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Below is a recounting of various car events I've attended along the years, from car club meets, autocrosses, track events, and enthusiast drives.

Table of Content for cars:

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2019/12/01 Using a Tesla Model 3 as Emergency Power Source In Case of Grid Failure
π 2019-12-01 01:01 in Cars, Electronics
Iwas interested in getting a decent amount of amps from my car while it's parked at home if I'm in a power emergency situation (i.e. no power) for maybe 2-3 days (as sadly is now a new "normal" in california).

I knew that this could void the warranty on some parts of the car. I was ok with that. Tesla wants me to buy a powerwall, but I think powerwalls are stupid.

I'd need to spend $30 to $40K in powerwalls to get the same amount of energy I already have in my car and I already paid for. Sorry, but I'm not spending that much for something I may need once every few years. Load shifting my solar in california is otherwise a straight loss, and PG&E forces some silly rules about not allow using powerwalls for time of use power arbitration if you accept the buying credit for them. You get penalized for helping take the peaks off the grid, yeah bureaucracy!
If tesla sold a powerwall that would allow using your car as a battery source for emergencies only (car batteries are not designed for daily cycling like powerwalls), I'd be super interested, but they do not, so I decided to make my own answer.

I knew that I could probably only get 2-3000W out of my car, honestly for emergency use (a couple of fridges and essential equipment), that's good enough. Sure, it wouldn't power all my house lights, or even my furnace for heating (which happens to use over 1000W just to run the fans), but eh, it's for emergency use only, so good enough.

Plugging into the standby 12V battery

What I knew from the beginning is that the battery in the car is way too small to power a proper size inverter (I have a 3000W one to be safe but honestly I only plan on using 1000W peak for my fridge and an average of 200W otherwise when the fridge is on). What I didn't know is that the Model 3 only provides trickle charge power to the battery, enough to charge it for normal use in the car, but not enough to recharge it if you plug a reasonable inverter into it (it will discharge quicker than it can recharge).

My plan was to connect a big GLA 12V battery in parallel with the car's battery, so that it could absorb big peaks and buffer a it longer in case the car's battery recharge didn't kick in quickly enough. I did however confirm that the car's DC-DC system only recharges the standby battery at a slow rate, so it was not adequate for my need.

Plugging into the cigarette lighter adapter

For some uses, it would work to use some DC-DC charging system to recharge a big 12V battery external to the car and try to keep the car awake as much as possible so that the 12V CLA port stays on. The only issue with that plan is that you can only get about 12A sustained from it, so if you are planning on using over 100W average, this will not work in the end. In my case, my fridge was more in the 200W range.

Tapping into the car's DC-DC system

This is where things get interesting. The car's battery pack is in the 400V range, and 400V DC will definitely kill you (DC is actually worse than AC), so don't even think about messing with that unless you are truly a trained professional.
For the rest of us, what you need to know is that the car has a DC-DC converter that turns 400V into 14V DC. This is used to power the car's systems when it's not sleeping, as well as recharge the small 12V battery that keeps things alive when the car is asleep. The idea is to tap directly into that 12V system which I'm told can provide up to 200A/2000W (which converted to 120V is really only 20A). A few things to note:
  • The 12V tap is available under the rear seats which you can remove by pushing to clips sideways
  • Connecting to ground is easy, connecting to the 12V pole is a bit more tricky. It's best to leave the current cable in there as it needs a perfect connection to conduct all the amps it's meant to carry. You can however add a 2nd connector on top of it an add a second nut on top (the bolt it long enough for this, and it seems to be purposely so)
  • If the DC-DC senses a short, it will shut down to protect itself. This is good, but also bad. The problem is that after it shuts down, it doesn't reset easily, or at all. Once it's shutdown, your standby 12V battery will discharge without being recharged, until it dies. You can recharge it with a 12V battery charger, but obviously this is only a temporary measure
  • If your DC-DC converter does not reset, you need to disconnect the 12V battery entirely, causing the entire car to shudown and reset. When I did that, my DC-DC converter came back online
  • Where it gets interesting, is that inverters come with a big capacitor to allow for transient loads. Those capacitors will take almost infinite energy when you connect them, causing a big spark, and looking like a short, causing the very undesirable shutdown explained above.
  • The solution is to wire a big resistor in front of your inverter so that it can charge its capacitor slowly
  • Then add a 200A relay to bypass the resistor when the inverter is 'charged'. The relay can be powered by connecting it to the inverter itself on the 12V side, making it so that when the capacitor is charged, the voltage across the inverter poles is high enough to actuate the relay and bypass the resistor.
  • The 2 white holes are where the clips that you need to release. are located. You can also see the black and red tap points:


