05/09: First SCCA Race
Six months after we acquired the RX-7 race car and started our race team, I was finally on track for our first race this Labor Day weekend. I was eager to race and also a bit frustrated that things hadn't moved faster on this front. My last track day hadn't ended so well. I had an instructor who was not comfortable with me running more then what I would consider a leisurely pace, which in itself was not a huge issue, especially since he seemed like a cool guy and signed me off to run solo after two sessions. After running solo for one session, I was pulled into tech right before I was scheduled to go out where they found an issue with one of the passenger seat mounts. I was sincerely sorry for putting anyone in danger with the passenger seat, but I did not know it was an issue at all, as I did not install the seat myself, and the instructor failed to point out any issue to me in the 15 second inspection on the grid before we went out for the first session. I was a bit surprised I was told somewhat threateningly that I was not able to run anymore even though I was already signed off to run solo, and not other issues were pointed out to me besides the passenger seat. The attitude gave me the impression that maybe these track days were not really where I needed to be at this point.
I decided to start racing, as I'd finally gotten all my paperwork through for my SCCA license, but I ended up having to skip the race I wanted to run due to being busy with work and some personal things. All this, combined with spending more then I expected to get the car ready (this shouldn't surprise anyone), and being a bit overwhelmed with all the off track logistics of owning and running my own equipment had left me wondering if this was really the right thing for me. I just want to race!
So anyway, finally the day had come. I admit, I was still pretty stressed about the off track logistics and mechanics and I was going in with relatively low expectations and hoping to just learn as much off the track as I did on the track, where I at least knew pretty much what to expect. Fortunately I had my other team principles, Keith and Cris crewing for me for the weekend and I'm sure I couldn't had done anything without them. Still, things did not start that smoothly. We got to the track around noon on Friday to run the 3 afternoon practice sessions. We had an hour before I was scheduled on track, and we had to get the car from the garage/storage area, register, prep the car and unload and setup our stuff. It was tight, but we got to the grid at our scheduled start time. Strangely, I saw a bunch of Miatas and RX7s pulling off the track as I was held. I was confused but apparently they moved the schedule up and I was now stuck running in a different run group. I didn't really know who I was running with until T1 Corvettes and an ITR BMW M3 started blowing past me at 150MPH down the straight. It was like NASA HPDE but these guys can pull you in the corners as well! It was manageable but I really had to be alert and drive with my mirrors when guys will pass in the middle of corners and make some "late moves" even in practice!
The next practice I got into the right group but that meant we had only one group in between (there were only 3 practice groups). So I had what felt like just minutes of down time before I had to get in and do it again. The session went better though. By the third session, we had figured out our tire pressure issue (we failed to set the pressures properly and I came off the track the first session at 50-55psi!), and I was able to keep up with a slower pack of miatae, who were even banging fenders, Days of Thunder style! In practice! So the whole day was an interesting introduction to SCCA racing. Fortunately I car was feeling pretty good and I had gotten comfortable with my driving again, and although my lap times were still slow, they were 5 seconds or so faster then the limited times I was able to log from the track days!
After the practice was over, we walked around the paddock and caught up with a few people, then went to tech, which I thought would be a concern but ended up relatively pain free. We were good because our battery had a metal bar holding it down, the brake lights worked and the windshield had no cracks. The inspector did complain about the lack of an SCCA patch on my suit, so I had to duct tape that sucker on.
The next morning we got to the track and registered, but somehow something was lacking in the process and I failed to receive a "paddock pass". We had to park both cars outside the paddock and carry some stuff over. I had to get my tech sticker, and wanted to weigh the car, but apparently the scales were closed, although I was actually standing ON the scale and it was on. When I asked when they would open, they said basically, we don't know it's random! They also mentioned at least this weekend only the impounded cars would get weighed, and typically only the top 3 in each class get impounded, so basically, following the rules may be optional if you aren't running in the top 3! There were 9 run groups on race day, and we were 7th, so there was plenty of down time unlike during practice and most of the morning we just hang out and I kept walking back and forth to check if the scales were open!
I had gone over the data I had gotten from my My Tach GPS watch from the last practice session and knew even my best lap was not clean, so my pace was a bit faster and there was still a lot to be gained. For me, going over the data helps to give me confidence on where I can pick up time. During qualifying things felt a bit more slippary (perhaps because it was cooler), but I qualified at 1:35.7 which was good for 10th of 14 SRX7s. I was pretty happy with this. Between qualifying and the race, I was finally able to run the car over the scales, and found I was still 20 lbs underweight, even after adding 70lbs ballast last weekend, so we drove out to the gas station to pick up some liquid ballast. With a decent amount of time before our race, we went out to turn 5 to watch a few of the other groups. Formula Atlantics are ridiculously fast, Spec Miata racing is very close and great for spectating, and although the racing is for the most part very competitive, some guys at the back of the pack don't know WTF they are doing.
