Alright, so after getting all the updates installed, it was time to drive for the first time on this 30 day challenge.
Three, two…. [FREEZE] …one, go!
Well, it didn’t get off to a great start. Almost immediately as I loaded up the Mercedes AMG GT3 and Road Atlanta, I noticed that it took a long time for the server to connect and the actual sim environment to load. Alright, no worries – it’s early for me too, maybe the internet needs some coffee.
Once I got into the car and started heading out, within the first 30 seconds of a lap, I got a freeze/stuttering experience but the car would come back and I could keep going. Ok, that sucks but let’s stay focused and keep going.
But then it happened again, and again, and again. Time for evasive actions.
Step 1: Check video quality settings
I remember at one point last month, a big Windows update wiped out my settings and driver stuff for the NVIDIA graphics card and in my attempt to fix stuff, I made a bunch of changes in the iRacing graphics settings. So I reset them all to somewhat default settings, while still allowing for three monitors.
Went back to racing and… still had issues. No perceived change. Frustration level: 4
Step 2: Check background processes and other things that could be using up the internet connection
I shut down iRacing and checked out what other processes were happening that might be using internet bandwidth:
OneDrive – it was syncing 9GB of stuff, of which I should just not sync anything on this computer since I only use it for iRacing. Sigh.
Other browser windows – there were a couple other browser windows, like Virtual Racing School, so I closed those down.
Steam console – it was connected and I tried to close it but it kept popping back up. 🙁
Result? A somewhat perceivable difference so I decided to keep going and just get as much seat time in as I had already burned through 40 minutes of my hour.
Result: Limited quality track time
This was really frustrating. I got about 6 or 7 clean laps and most were ruined by the stuttering. My son was awake and I decided to figure it out later and at least see if my data was being logged by the Virtual Racing School system and while the lap times sucked, at least that worked.
Aha! Found the culprit!
Just as I was about to get out of the sim rig, I decided to search on the web for other people who have had this issue. Pages were loading slowly but loading and then suddenly, everything stopped loading. WTF? Did my internet go down? Checked networked status and no, packets are still being sent and received. I was about to get up to reset the router and modem when I looked over and saw my phone that I had used to record the part 1 of this day 1 video blog and it was uploading the HD video to YouTube.
I paused the upload, turned off the WiFi on the phone and looked at the PC. Suddenly, the pages were loading again. Then literally a few seconds later, I see a pop up from Windows that it was getting ready to install the Windows 10 Creators Update. Great. So two big upload and downloads were essentially eating up the internet connection.
Lesson learned? Make sure your internet connection is clear and prioritized for your iRacing. Having someone else uploading something, streaming a movie, having a Skype video chat, will not do you any favors.
I’ve seen several articles on taking on a new thing by doing that thing for 30 days in a row, such as running a marathon (30 marathons in 30 days), stretching 10 minutes a day for thirty days, meditating, doing 15 burpees per day for thirty days and so on.
Why?
Usually it’s help start a new habit, kick a habit or accelerate development in something. No difference here, I’m doing this to get faster and have fun!
The goal: 1 hour of racing per day, everyday, for 30 days.
While I wish I could race a real, physical race car each day, I don’t have that kind of scratch or logistics setup but I do have a pretty sweet sim racing setup and iRacing.
So everyday, usually in the early AM’s, I’m going to practice and/or race on iRacing. Through the next 30 days, I’ll also have at least 2 full race weekends where I’ll be racing in the real world. So for those days, I won’t be on the simulator but instead on a race track, in my race car! Yeah!
What do I expect to happen?
I’m not exactly sure but I am at least hoping to get noticeably faster in the virtual world, hammer out details on my sim setup and be better at learning to get fast.
To stay focused and reduce variables, I am going to focus on just one car and one track. The Mercedes AMG GT3 and Road Atlanta. Why? Having a rabbit to chase. I’m a huge believer and advocate in the power of data + video.
Literally thousands of virtual laps of this track but have yet to actually drive it.
Here is a good review of the car, right before it was released by the crew at Inside Sim Racing.
There is a new service that recently launched, Virtual Racing School, and while I’m new to it also, I am in love with the premise and potential of what they are doing. With a simple download and activation, VRS logs all of your iRacing data and video and saves it to your profile. No downloading, uploading or anything to deal with. Just install, activate, drive and you’re all set.
As part of the service, they also have data packs for certain cars and track combinations and even setups, that you can automatically use as a reference point to work towards. This is massive! Having someone else who is much faster than you, in the same car, same track and similar conditions is one of the best ways to learn and learn fast.