    Building it up

    I used this:
  • 2000W pure sine wave inverter: https://www.amazon.com/SUDOKEJI-Inverter-2000W-Display-Outlets/dp/B07RWHN22W/ref=sr_1_1
  • 3000W NOT pure sine wave (cheaper and probably good enough for most loads): https://www.amazon.com/gp/product/B07FK3M6BB
  • 200A 12V relay: https://www.amazon.com/gp/product/B01MYPTVJD/ref=ppx_yo_dt_b_asin_title_o03_s00?ie=UTF8&psc=1
  • 100W 1.8Ohm: https://www.amazon.com/gp/product/B01N0XZN1F/ref=ppx_yo_dt_b_asin_title_o03_s00?ie=UTF8&psc=1
  • Optional 100A energy meter: https://www.amazon.com/gp/product/B013PKYILS/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1
  • What happens is:

  • battery gets connected or DC-DC system turns on
  • resistor limits current and starts charging the capacitor in the inverter, slowly bringing the voltage across its poles from 0V to 12V
  • voltage across the inverter starts rising until 10V or whatever
  • once it's enough, the relay is energized and bypasses the resistor
  • now 200A can go to the inverter and no spark/current inrush was created, and your DC-DC converter doesn't shutdown when it turns on
  • This shows the current meter shunt connected to the bypass relay (which is powered by the connectors on the inverter side). You then see the thick 100W resistor connected in parallel with the relay. This allows current to flow more slowly and ramp up the connection:



    I tested a 1300W microwave which worked without issues, so did my fridge and other devices. The pure sine wave inverter is very important for a microwave, but a cheaper inverter worked well enough for my fridge and basic loads.

    Since we're talking about currents of 100A or more, we need to talk about wire gauge. The inverter I got came with 10AWG cables of about 1m. These cables are insufficient for 100A (never mind 200A), but in real life will mostly work for short distances and as long as you don't use the full power continuously (which could technically heat up the cable enough to melt its insulation and cause a short eventually). In my tests with 100A, I lost 0.7V due to inadequate wiring:

  • 0.25V lost in each of the two 10AWG cables (good quality)
  • Extra wire from relay to inverter lost 0.06V
  • 200A relay only lost 0.06V
  • 100A shunt for power meter lost 0.1V (and gets warm)
  • Given that the car outputs 13.5 to 14V, this drop is not big enough to matter since the inverter works all the way down to 10V or so, but be mindful of potential heat. Here is the end result:



    Keeping the DC-DC system awake

    One thing that you still need, it to keep the car from going to sleep if you want the DC-DC converter to stay on. Thankfully a recent software update added camper mode. You can just go in the climate screen/fan icon, set the car in park, and set 'keep climate on' to 'Camp', turn off AC and set the temperature to something low in order to save batteries (i.e. not waste the batteries into climate control).
    If you know of a more battery efficient way to keep the DC-DC system on without having to run climate or even having the control screens on, let me know (contact Email link at the bottom of this page). Hell, if you build one and get it working, shoot me an Email too :)

    Backfeeding your house

    If you really know what you're doing, you could use this with a custom made male-male outlet, to backfeed one or both phases of your house (it won't power anything 240V of course). The advantage is that you don't have to run extension cords and power existing lights in your house. If you do this, you must carefully disconnect utility power so that you don't backfeed the grid, as well as potential solar panels that could decide to sync with your inverter and feed more power than you're using, causing other issues you don't want to deal with. Of course, you'll find that 1000-3000W may not be enough power unless you do careful load shedding
    I'm not going to give more details because there is definite potential for things going wrong in many ways, but if you absolutely know what you're doing, there you go...