Race time neared and I think we finally figured out how to not get to the grid either late or 30 minutes early. My nerves were building up on the grid. In terms of rolling start technique, a friend had advised me to "jump it." Being my first race, I decided to keep that trick in my reserves. I found that this may be no secret though, and out of turn one I found myself DFL. Racing is so different from a track day or practice though, and I found myself pushing and focusing to stay with the pack. I was able to do so but was being careful and trying not slam into the back of somebody, which meant it was difficult to get close enough to pass. Eventually I attempted to pass one car, but he pulled an over-under and got back around. I was able to make another pass somewhere in the middle of the race and that felt good to not be in last anymore, even though I was not particularly concerned with results this weekend. By the middle of the race, with all the faster cars lapping by, I lost track of where the next guy for position was, so I was just clicking off laps and which meant half concentration on pushing my driving, and half on trying not to get run over. In terms of my driving, I could feel I was going faster and faster with each session this weekend, and approaching the limits in some places, although in others I still had a decent amount of work to do. I managed to not get run over, although things got tight a few times when guys caught me in bad places, but I think this is a bit inevitable when racing for position are lapping others. In the end I finished 11th, and although I would have liked to improve on my starting position, my best lap was 1:34.2, which was 9th fastest and pretty far under my goal of 1:35.x.
Although I had concerns coming in, it was a very successful weekend. After having some time to absorb it, there's really something about racing wheel to wheel that I don't get from practice or a track day. Racing gives me the motivation to focus and really push myself harder unlike anything else. I hope next year I will be able to run a full season, unlike the past two years, when I've only been able to run one race sparingly here and there, which forces me to re-learn and re-adapt every time. With a full season, I'll be able to focus on getting the results I know I can get.
I decided to start racing, as I'd finally gotten all my paperwork through for my SCCA license, but I ended up having to skip the race I wanted to run due to being busy with work and some personal things. All this, combined with spending more then I expected to get the car ready (this shouldn't surprise anyone), and being a bit overwhelmed with all the off track logistics of owning and running my own equipment had left me wondering if this was really the right thing for me. I just want to race!
So anyway, finally the day had come. I admit, I was still pretty stressed about the off track logistics and mechanics and I was going in with relatively low expectations and hoping to just learn as much off the track as I did on the track, where I at least knew pretty much what to expect. Fortunately I had my other team principles, Keith and Cris crewing for me for the weekend and I'm sure I couldn't had done anything without them. Still, things did not start that smoothly. We got to the track around noon on Friday to run the 3 afternoon practice sessions. We had an hour before I was scheduled on track, and we had to get the car from the garage/storage area, register, prep the car and unload and setup our stuff. It was tight, but we got to the grid at our scheduled start time. Strangely, I saw a bunch of Miatas and RX7s pulling off the track as I was held. I was confused but apparently they moved the schedule up and I was now stuck running in a different run group. I didn't really know who I was running with until T1 Corvettes and an ITR BMW M3 started blowing past me at 150MPH down the straight. It was like NASA HPDE but these guys can pull you in the corners as well! It was manageable but I really had to be alert and drive with my mirrors when guys will pass in the middle of corners and make some "late moves" even in practice!
The next practice I got into the right group but that meant we had only one group in between (there were only 3 practice groups). So I had what felt like just minutes of down time before I had to get in and do it again. The session went better though. By the third session, we had figured out our tire pressure issue (we failed to set the pressures properly and I came off the track the first session at 50-55psi!), and I was able to keep up with a slower pack of miatae, who were even banging fenders, Days of Thunder style! In practice! So the whole day was an interesting introduction to SCCA racing. Fortunately I car was feeling pretty good and I had gotten comfortable with my driving again, and although my lap times were still slow, they were 5 seconds or so faster then the limited times I was able to log from the track days!
After the practice was over, we walked around the paddock and caught up with a few people, then went to tech, which I thought would be a concern but ended up relatively pain free. We were good because our battery had a metal bar holding it down, the brake lights worked and the windshield had no cracks. The inspector did complain about the lack of an SCCA patch on my suit, so I had to duct tape that sucker on.
The next morning we got to the track and registered, but somehow something was lacking in the process and I failed to receive a "paddock pass". We had to park both cars outside the paddock and carry some stuff over. I had to get my tech sticker, and wanted to weigh the car, but apparently the scales were closed, although I was actually standing ON the scale and it was on. When I asked when they would open, they said basically, we don't know it's random! They also mentioned at least this weekend only the impounded cars would get weighed, and typically only the top 3 in each class get impounded, so basically, following the rules may be optional if you aren't running in the top 3! There were 9 run groups on race day, and we were 7th, so there was plenty of down time unlike during practice and most of the morning we just hang out and I kept walking back and forth to check if the scales were open!
I had gone over the data I had gotten from my My Tach GPS watch from the last practice session and knew even my best lap was not clean, so my pace was a bit faster and there was still a lot to be gained. For me, going over the data helps to give me confidence on where I can pick up time. During qualifying things felt a bit more slippary (perhaps because it was cooler), but I qualified at 1:35.7 which was good for 10th of 14 SRX7s. I was pretty happy with this. Between qualifying and the race, I was finally able to run the car over the scales, and found I was still 20 lbs underweight, even after adding 70lbs ballast last weekend, so we drove out to the gas station to pick up some liquid ballast. With a decent amount of time before our race, we went out to turn 5 to watch a few of the other groups. Formula Atlantics are ridiculously fast, Spec Miata racing is very close and great for spectating, and although the racing is for the most part very competitive, some guys at the back of the pack don't know WTF they are doing.