Getting ready
So I decided to start the journey, one day ahead and get my day 1 as smooth as possible. I booted up my computer, installed updates to Windows, iRacing and NVIDIA. My goal was to be able to simply wake up the next morning, do my morning routine and be up and running, in a race car within 15 minutes of getting out of bed.
I’ll create a post later on with the details on my current sim setup, so you all can get the full details then but at a high level, here is the setup:
Custom built PC – my first.
About a decent level up from minimum specs to be able to handle Oculus virtual reality.
Intel i5 processor (can’t remember the exact model)
Logitech 5.1 surround system but I can only get 2.1 to work. 🙁
3 AOC 24″ Monitors – got them on Best Buy on sale. They’re pretty good but the back sucks for mounting them to a triple monitor stand. More on that in a separate post.
So, while I technically have a motion simulator and I have an Oculus and have used them for iRacing, I will most likely not use them very often over these 30 days. Main reason: we live in a tiny apartment and I’ll be doing most of my daily racing in the early AM, while my wife and 2 year are asleep, 15 and 40 feet away, respectively. The motion simulator isn’t super loud but it makes noise and my wife has complained about it before.
The Oculus is AWESOME but I sweat easily and have found that when I’ve worn it for 20 minutes plus of intense driving, I sweat pretty bad and the lenses start fogging up. So I’ll be using the triple monitors and headphones, without motion.
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!
What: First sprint race weekend of the year, shaking down the car with new upgrades, testing and experiencing the highs and lows of racing.
If I knew then, what I know now:
Make no assumptions on communication! Make sure everyone on your team knows exactly what is happening and when. We lost a day to shake down the car and found an obscure issue with the new transmission resulting in more lost track time on Saturday.
Make sure you know what kind of qualifying is happening, open session or pressure style and adjust tire pressures accordingly.
Plan where you want to be on pre-grid for open session qualifying wisely so that you can benefit from drafting other cars in class and even faster cars.
As I mentioned the 6 Hours on the Ridge post, I primarily race with ICSCC, which is a sprint race focused sanctioning body. Aside from the endurance races that bookend the start and end of the season, each race weekend is made up of the following elements (for the most part):
Friday test and tune – usually for race cars only but sometimes includes High Performance Driver Education (HPDE drivers).
Saturday – Practice, qualifying, non-points races and a 1 hour endurance race.
Sunday – Final qualifying and points races
Here is a picture of the announcement for the race weekend of which if you do a couple of groups, that is plenty of track time. This weekend and for the full year, I did Group 1 (the main group for the PRO3 annual championship) and the Mini-Enduro.
The schedule for the first sprint race of the season. I’m in Group 1.
Shaking down a refreshed car
Initially I was supposed to get the #209 Track Attack PRO3 car back from Advanced Auto Fabrications at the 6 hour race but when they were doing final checks on it, they found that the newly rebuilt transmission wouldn’t go into third gear. So we decided to have that fixed and bring it down for this weekend, where I would shake the car down and ‘take delivery’ from all the repairs and upgrades they did.
What I did not make explicitly clear was that I expected AAF and crew to be there on Friday, which they would do more often than not, but not always. I even checked in the Monday prior to make sure all was on schedule but I did not explicitly ask about Friday.
Big mistake because when we drove down on Thursday night, so we could be all unloaded and ready to drive on Friday AM, the gigantic black AAF hauler was nowhere to be seen. AAF and crew decided to skip the test and tune due to the limited amount of track time and forecasted rain in the morning. They’re not scared of rain, just that if it isn’t supposed to rain on Saturday or Sunday, the risk of damage is higher than the benefit.
Regardless, we made the most of the day by working on odds and ends in the RV, spend some quality time with the family, caught up on work and chatted with folks up and down the paddock. The AAF crew showed up on Friday evening and by Saturday AM, was all set for the first on-track session.
As I got going in the morning practice run, it took me a few laps to get into the groove of things, remember the course and get up to speed. Initially letting several cars pass me but then quickly catching and passing them again. Lap times were solid, with nearly a .8 second improvement from the year prior. SWEET!
When we came off the track, a fellow PRO3 driver mentioned that they saw smoke coming out of the back of my car, a light smoke but consistent. We checked the car and sure enough, the rear and under body was coated with transmission oil. We were leaking somewhere from this newly rebuilt transmission that aside from this, seemed to be running great.
That is transmission oil – note that it is everywhere.
Over the next several hours, we went step by step, replacing the main rear transfer seal and then the shifter seal. We thought we had it addressed but after the non-points race, still had oil.