    Discussion Threads

    https://teslamotorsclub.com/tmc/threads/how-many-amps-can-you-get-from-the-12v-system-for-emergency-situations.178079/page-3#post-4371607 https://teslamotorsclub.com/tmc/threads/aftermarket-sub-woofer-amplifier-installation-using-dc-dc-12v-power-source.149582/page-2#post-4337510 https://teslamotorsclub.com/tmc/threads/master-thread-powering-house-or-other-things-with-model-3-12v-battery.140567/page-4#post-4371639
    2019/10/18 Louwman Car Museum in The Hague
    π 2019-10-18 01:01 in Cars
    Little did I know that 1H away from Amsterdam, The Hague has a world class car Museum, actually one of the best collections I've seen. I spent a few hours in Den Hagg to see other things, but Louwman Car Museum was where I spent the most time.

    The story is that a successful Dutch businessman started collecting cars, and eventually realized that he needed a better place to house them, so he built this extensive multiple building, multiple story museum to house them all. The collection is heavily weighed towards older rare cars:


    very old steam powered car
    very old steam powered car

    face to face sitting car, using candles for lights
    face to face sitting car, using candles for lights



    another very strange design, makes you wonder why it didn't catch on :)
    another very strange design, makes you wonder why it didn't catch on :)


    the controls look 'interesting'
    the controls look 'interesting'

    unusual steering control
    unusual steering control


    boat car, which apparently was a poor boat and a poor car
    boat car, which apparently was a poor boat and a poor car

    not a boat car, but pretending to be one
    not a boat car, but pretending to be one


    another steam car
    another steam car

    the first hybrid gas/electric car, some 90 years before the prius!
    the first hybrid gas/electric car, some 90 years before the prius!



    looks like every crazy thing has been tried
    looks like every crazy thing has been tried










    6 wheel drive formula 1!
    6 wheel drive formula 1!




    whoa!
    whoa!














    And after 4H, the visit was over, just as the museum was closing. It was definitely a museum that was one of a kind.

    See more images for Louwman Car Museum in The Hague
    2019/09/08 Fairbanks Fountainhead Antique Auto Museum
    π 2019-09-08 01:01 in Ak2019, Cars
    While in Fairbanks, I noticed that they had a car museum, so out of habit, I figured we should go check it out, not expecting much. Well, the joke was on me, it was a fantastic museum with very rare cars, several more than 100 years old, and including many I had never seen before, including one even that had a magnetic transmission and was a hybrid electric, over 100 years ago!

    doesn't look like too much from the outside, until you walk in
    doesn't look like too much from the outside, until you walk in




    The 1917 Owen Magnetic ar was a masterpiece. It used a gasoline engine to make electricity which turned a magnet which in turn created induction power and turned the wheels without needing any direct link or transmission. Genius! There are only 12 left in the world:





    And may other cars I hadn't seen yet:








    early open wheel racing
    early open wheel racing



    Are you complaining about your drives to the ski resort:


    they got you covered
    they got you covered

    that's also cute
    that's also cute

    this beats chains big time :)
    this beats chains big time :)

    More cars:








    this car looks like it was designed to have a mean face, back in 1912
    this car looks like it was designed to have a mean face, back in 1912





    mirror on top of the spare tire, interesting :)
    mirror on top of the spare tire, interesting :)








    There are more cars, some still being restored, but hopefully those give you an overview. If you'd like to see them all, see https://photos.app.goo.gl/7Bwc4wrCAJQitJ9W8

    2019/07/18 Golden Gate Porsche Club Track Day at Laguna Seca
    π 2019-07-18 01:01 in Cars
    It had been a while since I last went to Laguna Seca. I signed up for what was originally a 4 day event, but once I got the schedule (just a few days before the event), I realized I'd get very little track time (1h30 or less) and cancelled the last 2 days.
    Thankfully with Robb and the organizer's help, I was able to sign up for 2 rungroups the first day, and a slower rungroup the 2nd day where I drove my 650S.

    I got the F458 down to 1:32, and my instructor got it down to 1:30 on non fresh tires. With fresh tires when it's cool, it seems that it could do 1:26 or so. Interestingly I did feel the change in car power depending on the outside temperature.

    The 650S had very used tires, one had a tire patch for a nail hole, so I didn't expect a whole lot, but I got it down to 1:40 on one lap. Interestingly, while it had less grip for sure, the extra amount of power is very noticeable. I think with proper tires, I could easily get a 1:37 or better. Maybe one day :)



    Many cars in the paddocks:








    I drove in my 650S to use in a slower rungroup:



    Many tires:



    The place was overrun with ground squirrels:




    A few nice pictures:



    2019/06/10 Skyline to the Sea Loop
    π 2019-06-10 01:01 in Cars
    It has been so long since our last drive, I really needed that. It was fun despite my being a bit tired.