Race time neared and I think we finally figured out how to not get to the grid either late or 30 minutes early. My nerves were building up on the grid. In terms of rolling start technique, a friend had advised me to "jump it." Being my first race, I decided to keep that trick in my reserves. I found that this may be no secret though, and out of turn one I found myself DFL. Racing is so different from a track day or practice though, and I found myself pushing and focusing to stay with the pack. I was able to do so but was being careful and trying not slam into the back of somebody, which meant it was difficult to get close enough to pass. Eventually I attempted to pass one car, but he pulled an over-under and got back around. I was able to make another pass somewhere in the middle of the race and that felt good to not be in last anymore, even though I was not particularly concerned with results this weekend. By the middle of the race, with all the faster cars lapping by, I lost track of where the next guy for position was, so I was just clicking off laps and which meant half concentration on pushing my driving, and half on trying not to get run over. In terms of my driving, I could feel I was going faster and faster with each session this weekend, and approaching the limits in some places, although in others I still had a decent amount of work to do. I managed to not get run over, although things got tight a few times when guys caught me in bad places, but I think this is a bit inevitable when racing for position are lapping others. In the end I finished 11th, and although I would have liked to improve on my starting position, my best lap was 1:34.2, which was 9th fastest and pretty far under my goal of 1:35.x.
Although I had concerns coming in, it was a very successful weekend. After having some time to absorb it, there's really something about racing wheel to wheel that I don't get from practice or a track day. Racing gives me the motivation to focus and really push myself harder unlike anything else. I hope next year I will be able to run a full season, unlike the past two years, when I've only been able to run one race sparingly here and there, which forces me to re-learn and re-adapt every time. With a full season, I'll be able to focus on getting the results I know I can get.
A few months ago I bought the My Tach GPS Sport Trainer watch from AIM for use as a primitive data acquisition system for karts, track days and SCCA racing. I'll say it is nice tool to have and well worth the money for me.
There are four main measures that the My Tach logs that are helpful for racing applications - position, speed, longitudinal acceleration and latitudinal acceleration. It also logs slope (I think that's degree of elevation change) which might be marginally helpful and heading is of no use from what I can tell.
I've used the My Tach several times at outdoor kart tracks in arrive and drive karts and also for a trackday event. Be sure to check whether you are allowed to use a GPS timer or data logger with the organizers of the trackday, although from my experience, it is not always clear what is allowed. It's also the perfect tool to have if rules dictate you cannot have a data acquisition system plugged into the cars electronics (such as SCCA showroom stock).
The tricky part to using the My Tach is setting the starting "point" to get laptimes. Basically, you just press a button on the watch to set the point wherever you are. On the kart track, I was able to run out onto the track to set this. If you aren't able to do this, you'll have to set it on a warm up or cool down lap. Also note it is a starting "point," so if you are too far off from that point, such as if you are passing someone, you may miss the point and that laptime won't count. I set the starting point in a corner and haven't had a problem like that yet. Otherwise, you just press the start button before you go out and the stop button when you are done. I don't bother to look at the little screen for laptimes while I am driving, and wouldn't advice you to do this; I use it strictly as a logger and download and analyze the data afterwords.
Analyzing the data isn't quite as simple though. The watch attaches to a dock which is connected to a computer through a standard USB, but the raw data is downloaded in a proprietary format (although there is an option to save it in CSV format within the AIM software) and must be downloaded into the Aim Sports Agenda software or the Aim Race Studio Software. If your already familiar with the AIM software that's great, but if you're not, it's not the most user friendly, although I can manage with it. The Sports Agenda is a simplified version of the Race Studio software designed more for other sports such as running or cycling, but the interface 95% the same. If you've never looked at any data acquisition before, it may take some time to draw any meaningful conclusions form the data (I'm definitely still learning), but I do definitely think it can help. That said, I wouldn't expect to pick up huge chunks of time, especially just a few measures (no throttle position or braking force, etc.) Some of the things the software allows you to do are plot speed and acceleration vs time, view GPS position data, overlay laps on top of each other, and plot the time gap between two laps over time. Below is a screenshot of the Race Studio software with an overlay of two laps run in rental karts at the Summit Point Kart track.
The My Tach samples at 10 hz, which is fast enough to produce reasonable data with the 110-115MPH top speeds I was seeing in the Spec Rx-7 on Summit Point main. The GPS position is precise enough to see variations in cornering line between different laps on a kart track. One neat feature is the GPS data can be exported into kml data to overlay onto google earth images. Below is an example of this which shows the precision of the GPS.
The My Tach attaches to your wrist like a watch although it is pretty bulky, bigger then most gps sports watches designed for running I've seen but it works. The casing is plastic and not too heavy and the buttons and interface are easy enough to use.
I've also used it a few times for running and it's a cool tool to have for that too, although I haven't used comperable units designed specifically for running to compare.
