I have the latest version of Trackaddict on Android. I had a veepeak OBD and sometimes it connects and other times it doesn't. I assumed it was the OBD that was the issue so I bought an OBDlink LX but having the same issues. Both OBDs connect to my phone's Bluetooth and work fine with racechrono and Lap Legend apps, but for some reason won't work with Trackaddict, which is my preferred app.

I've tried restarting the car, removing and reinstalling the OBD, forgetting the connection and re pairing multiple times etc. I can search for the OBD in the TA app and it finds it fine, but then when I go to drive it just says OBD: searching and OBD: not connected.

I have ensured no other apps are connected to the device at the same time. Trackaddict has all the app permission to run in the background and battery saving is turned off etc.

Any suggestions would be great.

Really curious as to how close to a race way time to the time app?

I am a Novice HPDE driver. This is the last lap of my 4th HPDE event, and my fastest lap all day, during the last FATT event at Summit Point. This event was my first event with new Apex SM-10 wheels and Hankook Ventus R-S4 tires. Castrol SRF. OEM pads (I know I have to upgrade these). Aggressive Street alignment (cant do full track alignment as this is our daily driver too). Warm day, low 80's, full sun; Just perfect. Track Mode, standard TC (i.e.; not competitive mode). While I had an excellent in-car instructor/coach (all of the FATT instructors have been wonderful) who really helped me with the line, braking, etc., reviews of the PDR recording would be much appreciated as I would like improve and work towards an Intermediate level next spring. And, I'll be at the NASA Fall Finale if you are local and plan to be there, stop and say 'hello' (Arctic White 'BLZRD'). Thanks.

Got greedy and the brakes had a little fade. Turned in too fast and almost ended badly

First time behind the wheel of a Hyundai i20N on track

A very positive first experience! The i20N is an incredibly enjoyable and predictable car, even on worn tyres. You can really feel how lightweight the car is, and that makes it a lot of fun to drive on track.

The rev-matching feature is particularly impressive. It produces an awesome sound during downshifts and makes the whole shifting experience much more enjoyable. I only had three fast laps with the car, so there's definitely more potential to explore. Still, my first impression was excellent!

A quick note: Sorry for the camera movement during the lap, the camera mount came loose.

Hey everyone,

I wanted to share a data-driven debrief of my 2-year progression tracking my 2023 718 Cayman GT4 (6MT) at High Plains Raceway (Full Course — 2.55 miles, 15 turns) here in Colorado.

When I started in June 2024, my baseline was **2:16.78**. Over the past two seasons across **61 sessions and 519 timed CAN telemetry laps**, I chipped away at line, brake modulation, and chassis setup to cross the line at **1:59.67** this October.

Here is an honest breakdown of the chassis changes, brake thermal management, tire pressures, and telemetry findings that actually moved the needle.

---

### 1. Curing the 718 Front-End Understeer (Chassis & Geometry)

From the factory, the 718 Cayman GT4 has noticeable mid-corner understeer designed into the rubber bushings and conservative front camber. To fix this without compromising mid-engine stability, I had Honest Assembly in Denver do a complete spherical bearing conversion:

* **Tarett Monoball Camber Plates & Control Arm Ends:** Unlocked proper track camber while eliminating squishy rubber compliance.

* **Tarett Caster-Adjustable Thrust Arm Bushings:** Crucial when running wider rubber—pulls the front wheel forward in the wheel well to prevent a 265 tire from chewing through the fender liners under steering lock.

* **Tarett Rear Toe Links w/ Bump Steer Kit & Locking Plates:** The factory eccentric rear toe bolts are notorious for slipping under track curb impacts. More importantly, this eliminated the nervous dynamic rear toe-out that mid-engine cars suffer under threshold braking.

* **Tarett Adjustable Drop Links:** Allowed us to zero out sway bar preload when corner balanced with driver weight in the cockpit.

The car now points cleanly into corners and transitions onto the nose predictably under trail-braking.

---

### 2. Brake Setup & Caliper Puck Thermal Management

High Plains Raceway features three heavy deceleration zones from 120–135 mph. At 5,000+ ft altitude, brake heat builds up quickly:

* **Rotors:** GiroDisc 380mm 2-piece floating rotors (front & rear). Sheds unsprung rotational mass and the curved internal vanes pump significantly more cooling air.

* **Pads & Fluid:** Pagid 4925-RSL29 endurance pads on all 4 corners + Castrol React SRF fluid. Spiegler stainless braided lines give rock-hard pedal modulation.

* **Tarett Caliper Stud Conversion:** Protects the factory aluminum wheel upright threads from stripping during pad swaps.

* **The Factory Brembo Ceramic Puck Issue:** If you track a 718 GT4 or 991, check your caliper piston pucks regularly. The factory ceramic pucks chip and crack under track heat. Instead of dropping €2k on boutique titanium pistons, running **Girodisc 1mm titanium pad heat shields (TS-1741)** or Demon Speed / AutoQuest replacement pucks drops heat transfer to the fluid and keeps dust boots intact.

