am belted in and ready to go as qualifying starts. Our computer
specialist reboots the data acquisition computer and desperately
tries to reacquire a connection with one of the inverters. We
can hear the other cars going onto the track.
need data to calculate our range but we need time on the track
The computer guru pulls the laptop and the crew chief waves me
am reaching pit exit as the pack comes by on their first lap.
I pull out behind, hard on the throttle. The car responds. Two
turns and I have caught my first car. By the end of the lap I
have passed 5 cars.
am still gauging the grip, learning the track and working my way
up to speed.
I am passing cars because the Imp is simply very fast in a straight
I learn the track and begin to shorten my braking distances, I
find the car hard to stop and I am overshooting my apexes. The
brakes will not lock the tires.
is clearing a little. I 'only' pass two cars on the second lap.
Coming out of the tight last corner, I get a little power-on oversteer.
The car over rotates and I lose momentum.
way through the third lap, smoke appears beneath my seat. I pull
off the track and wait. The smoke disappears. I drive back to
pull the seat and battery cover.
One of the 'sense' leads is burnt. It runs from one battery tab,
under another and to the BMS board. The edge of the tab has chaffed
and worn through the insulation. The wire shorted and burned away.
is not a lot of time to the race. The pack is at 340 volts when
we put it on charge. The 50 amp 220 volt socket allows the PFC50
to charge the pack at around 30 amps!
The pack is fully charged, 365.4 volts an hour and 55 minutes
qualifying lap was a 1:51.9. This puts us 2 in SPU, 14 out of