Feel free to ask me any questions I didn't cover.
There are four main measures that the My Tach logs that are helpful for racing applications - position, speed, longitudinal acceleration and latitudinal acceleration. It also logs slope (I think that's degree of elevation change) which might be marginally helpful and heading is of no use from what I can tell.
I've used the My Tach several times at outdoor kart tracks in arrive and drive karts and also for a trackday event. Be sure to check whether you are allowed to use a GPS timer or data logger with the organizers of the trackday, although from my experience, it is not always clear what is allowed. It's also the perfect tool to have if rules dictate you cannot have a data acquisition system plugged into the cars electronics (such as SCCA showroom stock).
The tricky part to using the My Tach is setting the starting "point" to get laptimes. Basically, you just press a button on the watch to set the point wherever you are. On the kart track, I was able to run out onto the track to set this. If you aren't able to do this, you'll have to set it on a warm up or cool down lap. Also note it is a starting "point," so if you are too far off from that point, such as if you are passing someone, you may miss the point and that laptime won't count. I set the starting point in a corner and haven't had a problem like that yet. Otherwise, you just press the start button before you go out and the stop button when you are done. I don't bother to look at the little screen for laptimes while I am driving, and wouldn't advice you to do this; I use it strictly as a logger and download and analyze the data afterwords.
Analyzing the data isn't quite as simple though. The watch attaches to a dock which is connected to a computer through a standard USB, but the raw data is downloaded in a proprietary format (although there is an option to save it in CSV format within the AIM software) and must be downloaded into the Aim Sports Agenda software or the Aim Race Studio Software. If your already familiar with the AIM software that's great, but if you're not, it's not the most user friendly, although I can manage with it. The Sports Agenda is a simplified version of the Race Studio software designed more for other sports such as running or cycling, but the interface 95% the same. If you've never looked at any data acquisition before, it may take some time to draw any meaningful conclusions form the data (I'm definitely still learning), but I do definitely think it can help. That said, I wouldn't expect to pick up huge chunks of time, especially just a few measures (no throttle position or braking force, etc.) Some of the things the software allows you to do are plot speed and acceleration vs time, view GPS position data, overlay laps on top of each other, and plot the time gap between two laps over time. Below is a screenshot of the Race Studio software with an overlay of two laps run in rental karts at the Summit Point Kart track.
The My Tach samples at 10 hz, which is fast enough to produce reasonable data with the 110-115MPH top speeds I was seeing in the Spec Rx-7 on Summit Point main. The GPS position is precise enough to see variations in cornering line between different laps on a kart track. One neat feature is the GPS data can be exported into kml data to overlay onto google earth images. Below is an example of this which shows the precision of the GPS.
The My Tach attaches to your wrist like a watch although it is pretty bulky, bigger then most gps sports watches designed for running I've seen but it works. The casing is plastic and not too heavy and the buttons and interface are easy enough to use.
I've also used it a few times for running and it's a cool tool to have for that too, although I haven't used comperable units designed specifically for running to compare.
Feel free to ask me any questions I didn't cover.
I ran the RX7 in NASA HPDE again last weekend. A friend let me borrow his camera for one session. Unfortunately the video doesn't capture the track or anything outside the car well, but it does show driver inputs - shifting, steering, footwork and vision - well. Perhaps you can learn something from watching or give me some tips on what I'm doing right or wrong.
So You Want to Be an F1 Star?
Here's a interesting article that provides some insight and details on the 1st red bull drivers search in 2003. 15 drivers were "scouted" and 13 participated (AJ Allmendinger and Ryan Hunter Reay didn't participate choosing deals in Toyota Atlantics and CART instead).
Most know Scott Speed eventually made it to F1. But what have all 15 drivers accomplished since then? Here's some stats:
As of 2010, at least 7 are currently racing in a major professional series - Speed and Allmendinger in NASCAR, Hunter Reay in IndyCar, Bryan Sellers, Patrick Long, Joey Hand and Paul Edwards in sports cars.
At least 5 went on to do some racing in junior European formulas after the driver's search, either as a finalist or on their own - Speed (F3, Formula Renault, GP2), Joel Nelson (Euro F3000), Grant Maiman (Formula Renault), Edwards (World Series by Nissan), Phil Giebler (International F3000).
At least 6 went on to do some racing in American junior formulas after the driver's search - Allmendinger (Atlantics), Giebler (Atlantics, Indy Lights), Rocky Moran Jr. (Atlantics), Hand (FBMW, Atlantics), Bobby Wilson (F2000, Indy Lights), Scott Poirier (Barber Dodge Pro)
At least 4 went on to do some racing in stock cars - Speed (ARCA, Trucks, Cup), Allmendinger (Cup), Boston Reid (Busch, Trucks), Moran Jr. (Busch North, Grand National East)
At least one is an instructor at Skip Barber - Maiman
Finally at least 7 appear to be currently out of racing - Giebler, Reid, Nelson, Moran Jr., Wilson, Poirier, and Michael Abbate.
Here's a interesting article that provides some insight and details on the 1st red bull drivers search in 2003. 15 drivers were "scouted" and 13 participated (AJ Allmendinger and Ryan Hunter Reay didn't participate choosing deals in Toyota Atlantics and CART instead).