    See more images for Skyline to the Sea Loop
    2019/05/07 BBR Private Track Day at Thunderhill
    π 2019-05-07 01:01 in Cars
    A mere 6 days after Droid and Friends at Thunderhill, I was back for more with BBR and a small group.

    The other folks had already chartered a flight from Moffett, and given that I was tired and the weather was marginal VFR, I happily joined them:




    We had a handful of cars, which meant mostly clear track and little passing for me, leaving me to focus on improving my skills. Despite the day not being very warm, the track felt sticky and I didn't get that fast (I think I got as low as 1:51 (with bypass) after installing fresh tires). Still, I got to work on my technique, so it wasn't all for naught :)




    On the flight back, the pilot did a quick pass by TH, which I hadn't done myself in a while:





    Here's a single session until I spun:

    2019/05/01 Droid and Friends, Thunderhill 5 miles
    π 2019-05-01 01:01 in Cars
    Another year, another set of trackdays, starting with Droid and Friends. I wasn't in the best condition that day sadly, so I tried but overall I was tired and distracted. That said, Chris, my guest for the day, didn't seem to mind, and had a good time anyway when we went for a ride:



    I only got down to a meager 3:16 with fresh tires, which was 3sec slower than my previous best time, but I guess that's all I was capable of that day, so I didn't try to push too hard and just enjoyed the day the best I could. Despite those challenges, it was still fun to be back to thunderhill and see my friends there.

    A few pictures:


    Chris was happy with the flight
    Chris was happy with the flight








    Oooops, someone misbehaved at some previous track day ;)
    Oooops, someone misbehaved at some previous track day ;)

    2019/03/27 First Non Stop Tesla Drive to Kirkwood
    π 2019-03-27 01:01 in Cars, Snow
    Back when I had an 90D, it claimed that it might barely make it to KW on a summer day at low speed, but it was just too short to get there in the winter, forcing me to stop at least 30mn in Manteca, creating a 45 to 60mn slowdown.
    Long story short, it did get me to Kirkwood, but it was a bit annoying to have to stop, especially the day the Manteca Supercharger was down and I was forced to drive to Folson and all the way around 50/89/88, causing an almost 2H detour.

    After getting my new Model 3 AWD LR, my first drive to KW I stayed conservative and stopped 10mn in Manteca to recharge 10%. After arriving, I arrived with 20% left while having driven quite hard. This gave me enough confidence that I'd be able to do it in one shot, even if that day the weather was not absolutely perfect.

    So, for my 2nd drive, I planned to drive in one shot, despite the less than ideal conditions (snow at the top). This was a bit risky because if the road closed at the top of 88, I'd be in trouble. My backup plan was first to beg caltrans to escort me through, and if that failed, to roll back to jackson's bus station to use their 240V/22A charger which although not that fast would give me enough charge in 30 to 60mn to make it to the folsom supercharger. Obviously, this would have sucked, but better than being totally stuck.

    Before you try to replicate this:

  • You need at least the M3 AWD LR (range 310mi). The RWD LR is actually rated for 330 miles, but if you have to put chains, it will more than kill the extra 20 mile range the car has.
  • I have the 18" aero wheels. The more fancy looking wheels will make you lose 20 to 30 miles of range, leaving you with a very small margin.
  • I didn't drive faster than 75mph
  • I had to have headlights on for half the drive
  • I didn't use heating, this uses a lot of energy
  • I only used the defogger for 15 seconds at a time about 10 times total
  • I used wipers as needed
  • note that I arrived with 11-13% less than than the car predicted, so you need margin
  • Don't even try this if snow is down to Ham's station or lower. Snow that far down (plus the temps) is likely going to eat your entire battery margin and there is a no turning back point.
  • Basically understand that it will not work in all conditions and that there isn't much margin for error, especially if Carson Spur closes in front of you when you've almost arrived.
  • The biggest thing is: the lower the snowline, the lower the temperatures, the less likely you are to make it. If you don't make it, you'll have to turn back to Jackson's charging station or make it all the way to the Folsom supercharger and drive around hwy 50/89/88, which is a 45mn detour at best.

