Faisal, former strongman in Proton R3, shows us how it’s done at Sepang circuit in an E36 M3. Also see this.

Faisal, former strongman in Proton R3, shows us how it’s done at Sepang circuit in an E36 M3.

HPC Track Day 4th October 2009 – HPC GP1, GP2, GP3 - Go Here to Register!

The Satria Neo Cup car as it was previously known is now called the Satria R3 Neo Clubsport. This one was caught powering its way on Sepang F1 circuit tarmac at a recent track day.

Image source: Terato.com

RACE is selling tickets for the upcoming MotoGP (17-19 Oct 2008) in Sepang. Watch your favorite heroes in action in the K1 Grandstand and Main Grandstand. Prices are as follows :

a. Main Grandstand (Mall Area) – RM80.00 / RM100.00 (Free Sepang MotoGP T-Shirt and Cap)

b. K1 Grandstand – RM30.00 / RM50.00 (Free Sepang MotoGP T-Shirt and Cap)

See you there and enjoy the race.

For enquiries, please call Lina at 03-55108030 or 019-317 4555.

Thanks again.

Register here

For details about Groups, visit this page.

Monday, 14 July, 2008

1800 – 2200

Monday, 21 July, 2008
1800 – 2200

Tuesday, 29 July, 2008
1800 – 2200

Saturday, 09 August, 2008
1800 – 2200

Sunday, 10 August, 2008
1300 – 1600
1600 – 1900

Thursday, 14 August, 2008
1800 – 2200

Tuesday, 19 August, 2008
1800 – 2200

Wednesday, 20 August, 2008
0900 – 1200
1400 – 1700
1800 – 2200

Friday, 22 August, 2008
1800 – 2200

Saturday, 23 August, 2008
1800 – 2200

Sunday, 24 August, 2008
1300 – 1600
1600 – 1900

Monday, 25 August, 2008
0900 – 1200
1400 – 1700

Tuesday, 26 August, 2008
1800 – 2200

Another open track day announced by SIC just weeks apart! Go Go Go!

Date : February 10, 2008 – Sunday
Time : 2pm-5pm
Fee : RM200

The usual bunch of track enthusiasts – Stanley, Andrew, Nigel (with Sabreena, the youngest ever Satria R3 owner at 16-years of age!) and I decided to feed our systems with adrenaline on Sunday. The open track day was the last track day before next week’s Super GT. Uncommonly so, due to a SuperBike event, track day started only at 4pm, which deterred another track enthusiast and Satria R3 owner, Hanif to burn rubber with us.

It’s been a while since my last track day, too long in fact. Had made a pact with Andrew before, to have track days every month. Two of us being the most track addicted amongst the bunch, couldn’t wait to get our asses on Malaysia’s most famous speedway.

Being the last track day meant lots of other cars, many track cars were there to prepare for MSS (Malaysian Super Series) and MME (Merdeka Millenium Race). That was slightly worrying as an overcrowded track means a more dangerous track, which means less fun and possibly track time. But the thought of extended adrenaline rushes got the better of us and we hastily prepared my car, with help of Stan and Don, swapping my worn AD07s with FTZ Type RR semi-slicks, which were equally as worn. Heh.

It wasn’t a blind track experience for me this time round though. My sole purpose was to test a pair of development race pads, developed in Japan. I had successfully tried and tested the road version, which really wasn’t too bad. Rated at 550 degrees, performance was above average overall. And as demonstrated at Genting Sempah, the pads held its own.

C.Wei and C.Ming did checking and markings on my front discs to gauge wear on my runs. Strapped in and with Stan’s borrowed helmet over my head, I cruised out of the pit, with Nigel and Andrew on my tail. It felt so good just being there at Sepang once again. As I approached the end of the pit and flagged off by the marshall, I accelerated off in 2nd then 3rd to approach T1. The first lap was a re-acquaintance lap for me. Refreshing the lines, braking points was a feat. It’s been more than 6 months, heck. With lots of traction and seemingly no understeer, I pushed a little bit more, finding rhythm.

T7 and T8 always gives me flashbacks of the time went I veered off into the gravel. Although I am pretty much over it, I approach it smoothly and cautiously on my warm-up lap. Nigel and Andrew had disappeared off my rear view at this point, and I pretty much took the rest of the laps alone, with intermittent encounters with various track cars, including Evolutions, Hondas and Scoobys. I pushed on harder and braked gradually a little later as I pressed on, mostly around the 70-80m mark.