Most know Scott Speed eventually made it to F1. But what have all 15 drivers accomplished since then? Here's some stats:
As of 2010, at least 7 are currently racing in a major professional series - Speed and Allmendinger in NASCAR, Hunter Reay in IndyCar, Bryan Sellers, Patrick Long, Joey Hand and Paul Edwards in sports cars.
At least 5 went on to do some racing in junior European formulas after the driver's search, either as a finalist or on their own - Speed (F3, Formula Renault, GP2), Joel Nelson (Euro F3000), Grant Maiman (Formula Renault), Edwards (World Series by Nissan), Phil Giebler (International F3000).
At least 6 went on to do some racing in American junior formulas after the driver's search - Allmendinger (Atlantics), Giebler (Atlantics, Indy Lights), Rocky Moran Jr. (Atlantics), Hand (FBMW, Atlantics), Bobby Wilson (F2000, Indy Lights), Scott Poirier (Barber Dodge Pro)
At least 4 went on to do some racing in stock cars - Speed (ARCA, Trucks, Cup), Allmendinger (Cup), Boston Reid (Busch, Trucks), Moran Jr. (Busch North, Grand National East)
At least one is an instructor at Skip Barber - Maiman
Finally at least 7 appear to be currently out of racing - Giebler, Reid, Nelson, Moran Jr., Wilson, Poirier, and Michael Abbate.
03/05: Skip Barber Weekend wrapup
Race 2 on Sunday went ok. The biggest drama was the initial start. As we creeped onto the main straight, the green did not come out, but I don't think anyone at the back realized it. Since I couldn't see the flagstand from the outside of the fourth row, I went when the guys in front of me went. As we approached the start finish line, the front guys started checking up and I barely avoided hitting someone but went off track in the process. On the second start attempt, I played it conservative and got passed by a bunch of guys on the start. By the time I worked back past a few of them, the guys that were around my qualifying pace were way ahead. I tried to close the gap but instead they found more speed and slowly pulled away. I finished 10th.
I was a little disappointed to not lower my lap times during the races although I did feel like I was improving. Watching the video confirmed that I was indeed carrying more speed through a lot of the corners, but I had also toned it down a bit and took fewer risks in order to finish the races. I didn't want to throw away a decent result for my first weekend nor could I afford a big crash. So although the pace was about the same in practice and qualifying I was doing it crashing, spinning or going four off in every session, whereas in the races I was able to run the pace consistently.
Although I'd hoped to be a bit faster, my pace is not too far off where I want to be. Obviously I didn't expect to be competing for the win in my first race, but I have no reason to believe I can't make it there eventually, and possibly make it there pretty soon. Although five seconds or so off the pace may sound terrible I have no problem admitting it. These are very challenging cars to drive on a very challenging track against some of the best drivers in the country, most with significantly more experience then me.
I'm itching to get back in the car, although that probably won't be for a while with my budget.
I'll post a few video highlights of the races soon.
I was a little disappointed to not lower my lap times during the races although I did feel like I was improving. Watching the video confirmed that I was indeed carrying more speed through a lot of the corners, but I had also toned it down a bit and took fewer risks in order to finish the races. I didn't want to throw away a decent result for my first weekend nor could I afford a big crash. So although the pace was about the same in practice and qualifying I was doing it crashing, spinning or going four off in every session, whereas in the races I was able to run the pace consistently.
Although I'd hoped to be a bit faster, my pace is not too far off where I want to be. Obviously I didn't expect to be competing for the win in my first race, but I have no reason to believe I can't make it there eventually, and possibly make it there pretty soon. Although five seconds or so off the pace may sound terrible I have no problem admitting it. These are very challenging cars to drive on a very challenging track against some of the best drivers in the country, most with significantly more experience then me.
I'm itching to get back in the car, although that probably won't be for a while with my budget.
I'll post a few video highlights of the races soon.
I tried hard today to put my “incident” from yesterday morning behind me, and have to say I partially succeeded. After today, yesterday feels like last month.
I was reminded that spins or four offs in qualifying would result in starting at the rear of the field, so of course I went out and promptly spun the car in the “roller coaster” after only a few laps. I decided to find a gear and drive out of it before even coming to a complete stop and act like nothing happened. Apparently someone noticed so I would start the first race DFL, 15th. I was pretty happy about setting a lap “only” 4.6 seconds adrift of the pole time, which would have put me 9th on the grid.
I was extremely nervous at the start, I had never raced against this many cars before, in this level of competition or on a track this challenging. In two and a half days, I'd only made it one session without spinning, going off, or hitting something, so how was I supposed to finish a 30 minute race without any mistakes?? I was actually kinda happy about starting last because it was less pressure then being in the middle of the pack. For the start and the first few laps, I played it conservative while I worked past 4 cars that were a bit off my pace. Next up were a few guys that were around my pace (and that I'd somehow managed to out qualify on paper) but they were now half a straight ahead of me. Fortunately(for me) on lap 3 or so someone stuffed it hard and the full course yellow allowed me to close up.
