittipaldi, Damon Hill, Bernie Ecclestone, Herbie Blash, Eddie Jordan, Christian Horner and Martin Brundle. I highly recommend watching the movie when it release to the public. The target rich environment was an awesome place to be if you are an autograph seeker
For the more casual fans Austin create the F1 Fan Fest which shut down a 9 square block area of downtown Austin with music, food, stores and all manner of motorsports related activities. Mobil 1 had a tent where fans to do a pit stop on an actual McLaren show car while Red Bull and Lotus show cars were all over the place. If you are staying in a downtown hotel it is well worth a visit to the fan fest.
Bottomline
All-in-all it was an enjoyable experience and I would recommend doing it at least once especially if you have never been to an F1 race before. It is however quite pricey and as a result I’m not sure if I will be going back next year.
Celebrating the fact that the Seven is up and running with an autocross video from Marina. The car still has an intermittent misfire that I am trying to iron out but it is running well so far.
The only major dynamics complaint I had about my Ultralite was the rear lockup issue under hard braking. The car comes with a very nice set of Wilwood brakes (front and rear) with separate master cylinders for the the front and rear so it definitely wasn’t a component quality problem.
The issue I was having is that under hard braking at autocross the rears would immediately lock up and cause a lot of oversteer. This was even worse at the track where braking at the end of straights would lock the rears well before the fronts leading to bad porpoising at the rear. The whole issue was being caused by having equal braking capability front to rear which meant that once the weight transferred forward under braking, the rear wheels had very little weight on them and were prone to locking up while the fronts were still spinning. You could avoid this by braking earlier but this would mean that the front brakes would not be used to their full ability and would lead to longer stopping distances. The real solution would be to move the brake bias forward which I first attempted to do using the balance bar in the pedal box/master cylinder setup. This made no noticeable difference to the brake bias which meant that the bias issue was worse that I suspected.
Step two was to install an inline proportioning valve(below) on the rear circuit which could reduce the rear line pressure by up to 57%. While this did make the autocross situation much better I still had the problem of rear porpoising at the track albeit much better than before.
After consulting with some of the folks on the various forums I came up with two options: 1) replace the brake caliper with a smaller caliper and 2) replace the rear master cylinder with a larger piston. Since the piston was significantly cheaper than getting 2 brake calipers I decided to replace the MC with a 7/8th inch piston (originally 3/4 inch) which has been a great solution so far and has allowed me to run a much more balanced car at the track.
If you are building a car from scratch I would recommend going for a smaller set of calipers in the rear and/or smaller brake rotors both of which will save you some unsprung weight as well. I believe that the later Ultralite owners went to using stock 12-inch Subaru rotors in the rear which sounds like an economical solution as well. If you have a car with the original setup I can say that this solution of larger MC and bias valve has worked well for me.
After 18 months of procrastinating about updating the blog about the Ultralite I figure its time to start putting pen to paper (or fingers to keyboard). Regular followers of the blog may remember that my Buttonwillow adventure ended with the Ultralite being flatbedded home as it looked like on of the two bolts holding the diff in place had backed out and gas tank prevented me from doing a roadside fix. I was thus still quite happy on the truck ride home as I thought it would be an easy fix and I should be back on the road soon – little did I know that I was in for some “diff”icult times.
The first thing to do was to empty the fuel tank and then remove it. As you might see from the residue above, the gas cap had been weeping fuel for a while and I figured that this was a good time to replace the gasket around the filler and see if that would fix the problem. I stuck my hand into the empty tank to see what size spanner I would need to remove the nuts on the cap fitting when I was shocked to discover that the cap ring was attached using just sheet metal screws with no nuts or backing plate inside the tank. While I could probably have fixed the issue fairly easily, I figured I had ridden my luck hard enough by tracking such a shoddy fuel setup and decided to go with a proper fuel cell instead. I gave Fuel Safe a call and they were able to create a custom bladder that fit inside my existing tank. Not only was the new custom cell much safer than the original setup but it has a proper racing collector which meant that I could ditch my external surge tank setup and save some weight. If you are looking for a custom fuel cell I highly recommend Drew Barney at Fuel Safe who was the guy I dealt with to create the setup below.
While my tank was at a Fuel Safe, I got busy actually fixing the diff mounts. Removing the gas tank had shown that the bolt had not backed out and instead had snapped from the torque. After removing the bolt and drilling out the snapped section in the unit I found that both rear bolts were metric grade 8.8 which sounds fine but actually equates to SAE grade 5 which is not what you want for something load bearing like this. I swapped both the bolts with metric 10.9 grade (equiv SAE grade 8) hardware and refitted the fuel cell thinking I should be good to go. However as soon as I backed out of the garage I heard the clunk from the drive train which meant that things were still not ok.
Pulling the center console off the shifter area showed the second problem (above). The front mounting point was created by welding a single mount onto a cut down version of the differential member assembly from a Subaru legacy. This mount was attached to some very thin metal and had basically ripped itself loose from the member assembly. After speaking to other Ultralite owner I found that this was a common failure point and needed to be reinforced for track cars in particular. I thus had a thick steel plate welded to the existing assembly to moth create a new mount point and also spread the load more widely on the Subaru part (see below).
Talking to the other owner also brought out that the diff bolts breaking was a common occurance and that many owners had created a brace that attached to the frame and helped spread the engine torque loads beyond the two diff bolts. Rob at Dietschwerks created this brace for me that had been on my car for over a year now and has been through several track days with no issues.
If you are an Ultralite owner I recommend that you check that you diff bolts are metric 10.9 grade and also create a diff brace for your car to avoid the painful debugging process that I went through.