The car felt solid and quick, especially on the straights. Where I could only manage 175km/h on the Sepang pit straight in my Stage 1, the Stage 2 convincingly and consistently showed me 190km/h before I had to brake hard at 80m. The straight approaching T9 was also substantially quicker before. It was 160km/h before having to drop to 3rd and 2nd on the T9 accent. The back straight proved quick as well, and I managed 180km/h on approach to T14. Nice. Brakes felt solid, but under hard braking seemed to pull to the right.
My lap times on my first couple of laps were average – 3’00 on my opening lap and 2’58-2’59s. I pitted on the 5th lap to let the engine, clutch and tires cool down. Clutch was already slipping badly on the 4th lap. A clutch upgrade is definitely warranted! Double-checked on the brakes and apparently C.Ming felt it is overall underused. Under-used! Hah!

I let Stan do some laps next. Circuit was closed momentarily due to an accident at T1. Once the lights went green, the three SR3s eagerly made their way out, with Andrew leading the way. Andrew led mostly, with Stan close behind. Andrew has always showed his prowess at Sepang. Despite driving a stock Stage 1 Satria R3, he consistently shows how skill can overcome the power handicap. And of course, not to mention, balls of steel.

He returned with pretty impressive 2’59s and 2’58s while Stan within 2’59s.

I was up next. Eager to push harder, and get a few good lap times and to find that braking threshold. And push I did, eventually. I braked really late into turns, as late as 50m. Had to keep it smooth, no doubt. The pushing did bring some errors and understeer on exit at a few turns, but overall I had quite good speed in turns and on the straights. No threat to the more powerful turbo-charged track cars out there, but I can safely say my SR3 matched them at corners. A particular EVO III track car was awfully slow at corners, and braked really early.

The hard and late braking and overall cleaner lines revealed some better times. I managed a 2’56s on my 2nd timed lap and 2’58s on the 3rd. I was pretty pleased in the end, although I know I could have done better, once ironing out the errors. Dipping below 2’55s would be my next goal!

The brakes held up really well, and C.Ming and C.Wei were quite pleased with the tests. The stress cracks and fractures in my brake discs are worrying though. It’s a mere millimeter or two before it shatters completely. Not good news, for a financially-strapped owner! Any rich Datin or Datin’s daughter wiling to sponsor me? The brakes were one problem. Another was my exhaust header. The little leak which gave it a annoying ring and buzz transformed into a more evil, ear-thumping bellow. My first thought was it sounded like a bus. A mini bus, more like. I got stares around the pit, including Sabreena and friends. Really horrible.

The third and final problem? A stone hit my left headlight, leaving a hole in the centre. How that happened, I do not know. Could have been tailing another car too closely, or something to that effect. Sigh. The price you pay to have fun. Had it plastered, knowing too well that it was merely a temporary remedy. Money loss from pocket was inevitable. Grrr.

In any case, I’m looking forward to another track day soon, especially eager to see how my new Hotbits 4-1 header fares when I have it installed!

Pics courtesty of RZD of Terato.com

Thank god we got slightly lost. Never would have found that engaging 20km experience to Melaka town. Fourth gear almost full throttle, then 3rd gear and occasional 2nd gear downshifts. Wow. We were of course rewarded once getting into Melaka town as we gobbled down as many sticks of grub as we could at the satay place. Yums.

Anyways, I have to thank the Satria GTi Club for inviting Satria R3 owners to join them for their track day. Professionally organised, the early morning started with a briefing and registration (I was late, so missed out on most of it). About 20 SGTis and 4 SR3s were present. An enthusiastic bunch, I have to say. A few beginner drivers had experienced appointed instructors alongside to guide them through the course.

After reinstalling my racing harness which I removed last night to accomodate my colleagues in the rear, I got strapped in and started my much awaited track day. Car felt especially good after having it serviced the night before at Proton Edar 3S Mutiara Damansara. BTW, my experience with PESC Mutiara was exceptionally positive this time round. Will be writing a written commendation for the level of service and attentiveness shown. This is how the flagship centre should perform, all year round. Thumbs up!

Did some warm up laps just to get a feel of the track. Re-acquainted myself with Sepang, but braking later this time round, much thanks to the spanking new Goodridge steel-braided hoses + EBC fluid I recently got installed. Confidence-inspiring now doubt.