Long story short, it turns out that when the transmission was sent for a rebuild, they took my old transmission in as a core and sent back a different transmission, from an older model of the E30, which had a different kind of shift mount assembly. This assembly had two bolts that mounted to the top of the transmission, which served the purpose of securing the assembly and sealing two bolt holes into the transmission itself.
We don’t run the OEM shifter assembly, opting instead for the incredibly awesome CAE shifter assembly, which meant those holes were completely exposed and the source of the leak. This obscure situation had never come up with this crew of people who have been racing E30’s for over 10 years and built and rebuilt dozens of PRO3 cars.
We didn’t figure this out until Saturday early evening, after we opted to not run the 1 hour endurance race, to save the transmission (if it kept leaking) for the Group 1 qualifying and racing on Sunday. We felt the risk was too high to run low on transmission oil in the 1 hour and potentially damage the transmission itself.
In conclusion, lack of communication and shaking down the car resulted in a completely lost Friday of running and 1 hour of endurance racing. Sigh.
Qualifying
For the weekend, we had two qualifying sessions, one for the 1 hour endurance race and qualifying times for the Group 1 race.
1 Hour endurance race pressure qualy
Something unique to the Cascade Sports Car Club, which I love is pressure qualifying. One out lap, one flying lap and one in lap. Unfortunately, we did not realize this until we got to grid and didn’t adjust the tire pressures accordingly to compensate for the much fewer laps we’d run. At least everyone else was in the same boat. I love this type of qualifying because it eliminates the ‘draft’ variable – this is all on you as a driver, to make a fast lap happen there and then. Not relying on getting a draft from a faster car or following and learning from a faster driver. At a track like PIR, especially with no chicane on the front straight, a draft can make a HUGE difference, in the order of .25 seconds or more if you can get the right draft on the front and back straights.
Here is the video of my ME2 qualifying lap, which put me on pole for ME2 class but was a solid one second slower than my fastest laps in a regular qualifying session.
Group 1 qualy
Qualifying for Group 1 was spread across the fastest lap times in the Saturday non-points race and Sunday AM qualifying. The fastest time across those two sessions would count towards the final grid placement.
In the Saturday AM race, I qualified 4th with a mid-1:22 lap time and finished the race in 3rd. It was an excellent race, where I got a great start and was running in 2nd before turn 2 of the first lap. I tried to hitch myself to Brian Bercovitz, the eventual race winner but he got away and was stuck battling with Corey Peters for 2nd place. I ran in 2nd for about half of the race but I ended up going too hot into turn 1, went wide and that was enough of a mistake for Corey to capitalize. That meant Kyle Byers in the #55 PRO3 car was on my tail. We ended up battling pretty hard, exchanging some bumper paint but nothing serious – just good, solid, respectful, hard racing. He ended up getting a little sideways on the second bump he gave me and that was enough for me to pull away and finish in third, with a lap time of 1:22.274 and a new personal best.
Sprint non-points race results and qualifying 1 times
I would normally post the video here but I forgot to hit ‘record’ – I’ll try to get the videos from Corey and Kyle to share.
Sunday AM qualy brought out excellent conditions; dry, sunny and a cool breeze in the low 60’s. I got on the grid early and was the lead PRO3 car on track but after a few laps, I realized I was reproducing low 1:22 lap times while everyone else was running in a pack and getting help with drafts. So I came into the hot pits, checked tire pressures and waited for the right pack to come by and tail them.
I eventually got behind the pack with Corey Peters coming off of the back straight but he quickly picked up on my game and pulled off on the main straight away. No issues, there was still another couple of cars to get behind. On a decent flyer though, another driver, who I used for a draft and got by on turn 1 decided it was time to race and dove in to overtake in turn 7. Why?!?!?! What makes this more frustrating is that he then pulled off and slowed down that same lap, in the following straight away. I can’t confirm but I think he also picked up on what I was planning and decided to ruin my lap.
No issues again and finally, I saw Brian Bercovitz and got behind him for one last final flying lap. All looked good, with the predictive lap timer showing a 1:21.8xx for the first part of the lap but then I missed a downshift to third on the only left hand turn on the course. This ended up still producing a solid lap time but I ended up qualifying in 5th place, where as if I would have executed, I would have qualified third and possibly 2nd in class.
The Main Race
The goal was simple: get a solid start, make up a couple positions in the traffic and be in the top three by the end of lap 1. This would give me a fighting chance to get near the front and try to stick with Brian, who was on pole for our class. I found during qualifying that if I could get behind him, I was able to keep the gap nearly the same.