One lap after the restart, I was able to pick up a monster draft and make a pass for 8th place on the back straight. Once ahead I was not able to pull away. The following driver was faster then me in a lot of places, although he did not seem to be able to get a good draft on me. With only a few laps to go, he got a good run and took me back on the back straight. I put my head down and tried to keep up. Although he was gaining on me in a lot of sections I was closing quickly up the esses and on the long straights were I was able to stay in his draft. On the last lap down the back straight I got a good draft and he rode the middle of the track. I decided to go to the right but his line “wobbled” a bit, and it got kinda tight; I decided to play it safe and back off. I knew my final chance to get by would be the race to the line out of “hogs pin,” the final turn and perhaps the most challenging of the whole track. Somehow, when it mattered I managed to carry more speed then I ever had through and out of hogs pin and was right on his gearbox. I sucked up and popped to the outside and we drag raced to the line, crossing side by side. The time sheets showed he beat me for 8th place by 7 thousandths! It must have been inches on the track.
Although I didn't beat him to the line, what an exciting ending to my first race in these cars! My pace is also not far off where I want to be. Hopefully I keep if off the walls again for the last race tomorrow!
I was reminded that spins or four offs in qualifying would result in starting at the rear of the field, so of course I went out and promptly spun the car in the “roller coaster” after only a few laps. I decided to find a gear and drive out of it before even coming to a complete stop and act like nothing happened. Apparently someone noticed so I would start the first race DFL, 15th. I was pretty happy about setting a lap “only” 4.6 seconds adrift of the pole time, which would have put me 9th on the grid.
I was extremely nervous at the start, I had never raced against this many cars before, in this level of competition or on a track this challenging. In two and a half days, I'd only made it one session without spinning, going off, or hitting something, so how was I supposed to finish a 30 minute race without any mistakes?? I was actually kinda happy about starting last because it was less pressure then being in the middle of the pack. For the start and the first few laps, I played it conservative while I worked past 4 cars that were a bit off my pace. Next up were a few guys that were around my pace (and that I'd somehow managed to out qualify on paper) but they were now half a straight ahead of me. Fortunately(for me) on lap 3 or so someone stuffed it hard and the full course yellow allowed me to close up.
One lap after the restart, I was able to pick up a monster draft and make a pass for 8th place on the back straight. Once ahead I was not able to pull away. The following driver was faster then me in a lot of places, although he did not seem to be able to get a good draft on me. With only a few laps to go, he got a good run and took me back on the back straight. I put my head down and tried to keep up. Although he was gaining on me in a lot of sections I was closing quickly up the esses and on the long straights were I was able to stay in his draft. On the last lap down the back straight I got a good draft and he rode the middle of the track. I decided to go to the right but his line “wobbled” a bit, and it got kinda tight; I decided to play it safe and back off. I knew my final chance to get by would be the race to the line out of “hogs pin,” the final turn and perhaps the most challenging of the whole track. Somehow, when it mattered I managed to carry more speed then I ever had through and out of hogs pin and was right on his gearbox. I sucked up and popped to the outside and we drag raced to the line, crossing side by side. The time sheets showed he beat me for 8th place by 7 thousandths! It must have been inches on the track.
Although I didn't beat him to the line, what an exciting ending to my first race in these cars! My pace is also not far off where I want to be. Hopefully I keep if off the walls again for the last race tomorrow!
So a few months ago an opportunity came up and I'm now a co-owner of a race car. A year ago I wouldn't have thought I'd be down this path but I believe it would be stupid to not take the best opportunities you have and for me I believe this is my best chance at starting/continuing racing and ultimately moving up.
The car is a 1984 Mazda RX-7, built to and previously raced in a regional SCCA class called Spec RX7. With a low start up cost (buying the car) and maintenance cost, it is one of the best values in road racing. Our team consists of me and two friends and for the first year I will be the primary driver. The future plans for the team are still undecided but there are certainly a lot of possibilities and opportunities with the team.
I just drove the car for the first time this past weekend at a NASA event as Summit Point Raceway in HPDE. Driving/Racing your own car in an event like this is way more involved then a fully arrive and drive program like Bertil Roos or Skip Barber. Unless your paying for full trackside support, you'll need at least some basic tools and basic knowledge to get the car ready. Then you have to worry about braking the car, if something is wrong with the car or is it just the driver, etc. etc. There also a lot of little things like making sure you know when your supposed to be on the track when there are over a hundred cars and a dozen groups instead of a few dozen guys and one or two groups.
For my first session, I had never driven the car, never driven the track, never driven any production car on a track before, never driven with more then a dozen or so cars on the track at once, and never driven with different types of cars on the track at the same time. Needless to say the first and second sessions were a little sloppy. But by the third session, I started picking up speed and confidence. The car handles phenomenally and is a blast to drive, although there are still some issues to sort out before racing it.
People say a racing budget is always double what you think, or something along those lines, and I've found this to be true, and I've only run one event! And I knew about this rule before I made the budget as well!
The plan now is the run at least one or two more track days to get familiar and sort out the car, and get a provisional SCCA competition license.
