Category: Track Days

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My first track day!

What: My first ever track day experience

If I knew then, what I know now:  I would have bought a Miata or E30!!!

Check out:  Proformance Racing School if you are in the Pacific Northwest.  One of the best driving and racing schools around with everything from half day track days to 2-day competition licensing school and more.

It has been almost 15 years since the first time I drove on track for the first time. When I started thinking about writing about it I was like, dang, it has been a long time. How am I going to be able to recall some of this stuff. I remember it like it was yesterday! It was a really nice day in June and my Dad had gotten both my twin brother and I “racing school” for a combination of our 18th birthday, and graduation presents from high school. It was a wicked good gift! At the time I had a Volvo. It was an 850, and did actually have a manual transmission. In all fairness, it was a terrible car for a track day. But for me, at the time, it was a great chariot for hustling for the first time. I started off the day a bit jealous. My brother already had a way cooler car than I did, and even though it was broken, he got to use another cool car which was an E30 BMW. I had my Volvo. Never the less. it was school day, and time to get after it!


We both attended the Proformance Race School at Pacific Raceways in Kent, Washington. I have actually been through their one day course, 2 times and each time was great! The second time I paid for it myself, and it was still worth it! It is a good balance of classroom instruction, low speed car control skills building, then a half of a day on the track with an instructor.

I remember being pretty intimidated when we started the classroom session. Lots of people there. Lots of serious machines also. None of that ended up mattering. Each instructor is set with you, for the day. They don’t care what you are driving, they just want you to learn how to drive the snot out of it, safely.

1. Classroom sessions

The classroom session was the part I did not care for. Having done some auto-x in the past, and lots of race watching in my past and felt I had a pretty good idea of what the flags were, and what a turn station was. Things got deeper than that though, and it was much more informative than I was expecting. The classroom session was not long and was out of the way first thing in the morning. Once you break in the class room it is time to get into the cars and start driving.

2. Low speed car-control skills

The first part of the driving curriculum is the low speed car control skills session. This was a lot of fun. We went through a few different scenarios and I found that later in life, these skills paid off in spades in the real life. There were emergency lane change drills. Braking and turning sharp (like making a ‘J’ with your car), Threshold braking, which is very different depending on if your car does or does not have anti-lock brakes. My Volvo obviously did. We did eyes up drills using a man with a flag, and a slalom course. These skills seem so basic, but being taught how to use them, and then implement them at higher speeds will make a huge difference in your skill set both on and off the race track and street.

This brings us to lunch break at this school. During lunch my brother, my dad and I got to chat a bit about the morning. Both of us were more excited with driving on the track that afternoon though.

3. Track Time!

After lunch it was track time. We took two laps in our cars with the instructor driving to show you the basic line and where each corner goes. After those 2 laps it was game time. My first session in the car was great. I was going fast, relatively anyway. I was turning laps on a race track! It was an amazing feeling. Not having to worry about cars in driveways. Kids playing the street were non-factor. You just get to haul ass!

I started getting into it more. My instructor was great, and encouraging throughout the afternoon as I picked up pace. We picked up enough pace to send my street welly tires strait to a fiery hell. They were by all accounts and purposes a street all season tire. By the end of the second session on track, they were screaming for mercy on every brake zone and corner. I also started to run into a fuel starve, or electrical issue. When exiting a left hand corner (of which Pacific has a majority of) the car would bog down, and then get on its way. It started to get frustrating. I felt like it was dampening my total experience, but it really was not. I needed to focus on skills building at that time, not how fast my car was going.

The start of a lifetime of motorsports

By the end of the day. I had not broken my car. I had not crashed into anything and I had learned a lifetime skill set that, as I said before, would show itself to pay off many times over in the real world. Mainly by avoiding idiots trying to crash into me! I was hooked. As it may be apparent. I found sport driving and racing to be what I truly love to do. It is a way for me to show aggression and not be physical (like boxing or wrestling, or martial arts). I can work my butt off in the car and it is a good work out. The mechanical symphony that is a race car is fascinating to me. I know this was going to be fun!

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Day 7 – Driving in the real world!

Today is the first day I have driven in the real world since I started this 30 day challenge. As I mentioned in the race reports for the April 6 Hour Endurance race at the Ridge Motorsports Park and the sprint season opener at Portland International Raceways, I primarily compete with ICSCC in the PRO3 racing series.  It’s like Spec E30 but with more room for modifications to the car, which translates to them being slightly faster.  Today was Test and Tune Friday, a regular part of a race weekend where can test things out on the car, get the setup all dialed in and practice ourselves.