Here’s a little account of how I take Sepang in my SR3:
Powering to about 175km/h at the pit straight, I brake hard slightly beyond the 100m mark, downshift to 3rd then 2nd before turning in late at the ridiculously slow Turn 1. Brake slightly before turning in to Turn 2, then exit at full throttle for Turn 3. I catch fourth gear before having to brake hard at 140km/h at the sharp right Turn 4. Some take it in 3rd, but I personally drop to 2nd to have a little more exit torque for Turn 5. Turn 5 is a constant wide left, which can sometimes be off-camber. Have caught some off-guard as the weight of the car shifts to the right for Turn 6. The back can unexpectedly step out if weight transfer is not smooth. Tends to understeer too. I am usually in 3rd at this point, then catch 4th briefly before approaching my favourite Turn 7 and 8 double-apex.

Usually a balls-out affair as the double-apex is symmetrical. You can usually touch 100km/h to 110km/h here. The idea here is to be as smooth as possible, then exit quick for the very short straight before the dreaded Turn 9. Upshift to 4th as I usually manage to catch 140km/h or slightly more before having to brake really, really hard at 100m to heal-and-toe down to 3rd then 2nd, for the tricky Turn 9. With no LSD to help, car usually understeers and can cause some to veer off the course if entry speed is too high. This used to be my least favoured corner as I always found it too slow and too understeery, but have conquered it, or at least know how to handle it after a couple of track days. Does not pose any major problems any more!

The right hander Turn 10 is where you try to maximise exit speed before breaking slightly for Turn 11. This is actually quite a tricky corner when you turn in very late. If you angle is too shallow, you will end up being too wide past the apex, causing you to be less competitive for the next corners. I try to keep it smooth here as the car has tendency to oversteer as you brake and turn in.

Turn 11 is pretty straightforward. A left then approach the odd Turn 12. I keep wide and keep the steering straight as I brake, drop to 2nd and turn in. This is by far one of the trickiest corners. Have seen many cars spin in front of me or hit gravel here due to shift of weight. Lotus Elises are very prone to oversteer here. I managed to overtake one or two SGTis here due to their incorrect racing lines. Even an Elise on one occasion. The short back straight usually sees 145km/h on my speedo. This is also usually where the Elises and modded SGTis overtake me as we approach Turn 13. Stick on the wide right, brake slightly after 100m then heel-and-toe down to 2nd before turning in. It’s always a challenge to balance entry speed, turn-in and power out just as tires get full traction again.

Exit speed here is important to be competitive on the pit straight. Again, the faster SGTis and Elises would pull away (the Elises more so) as I upshift at 6500rpm to catch 4th.

An unexpected thing happened on my warm-up laps, maybe during the 9th or 10th lap. I approached Turn 7, dropped to 3rd then turned in. The rear stepped out unexpectedly. There was a slide. I applied throttle and some opposite lock. The Yokos complained as the car slid then fishtailed, with 2 SGTi tailing behind. The car veered off course then hit gravel. The moment it did I remember thinking in my head, “Don’t flip, don’t flip!”. Cars tend to flip here they happen to dig in to the gravel, as happened to a Kelisa some track days ago.

Car came to a halt. A marshall came over to check me out. Asked if I needed to be towed but I said I’d try to get the car out myself. Which I did incidently. The car did not sound good at all. Slowly made my way back to the pits where scrutinised it for damages. Some major scratches to the Advanti rims, and bodywork. Ouch. Not good. Had a nice time removing stones and gravel from the rims and tyres. Was worried that there was undercarriage damage, but in the end found nothing of that sort. Was also concerned that I damaged my expensive Yokohamas, but cleaning up at Revo later proved my concerns unfounded.

The price you pay for an error. I had to sit out most of it, but got at least 1/2 hour worth later, just to test out the car. No funny noises, squeaks or unwanted sounds. I did some more laps before the track closed at 12pm. Enjoyed the competitive racing with another SGTi which was either tailing or leading me. It has slightly better speed on the straights, but later spun at Turn 6.

The damages would be quite costly. But that’s the price you pay for thrills (and spills) Another SR3 was T-boned by an Elise at Turn 2. Even more painful.

An eventful day no doubt. Looking forward to the next track day!

Original posting on the v.blog