Much more about my experience with NASA(National Auto Sport Association), track days vs. pro driving schools, racing budgets, and choosing a class to race in to come.
The car is a 1984 Mazda RX-7, built to and previously raced in a regional SCCA class called Spec RX7. With a low start up cost (buying the car) and maintenance cost, it is one of the best values in road racing. Our team consists of me and two friends and for the first year I will be the primary driver. The future plans for the team are still undecided but there are certainly a lot of possibilities and opportunities with the team.
I just drove the car for the first time this past weekend at a NASA event as Summit Point Raceway in HPDE. Driving/Racing your own car in an event like this is way more involved then a fully arrive and drive program like Bertil Roos or Skip Barber. Unless your paying for full trackside support, you'll need at least some basic tools and basic knowledge to get the car ready. Then you have to worry about braking the car, if something is wrong with the car or is it just the driver, etc. etc. There also a lot of little things like making sure you know when your supposed to be on the track when there are over a hundred cars and a dozen groups instead of a few dozen guys and one or two groups.
For my first session, I had never driven the car, never driven the track, never driven any production car on a track before, never driven with more then a dozen or so cars on the track at once, and never driven with different types of cars on the track at the same time. Needless to say the first and second sessions were a little sloppy. But by the third session, I started picking up speed and confidence. The car handles phenomenally and is a blast to drive, although there are still some issues to sort out before racing it.
People say a racing budget is always double what you think, or something along those lines, and I've found this to be true, and I've only run one event! And I knew about this rule before I made the budget as well!
The plan now is the run at least one or two more track days to get familiar and sort out the car, and get a provisional SCCA competition license.
Much more about my experience with NASA(National Auto Sport Association), track days vs. pro driving schools, racing budgets, and choosing a class to race in to come.
24/03: cool video
I don't usually click the google ads that are all over the internet but I finally clicked this one from Honda and thought it was well worth it:
Failure: The Secret to Success
Failure: The Secret to Success
Delta Wing Racing Cars, a group reportedly funded by a several IRL team owners, recently released images of a 2012 IndyCar concept:
I don't know what you think, but I agree with most fans on Trackforum, a big Indycar fan community , who are against the design almost 3 to 1.
There's no doubt the IndyCar Series is struggling. But one of the few things that IndyCar has going for it is the identity of the cars. When I talk to people that aren't into racing, they don't know a thing about the current IndyCar Series, but they know what a Indycar looks like. They associate a modern, low profile, four wheeled, open cockpit car with exposed wheels and wings with an Indycar. Tossing that identity out the window seems risky at best.
Perhaps IndyCar is trying to start with a clean slate and appeal to a new generation of younger fans. But I don't think this car will be particularly effective in that regard, and an unscientific poll at trackforum agrees. Kids may like Batman and rocket ships, but that does not mean they'll follow a series that races cars that look like that. This thing does not even look cool and futuristic; it looks like something out of a bad 70's movie!
I'm not against innovation in racing, in fact I'm all for it, particularly in a series like Indycar which has always brought about innovation. But this change is not like rear engines, or wings or ground effect tunnels. This is a dramatic change to a new SPEC car that bares pretty much no resemblance to the past 100 years of Indycar racing. And while the designers claim greater efficiency, safety and cost reduction with the delta wing car, I fail to see how these improvements require a car to look like the delta wing car does.
Here's some concepts from Dallara and Swift for the 2012 Indycar that make similar claims:
I beleive people are more likely to follow sports they can relate to. What if IndyCar allowed and promoted gas vs. electric powerpants? I think that's something people can relate to and something that can generate interest within the mainstream media. Delta wings? Not so much.
I don't know what you think, but I agree with most fans on Trackforum, a big Indycar fan community , who are against the design almost 3 to 1.
There's no doubt the IndyCar Series is struggling. But one of the few things that IndyCar has going for it is the identity of the cars. When I talk to people that aren't into racing, they don't know a thing about the current IndyCar Series, but they know what a Indycar looks like. They associate a modern, low profile, four wheeled, open cockpit car with exposed wheels and wings with an Indycar. Tossing that identity out the window seems risky at best.
Perhaps IndyCar is trying to start with a clean slate and appeal to a new generation of younger fans. But I don't think this car will be particularly effective in that regard, and an unscientific poll at trackforum agrees. Kids may like Batman and rocket ships, but that does not mean they'll follow a series that races cars that look like that. This thing does not even look cool and futuristic; it looks like something out of a bad 70's movie!
I'm not against innovation in racing, in fact I'm all for it, particularly in a series like Indycar which has always brought about innovation. But this change is not like rear engines, or wings or ground effect tunnels. This is a dramatic change to a new SPEC car that bares pretty much no resemblance to the past 100 years of Indycar racing. And while the designers claim greater efficiency, safety and cost reduction with the delta wing car, I fail to see how these improvements require a car to look like the delta wing car does.
Here's some concepts from Dallara and Swift for the 2012 Indycar that make similar claims:
I beleive people are more likely to follow sports they can relate to. What if IndyCar allowed and promoted gas vs. electric powerpants? I think that's something people can relate to and something that can generate interest within the mainstream media. Delta wings? Not so much.