    When I left, my car claimed I'd arrive with 20%, which I knew was likely optimistic:



    Strangely just 9 miles into my drive, it then said I'd arrive with 22%, but it soon adjusted to 17%:



    By the time I was climbing 88, my forecast was 16%. Probably because I was driving 70 to 75mph on the freeways:



    However, by the time I reached lower temperatures, and then hit the snow, this dropped like a stone. Good thing I gave myself a reserve:

    13%
    13%

    11%
    11%

    then it dropped and stayed at 9%
    then it dropped and stayed at 9%

    finally arrived safe and sound with 9%, happy to have made it in just 3h11 even with the snow at the top
    finally arrived safe and sound with 9%, happy to have made it in just 3h11 even with the snow at the top

    notice the big drop compared to the predicted range
    notice the big drop compared to the predicted range

    I could have saved maybe a few percents by driving even slower, but ultimately the lower temps and the rolling resistance from the snow definitely harmed the range by a lot in just the last 30mn of driving. Be prepared for that.

    Now, I was curious of whether I could get anywhere if I hadn't been able to recharge. Allegedly I could make it barely to stateline or folsom SCs but honestly with no margin and with snow resistance, I would likely not have made it to either of the 2:

    stateline with 6% used
    stateline with 6% used

    folsom with 7% used
    folsom with 7% used

    Now, Kirkwood nicely installed chargers last year, and keeps the spots empty of non electric cars (at least I'm told they do):


    their Tesla charger is good, 10kW/48A. I didn't even know my M3 AWD could charge at 48A
    their Tesla charger is good, 10kW/48A. I didn't even know my M3 AWD could charge at 48A

    otherwise, in an underground lot, charging from 110V is much slower :)
    otherwise, in an underground lot, charging from 110V is much slower :)

    Important notes:

  • The fact that I made it was definitely based on the conditions of the day. On a colder day with a lower snowline, my 9% could have turned into -3% or somesuch (i.e. not making it). Please plan accordingly.
  • The chargers at kirkwood are a very nice addition. You only pay the premium parking fee, but they are too close to one another, so it's unlikely that 6 teslas will fit. On a busy weekend, be ready for the fact that the chargers may be full and you might have to park by the lodge and steal a nearby 110V plug if you are desperate
  • In case of emergency, the Folsom and Stateline Superchargers are far in time (1H), but you should be able to get there witth just 10% as long as you are not in a snowstorm.
  • Do not park your car overnight unplugged into anything or be ready to lose a lot of battery if it's cold
  • Understand that you should however not plug into the few building plugs that you can find without getting permission. Those are typically paid for by the HOA at the rate of 66c/Kwh.
  • Fun facts:

  • It took me 91% to drive to KW, but the drive back was predicted to only be 35%
  • My car showed it drove 184 miles at 356Wh/mi average, or 65.5Kwh used for 91%.
  • As a consequence of the above, 100% usable battery capacity should be 72Kwh (and the pack 75Kwh if you add a 3Kwh buffer).
  • I had no idea my car could charge as fast as 48A from an AC charger, faster than my Model S I believe.
  • 2019/02/12 First Snowmobile Trip around Mt Tremblant, Canada
    π 2019-02-12 01:01 in Cars, Snow
    After arriving in Mt Tremblant, and snowboarding a few hours, I confirmed that anything not groomed was sheer ice, so I figured I might as well try some snowmobiling instead while waiting for the incoming ft+ storm.

    I had to drive 20mn to a nearby town and rent for a local store. They just gave me a 2mn briefing on what button does what, a crappy map showing me where to go (this included crossing multiple roads). Sadly, I ended up missing a turn that was not obvious at all and had to ride on the street only to figure out that a snowmobile cannot turn at all on asphalt, making things very hard.
    Eventually I got help and directions back towards the trail and had a great 70km 2h30 ride across cold canadian wilderness.
    I could have flipped the thing multiple times and hurt myself easily. I did top out at 100kph and caught air at least once, as well as scared myself a few times but managed not to understeer into a river or a half frozen lake :)

    This probably wouldn't last more than a few days if they allowed americans to rent those things with no guidance, or a proper map (I had to use my GPS more than once to find breadcrumbs back), or over drive off the trail into a tree, or a lake :)

    Either way, definitely had fun, and this probably beat any speed limited guided tour available anywhere else.