The goal: Running solid, get a baseline set and scrub in new tires

It’s been since last July 2016 that I’ve driven at Pacific Raceways, a track that is a throwback to the old days of race tracks.  Walls, trees, earth and not much run off are the characteristics of the track.  We’ve made some significant changes to the setup and balance of the car from last year, where we saw big improvements at The Ridge Motorsports Park and PIR after the changes.  So the expectation was that those changes would also benefit Pacific Raceways and coupled with driver development, we’d make some big gains in lap times and overall pace.

Here is the video last year’s August race, where I finished 4th in class

YouTube player

Setting a baseline

During the test and tune, we had four sessions for the day and unfortunately, I would have to miss the 3rd session because of a work conflict (jumping on an important conference call).  That left three sessions to make sure the car was running well, I was back up to speed with the track, make some progress and scrub in some sticker tires.

  • Session 1: After the first few laps of feeling confident the car was running well, I started to pick up the pace but a driver that was taking out his new (to him) PRO3 car out for the first time, had a mechanical issue, which caused a black flag all.  On top of cutting the session short, I did not see two of the black flags and was later given a talking to and I promised to be more watchful.  🙁
  • Session 2: Go time!  I was able to get make my way through traffic and on the second lap, back in the 1:38’s!  My personal fastest had been a 1:38.2xx during the race above.  More 1:38’s and finally – BAM!  1:37.766 – now we’re talking!  I only got one lap in the 1:37’s but I knew I had figured something out and the rest were in the low 1:38’s.  A new normal! 
  • Session 3 (the last session of the day): As much as I wanted to keep the other tires on, I had to be disciplined and put on some sticker tires, knowing that the only goal was to get a healthy heat cycle on them and dial in the tire pressures so that they could be used during qualifying tomorrow.  So I put them on and despite them being new, still easy 1:38’s and a 1:38.064.  KABOOM!  Insert super excited emoji here!
Sticker tires!

So how did I shave .5 seconds off of my personal best lap time?

There are likely more than this but here’s my take:

  1. The weather: Today was mostly sunny, light breeze with a high of 71 degrees Fahrenheit.  It was 81 degrees Fahrenheit on July 24, 2017.  Warmer weather usually results in less power and a slippery track.
  2. Car balance: Last year, we noticed that I was struggling with rear wheel spin getting out of almost all corners, so we made a late-season change by lowering the ride height of the rear and artificially putting more weight back there, to get more traction.  That made a huge difference immediately.  Over the off-season, the folks at Advanced Auto Fabrication installed an absolute work-of-art fuel cell, in conjunction with the OEM fuel tank.  This had two benefits:
    1. Endurance ready – We now had a fuel system with enough fuel to run 3 hours straight!
    2. Weight balance/distribution – due to the new hardware, we could remove the nearly 100lbs of ballast in the passenger seat area and moved all that weight back, where we need it for more traction.  We also can add fuel to the fuel cell, along with ice and water to the cool suit which was moved back there too, to make sure we’re at minimum weight.  More weight backwards is a good thing!
  3. The driver and the driving: My goal was to carry over the learnings from iRacing and Virtual Racing School analysis to the real world.  Brake earlier, softer and longer to carry more speed into the corners, mid-corner and get on the throttle sooner.  And I think it worked!

Specifically, here is a comparison of my speed trace from last year’s fastest lap and today.  Note, this is an alpha product of Track Attack that won’t be released but something similar is coming out soon and super excited to share more about that.  Note, Racer on Rails is a completely separate entity from Track Attack, but I am also on the Track Attack team as a co-founder.

Comparing a 1:37.761 from today to a 1:38.215 from July 2016

Notice how in segment one, in the red line, I braked earlier, softer and carried more speed into the corner and it also translated to a higher top speed at the end of that zone.

In segments 2 and 3, I also braked earlier and got on the throttle sooner. In segment 4, I carried more speed into the scariest part of the track (turns 5a and 5b) but I lost a little bit in the exit. Lastly, in segment 5, I braked earlier, got the car turned and back on throttle sooner.

This is what lunch looks like for me. Burritos + data + video. All FTW!

So what change corresponded with how much of the improved times? I have no idea but I think all three helped and since I’m not doing any more major updates to the car, I’m going to believe in the driver changes and continue grinding on the data and video.

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My Track-car Saga (Abridged)

What:  The decade long story of me trying to build a track car

If I knew then, what I know now:  I would do the same damn thing

Product to check out:  Strait jacket. No seriously, like for  the crazies.  But try to get a fire-resistant one so you can wear it on the track!