I know this might sound ridiculous, but consider the following scenarios:
A racing series limits entries to drivers of a certain age, such as 16-21, 16-24, or 16-26. If you are not between these ages, you cannot race in the series. There is no other significant criteria for entry to the series other then age - i.e. anyone within the age group can race in the series, so long as the have the means/money.
A racing series selects its drivers from a driver tryout or selection, where drivers are evaluated based on criteria known to be important for successful drivers - i.e. racing experience, racing skills, media skills, etc. To attend the driver tryout, you must be within some age range, such as 16-26.
A driver development program selects drivers from a pool of applicants. Drivers are selected based on racing skills and experience. The drivers selected for the program receive career development training, and possibly partial or full funding for certain races. To apply, the applicant much meet some age criteria, such as 11-19 or 16-25.
A racing series is open to all drivers over some age, such as 16, and the champion wins a significant scholarship to race at the next level, worth anywhere from $300,000-$750,000. However, to win the scholarship, the winner of the series much be within some age range, such as 16-25. Drivers older then this range may be eligible for a separate prize pool, perhaps called an experts or master class prize, but the price amount is significantly smaller then the top prize offered to 16-25 aged drivers.
A drivers shootout is held in which the winner(s) get a significant scholarship to race in some series, worth anywhere from $60,000 to a few hundred thousand dollars. At the shootout drivers are evaluated based on driving skills. Participation in the shootout is limited to an age range, such as 13-17 or 16-25.
In any of the above scenarios where drivers are selected based on driving skill or experience, instead of eligibility being restricted by age, drivers of all ages may apply, but age is a factor in the selection, and there may be preference towards younger drivers.
A few notes to consider:
Most successful drivers at the top level start at a young age, and enter the series' described above within the above age ranges. However, there have historically been many successful drivers who has started racing and older ages, such as in their 20s or older. Some of these drivers have gone on to be extremely successful at the top levels of the sport.
Unlike many other popular sports such as basketball or football/soccer, access to racing is so limited that most average people cannot engage in any form of the sport in their childhood. Many people with the desire to race will not achieve the means to enter the sport until their late teens, 20s or older, if at all.
In many sports, performance at the top level declines for most people sometime in the 30s. In racing, many drivers continue to be successful in their 40s, and in some forms of the sport, some top drivers remain competitive over the age of 50.
Considering all this, are any of the above scenarios for age restrictions unethical? or questionable? or even illegal based on age discrimination laws?
To me, some of the above scenarios seem acceptable, but some are at least questionable. However, I know you could definitely argue the opposite. What do you think?
A racing series limits entries to drivers of a certain age, such as 16-21, 16-24, or 16-26. If you are not between these ages, you cannot race in the series. There is no other significant criteria for entry to the series other then age - i.e. anyone within the age group can race in the series, so long as the have the means/money.
A racing series selects its drivers from a driver tryout or selection, where drivers are evaluated based on criteria known to be important for successful drivers - i.e. racing experience, racing skills, media skills, etc. To attend the driver tryout, you must be within some age range, such as 16-26.
A driver development program selects drivers from a pool of applicants. Drivers are selected based on racing skills and experience. The drivers selected for the program receive career development training, and possibly partial or full funding for certain races. To apply, the applicant much meet some age criteria, such as 11-19 or 16-25.
A racing series is open to all drivers over some age, such as 16, and the champion wins a significant scholarship to race at the next level, worth anywhere from $300,000-$750,000. However, to win the scholarship, the winner of the series much be within some age range, such as 16-25. Drivers older then this range may be eligible for a separate prize pool, perhaps called an experts or master class prize, but the price amount is significantly smaller then the top prize offered to 16-25 aged drivers.
A drivers shootout is held in which the winner(s) get a significant scholarship to race in some series, worth anywhere from $60,000 to a few hundred thousand dollars. At the shootout drivers are evaluated based on driving skills. Participation in the shootout is limited to an age range, such as 13-17 or 16-25.
In any of the above scenarios where drivers are selected based on driving skill or experience, instead of eligibility being restricted by age, drivers of all ages may apply, but age is a factor in the selection, and there may be preference towards younger drivers.
A few notes to consider:
Most successful drivers at the top level start at a young age, and enter the series' described above within the above age ranges. However, there have historically been many successful drivers who has started racing and older ages, such as in their 20s or older. Some of these drivers have gone on to be extremely successful at the top levels of the sport.
Unlike many other popular sports such as basketball or football/soccer, access to racing is so limited that most average people cannot engage in any form of the sport in their childhood. Many people with the desire to race will not achieve the means to enter the sport until their late teens, 20s or older, if at all.
In many sports, performance at the top level declines for most people sometime in the 30s. In racing, many drivers continue to be successful in their 40s, and in some forms of the sport, some top drivers remain competitive over the age of 50.
Considering all this, are any of the above scenarios for age restrictions unethical? or questionable? or even illegal based on age discrimination laws?
To me, some of the above scenarios seem acceptable, but some are at least questionable. However, I know you could definitely argue the opposite. What do you think?