    yeah, the planes were unexpected
    yeah, the planes were unexpected



    I eventually reached a place that had dog sleigh rides, and turned back there
    I eventually reached a place that had dog sleigh rides, and turned back there


    Covered wooden bridge, very nice
    Covered wooden bridge, very nice







    2019/02/08 Porsche Ice Experience Driving Course at Circuit Mecaglisse
    π 2019-02-08 01:01 in Cars
    Circuit Mecaglisse is 1.5h north of Montréal, and I was lucky enough to be accepted in their level 2 course thanks to the training I got at Dirtfish learning the basics of rally driving. As expected, my almost 20 years of track driving was mostly worthless :)

    They had a professional photographer who obviously took better shots than I did :)




    The busy photographer (40 drivers) got a few shots of me, along with my talented co-driver Alain. Alain was a great guy as well as one of the best snow/ice drivers in the group, which definitely made me feel self-conscious. He showed me what I should have been doing :)

    Alain
    Alain



    for a short while I was also driving with Mark, the other star in our group
    for a short while I was also driving with Mark, the other star in our group

    Anyway, here are my pictures. The drive from Montréal was actually "interesting", a passing storm yielded some ice on the road and driving 20mph wasn't even safe anymore. Eventually it turned to snow, which was easier to drive on with the snow tires on the 2WD rental car I got:


    the nice hotel where we were hosted, but it was 45mn away from the track
    the nice hotel where we were hosted, but it was 45mn away from the track

    they fed us well :)
    they fed us well :)

    Every morning, we got a bus ride to the track, which is specifically designed to have a layer of ice in the winter:


    when I say ice, it really is ice
    when I say ice, it really is ice

    Kees Nerop, the head instructor we were lucky to end up with
    Kees Nerop, the head instructor we were lucky to end up with

    we drove both 4WD and 2WD 911s
    we drove both 4WD and 2WD 911s



    they had studded tires, but the studs were pretty short
    they had studded tires, but the studs were pretty short

    A few driving pictures:

    Alain, showing me how it's done :)
    Alain, showing me how it's done :)

    I didn't expect things to be easy, and they weren't. The biggest problem is if you go in a bit too deep, there is mostly nothing you can do to fix it. In this oversteer turn exercise, I turned a bit too late and while I did mostly the right things, I was just a bit too late and smacked the snow wall with the car:

    sigh. this was not a proud moment
    sigh. this was not a proud moment

    This is when I need to really recognize Porsche for offering this class at all and allowing students to make mistakes. Basically unless they deem that you were driving like an idiot, you aren't liable for damage. They apparently have a full supply of body panels and bumpers, are quite used to fixing/changing them.

    seeing the cars eating snow as people hit snow banks, was also pretty common. At least the intercooler was cool :)
    seeing the cars eating snow as people hit snow banks, was also pretty common. At least the intercooler was cool :)

    that one wasn't me, but another cracked bumper
    that one wasn't me, but another cracked bumper

    The driving was a both fun and very hard. It definitely kicked my butt. Honestly, I sucked when I showed up. I couldn't even properly drift in a circle. By day 3, I was far from being an expert, but my proudest accomplishment was managing a 4mn power drift when I wasn't even able to manage a single turn without spinning when I started:

    Now, this is nothing compared to the better students who could not only drift but even fit between cones, which I can't quite do yet:

    By day 3, we were driving around most of the track. It was still hard as hell as there was very little recovery possible if you went too fast, but if you went too slow, it was hard to not possible to induce necessary oversteers for most turns, so the balance was quite hard to keep.
    The last day, we finished with 2WD cars on a super icy track with killer downhill off camber turns. I managed to get one right a couple of times, like at the 1:45 offset and then smacked into the snow wall by getting my timing wrong the 2nd time (offset 3:10). What's terrible is that we knew what was going to happen before it did, but by then there is no recovery possible with a 2WD car (a 4WD has a small chance of pulling out with power):

    The day ended with us getting a hotlap from one of our coaches to show us what we could have done if we didn't suck :) I lucked out and got a lap with our chief instructor (forgive the non optimal camera placement):

    And just like that, it was over. We had a farewall dinner with prices for the best drivers in each group (i.e. not me :) ):


    Thanks to all the instructors, to Porsche for letting us drive their cars and make mistakes, and the great codrivers in our group (blue group is #1 !) :)


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