My first cool car – 1993 BMW 325i

One of the things we would like to share are some of the projects that we are working on during our own free time. I will share the tale of my track car that I am building. It starts many years ago, and actually involves several cars at this point. The story goes! In 2004, I bought a 1993 325i from a nice couple and started driving it. I was always a car guy, and was one year graduated from high school and really wanted a “cool” car. This is what I ended up with. I loved that car and drove it everywhere I could!

Cool car… ENGAGED!

As the years go past, I became more of a race participant, than a fan. I started working at the track on the weekends helping people with their race cars and stuff. At the same time, I also started getting into driving as a sport more. My BMW was the perfect delivery device for an entrance into motor sports. It was a good solid car, had good power, great brakes and handling. I started to modify it for auto-cross, then eventually took the next step and started to prep it for track days. I did a few track school days and got really hooked. From then on, I was building a race car!

Transitioning from a ‘street’ car to a ‘race’ car

I stripped most of the interior out of the car to save the weight, also removing the sound deadening at the same time (which was a BIG job!). I got a fixed back racing seat, and a roll bar, some harnesses. I made it loud. Put a performance clutch and flywheel in it. Installed a shorter differential, got bigger brakes for it. And was still driving the car everyday. It was fun, but loud and uncomfortable. I loved it. I drove over 100k miles in that car while I had it, but ultimately had to sell the car just short of it being a full race car due to a crash I had while driving a fellow racers car (that will be a story for a different day!).

I made it loud. Put a performance clutch and flywheel in it. Installed a shorter differential, got bigger brakes for it. And was still driving the car everyday. It was fun, but loud and uncomfortable. I loved it.

We had gotten into Chump Car racing and had helped some people on a few events and as a result, had earned a chance to drive the car for a 36 hour race in Spokane in 2013. I had never driven at Spokane before, and was a little nervous, but was feeling OK because we were racing the same car that I drive all of the time, an E36. I was racing hard with the front runners during the race when I lost track of my internal map, and made a poor move to pass that landed me on the dirt. I lost it, and the car was wrecked. Then I had to pay for it.

Going racing always carries risk

I ended up selling my beloved 325 to a very close friend of mine. He was a fellow racer, and had been looking for a chassis to do his own build on. My car was a prime choice for him to use, and we struck a deal. I was able to recover and pay for the car I crashed by selling my race car. That was a hard lesson, but a very valuable one! I learned that your track car, can be gone in 2 seconds and there may be very little you can do about it! It took a little bit of time for me to start thinking about my 325 after selling it. But as time past, I missed it more and more.

Three years after the crash, I was able to get back into a race car again, and felt very good when doing it. I then went on the hunt for a new track car. I found a 1994 325 that had some decent prep done by a nice couple that was going to turn it into a rally car. I found it on Craigslist after they just ended up going out and finding themselves a finished Volvo rallycar to use. I bought the car, and it felt like home! I Started getting it ready to track with and found a couple of good deals online for some good used race bits. The game was on.

Getting goldie all hooked up!

There were a few things it had been prepped better and that I had not done yet on my previous 325, but was not nearly as far a long in other areas. I started to chip away at a to-do list and now it is starting to shape up nicely! This is where the story starts to get interesting. In an attempted to get the new 325 spec’d out like the old one. I struck up conversation with my friend who had bought mine before. He had not really done much with the chassis, and was maybe thinking about getting rid of the car to do something else. We talked about it a few times over the next couple of months, and eventually came to a deal for me to buy the car back from him! The idea is to get a lot of the cool or good stuff I had before swapped over to this new car since it was much more complete at this time.

The new car  sitting all nice and clean!

Two become one

As of today, I have the two cars in the shop currently becoming one! It has been a very long process, but I am very excited to have gone full circle and have a car to use for track days and racing that I will be proud of. I like the idea of building one over buying a car. You have the chance to spend way more money doing so, but by building the car yourself, it is bespoke, and custom fit for YOU. That is what I find so great about it. The car is my version of what I think is a good way to hit the track! There is no right or wrong way, but the more miles you log, the more you will know what you want to do and do not want when you are out there! I will share more as further stages of build happen! I would say that this car is my “baby” but it will never be treated like a baby. It will be used, hard, but well cared for. This is my racing appliance! Thanks for letting me share some about my track car build, and always remember to have fun!

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Tents, canopies and shelter – how to stay protected on track!

 

What:  Having some ideas on what kind of tent may work for you and what you do

If I knew then, what I know now:  I would steer clear of Target/Walmart/Box-store tents all together at the track, they cannot put up with the use and abuse.

Product to check out: ShelterLogic – might not be as top of mind as the E-Z Up brand but solid product at a much lower price.