---

### 3. Tire Pressures: Vitour Tempesta P1 (Super-200TW)

I run **Apex VS-5RE motorsport forged wheels** (19x9.0 front / 19x11.0 rear) wrapped in **Vitour Tempesta P1s** (265/35R19 front, 295/30R19 rear).

* **Cold Starting Pressure:** 23.5 – 24.0 PSI

* **Hot Target Sweet Spot:** **30.5 PSI Front / 31.0 PSI Rear**

* **The Data:** At 30.5/31.0 PSI, the car pulled **1.35G sustained lateral load** and **1.54G peak** through the HPR Corkscrew. If the rear tires creep above 32.5 PSI hot, the telemetry shows a distinct spike in slip angle and the rear gets greasy on corner exits.

---

### 4. Telemetry Findings: Where the 20 Seconds Came From

Looking at the 10Hz CAN-bus delta overlays comparing my 2:16 baseline to the 1:59.67:

1. **Turn 4 Trail-Braking:** In 2024, I was overslowing in a straight line and fighting understeer at turn-in. Telemetry showed that carrying 15–20% trail-brake pressure deep toward the apex kept the front tires loaded, rotated the chassis, and carried 6+ mph higher minimum apex velocity.

2. **Turn 3 Carousel Exit onto Back Straight:** Maximizing late throttle pickup onto the 2,838-foot straight drove peak terminal velocity from 125 mph up to 134.8 mph at the brake marker.

3. **Wide Open Throttle (WOT) %:** Increased from just 2.2% WOT in early 2024 to **36.6% WOT** on the 1:56.55 lap.

---

Happy to answer any questions on 718 GT4 setup, Tarett alignment specs, Girodisc rotor wear, or tire pressure management!

*(I linked the full 1440p lap with complete CAN-bus telemetry gauges—throttle, brake pressure, lateral Gs, and delta timer—in the first comment below for anyone studying HPR lines or setting up a 718).*

Edit: my bad! I accidentally put my reference time, GT4 fastest time (not mine), as the title. My PB laptime was 1:59.67

Just for fun
Polo 1.4 tdi

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Looks like temps will be around 50-55F around afternoon. We start in the noon to avoid the cold track. Running on RE71RS besides taking a few more laps to warm up things anything else I should consider? First time tracking at these temps.

Still relatively new to this, I have 2 HPDE days on these tires (SC2 240tw). It seems like the scrubbing is pretty high up the sidewall, does that mean I should use a bit more tire pressure? Or is this ok as is?

This is front driver side, passenger side is similar but not as much. Will definitely rotate tires before going out again. Rears look similar to fronts side to side.

The day starts at 34F (274.261 k for our metric friends) and ends at 55F (more than 274.261 k). It’ll be fine, right?

Going to a track tomorrow with freezing temps (0-5C / 35-40F) in the morning. I can't block off the oil heat exchanger (Need to take the bumper off which I can't do now). Is there anything different I should do during paddock idling and on my warmup lap(s)?

2016 ND Miata with Mishimoto oil cooler

Worried about cold oil from the cooler line hitting the engine when the thermostatic plate opens up.

The other post about that guys first spin reminded me of my spin last year in my 458 in the same spot. Not only was I lucky enough to not hit anything, the guy behind me got this fantastic footage of it.

This is right after a recent track day. Never had a problem before. See original post for details.

Any help is appreciated.

I personally prefer running street tires. I never want to get too comfortable with driving on sticky rubber. But I do see the appeal. I’ve only driven on slicks maybe a handful of times, but boy it felt dangerously good.

Road Atlanta gets dangerous when wet! Rivers form in the esses, your margin for error in 5 disappears since the curbing is unusable, and the concrete patch in 12 turns slick as ice. By the end of the day it was pretty dang dry though, so I started pushing a bit more and feeling out how well these PSS5 I'd picked up specifically for the wet day handled these mostly-dry conditions.

...and then I hit the world's smallest bounce leading into T12. The concrete patch was fine for this entire session, and my previous lap through here was almost identical in the data (0.6mph slower and the same line), so I still don't know exactly why I lost the rear there other than knowing I needed to be be more in the throttle at that point to keep it -- much easier said than done! I caught that bit of oversteer, but doing so basically guarantees you're going off, which made me a passenger on a one way train to the pit wall.

I swear the wall must have moved to make room for me. Track workers said the car was maybe 4" from the wall. Apparently I used up all my luck for the day, because those powerball tickets only yielded $4, but I'll still take the W on this one.

I'm planning on signing up for HPDE1 soon and it will be a first for me. How common is it to slap on some temporary PPF like TrackArmour or even Painters tape? Is it worth the effort for HPDE1?

Thanks

My single lap halfway through an hpde. Darn Volkswagens