You should have seen that tent flying across the paddock! Pop-Up tents are one of the most necessary items to have in your track kit! It provides shelter, shade, support, and sometimes, even comic relief. Pop-up tents or E-Z ups as many call them, are the number one, most used and abused item at a track. I have seen my fair share hit the scrap heap for many different reasons. The number one reason is that you have to have one! There are a lot of options and considerations when it comes to tent. Hopefully I can help you decide on what might be best for what you are doing.

Got a team? 10×20 it is for you!

We have a nice custom E-Z up for the Track Attack Pro3 cars. It is a 10ft x 20ft unit that has a steel frame. It is a little heavy, but the quality is good and it is sturdy even in moderate winds. I personally like the 10×20 size for paddock use when at a race track. It allows for the car to be completely out of the sun or rain. It is big enough for a group to stand under during a long enduro race, and is only one item to load/unload out of the trailer for each race weekend. That being said. I am part of a team, and we have the luxury of having someone to help us most of the time when needed. Using a steel framed 10×20 EZ up solo is a bit of a tall order. Having a second person around is key.  It comes in an awesome bag that holds everything in place but man, it is heavy.  Probably around 60lbs total.

Nice big tent that can fit two cars sideways and one car, the long way.

Bigger than 10×20?  Yup!

There are larger sized tents as well. In 2010, when I was on the TC Motorsports Grand-Am Continental Tire team with our Boss Mustang, we had a really large one for the pro-race weekends. It was a 20×40 foot tent, and it took no less than 3 people to erect or take down. For long weekends, or if you have a large team to work with a tent this size may fit the bill well for you. Again, it is one thing to load and unload instead of many. The big tent had a home on our flat deck Taylor-Dunn pit cart when in transport. This was the best way to move the thing when it was packed up as it was very heavy.

20×40 tent!
The grip racing group has a full pro spec tent that connects to their hauler.

One-person operation? 10×10 is the way to go!

If you are a one man operation, or have a very limited crew to work with. Going with a 10×10 tent or even a couple of them is likely your best bet. They are the easiest to work with when alone. They generally package much smaller than the lager sized tents, and are usually light weight comparatively. They are also the cheapest option to purchase as well. For my 4runner, I am going to get a 10×10 to pack for camping, and track work weekends. It is cheap, easy to pack and use solo, and will provide with a bunch of extra usable space when camping at the track.

Several 10×10 tents, grouped together. A single person with two 10×10 tents seems to be the way to go. One person operation for carrying, putting up and taking down.
You can even get the tent material customized to really stand out, like this one from the Hard Motorsports team.

Tent pole material – it’s important

Tent pole or leg material is also an important choice. To be frank, the amount of times you use the tent, as well as how careful you are when setting it up or taking it down will have great effect on the life of the tent and legs. I have found in my experience that for consistent usage, finding a tent brand that uses steel legs and arms is better than aluminum. The aluminum tents are very easy to work with and move, but are quite fragile and the legs and tent arms are easy to bend and break. If you are doing just a handful of days per year, then getting two light weight 10×10 tents will be a good option for you. If you are putting in a full season, then they would be very much light duty for your needs! Again, I like a 10×20 size with a steel frame. Try and see what works for you.

Custom 10×20 tent being used by the Molly Helmuth racing team for Oval racing.

Securing your tent

Securing your EZ ups is an often over looked portion of your paddock set up for the weekend. I have seen dozens of tents fly away, get destroyed, or plain out just collapse because they were not properly addressed prior to something happening. Having something to weigh each leg down is the strongest start to keeping your tent in the trailer for a long time. You can use anything as ballast, but we normally use spare wheels and tires. They are easy to strap to, weigh a good bit, and are easy to move if needed. At night if we are leaving the car out, we will tie the tent to the car to keep it secure during the night. One thing to remember, is that if it gets really windy, as much as you may not want to take shelter down, it could be beneficial to take the the tent down. We have seen tents that are secured to trailers fly away, even lifting the side of a empty trailer in the air because it was acting like such a sail. Needless to say that tent was also destroyed, but it happened to damage that trailer, as well as dent a race car on the other side of the trailer as it flew. So be prepped for that!

Again, there is no right or wrong way to EZ up! You just have to determine what is best for you and your needs. If you are solo and need to be quick on paddock load in and out, then some light weight 10×10 options may be in your cards. If you have a friend to help, or maybe you are part of a team, then going with the bigger/beefier tents will be your call for sure (I would be worried if it was not!). If you are running with the pros… then you are paying for someone to handle this stuff for you! Get out there, get some shade and shelter for your day so you can maximize your enjoyment, and as always, don’t forget to have fun!