Below is the race video and note, it has no data overlay. The reason? I didn’t complete a single lap. I got a solid start and wedged myself in a position to go after 2nd, 3rd and possibly first by turn 7. Unfortunately, up ahead, a Spec E46 car went off to the left and tried to get themselves back on the track without waiting for the pack to go by (my opinion). When his front tires, who were turned to the right, hooked up on the track surface, they gripped and shot him across the track and into the on-coming pack of angry PRO3 cars.
I saw it happening, moved to the right but still got a glancing blow on the rear quarter panel. Initially I thought all was well because it didn’t really knock me anywhere but as soon as we hit turn 7 (right hand turn leading to the back straight), I saw and heard heavy tire rub and then the cabin was engulfed in tire smoke. I went into the hot pits, got checked for fire but the damage was too much. We could have swapped tires and rolled the fender in the hot-pit but we would have gone a couple laps down and I didn’t think it was worth it and called it a day.
Conclusion
It was a tough way to start the sprint season but when you sign up to go racing, this is a potential outcome that can happen any weekend. I take 100% accountability for what happened and don’t blame the Spec E46 driver in any way. All things considered, had a great time with friends and family, personal best lap times, fixed teething issues on the car and was still able to take it home, running and with some cosmetic repairs needed before the next race. There were three other cars involved in the incident and they would take my place in an instant as their cars did not fair as well.
Damaged driver side quarter panel and hard rubbing on tire.The guys using a jack bar to roll the fender so the tire could clear.
What: Motorsports is exactly that, a sport that revolves around motors. It is a sport, thus health and fitness is important. Road racing works your heart (and lungs) like if you were running a marathon. A healthy heart is critical!
If I knew then, what I know now: Have a healthy mix of aerobic, anaerobic and strength training to your work out program. Too much of anything is not good. I’ll cover this in a separate post.
Bodyglide Anti-Chafe Balm – nipple chafing and bleeding is real and no joke. Depending on the shirt I am wearing, if I am running more than 4 miles, it’s required.
Foundational truths
Before we dive into what should be done, let’s all get on the same page about what happens when you’re driving and especially when you’re competing.
Your heart is important: This is not a question or an opinion. It is important for you to not only live but to handle stressful situations. While most of us enjoy putting a car, motorcycle, kart or boat through it’s paces, the fact that your heart rate goes up, means that it is a stressful situation, where your body and heart (and lungs) specifically, work harder.
Oh yeah, the lungs: The lungs are the things that bring oxygen into the bloodstream, of which then the heart pumps all that good, nutrient and oxygen rich goodness all over the body. Then the various body parts use that goodness to power themselves, such as the brain, eyes, muscles, literally everything in your body.
Maximum Heart Rate (MHR)
Per above, as we get older, this goes down. See below and find your age.
Find your age and see what the estimated ranges are for you.
I am currently 33 (less than a month from 34) and what this says is that my maximum heart rate is around 185 Beats Per Minute (bpm). If I were to get my heart going above that OR near that level for too long, I’d probably end up in a hospital unless I explicitly trained my heart for those situations.
It’s been documented in several articles, studies and my own personal data collection (below) that for a racing car driver, the heart rate can range from 120 – 160bpm, throughout a race.
Below is an example from a race, in August this past summer as I was wearing an Apple Watch and collected heart rate data (note – I did not start a workout session and thus why it didn’t collect data every 1 second). Note that you can see when I started doing warm up exercises before getting into the car and my heart rate picking up as we got into the thick of the race. If I remember correctly, the race started ~4:35pm and was a 1-hour race.
Heart Rate data from my Apple Watch during a 1-hour endurance race.
Update: When I was originally writing this post, I looked everywhere for this screenshot below. This was taken using a Fitbit Surge, during a day of three races and near 100 degree heat. That is some serious heat, sweat and elevated heart rate. Racing is no joke!
Heart rate logs from one day of intense racing in nearly 100F.
Now, here is a screenshot from a 4+ mile run I did recently as well at a ~9:00 minute mile pace. Not super fast but not a slouch by most measures.
August 2017 ~6 mile run using Endomondo and a Polar Heart Rate monitor
What does this tell us? Driving at even 7/10’s in a track day or racing session for ~20 minutes is the equivalent, cardiovascularly, as going for a relatively intense run. So you are sitting in a hot race car, covered head to toe with fire-resistant material and your heart and lungs are working like if you were running a half-marathon.
Ok, healthy heart and lungs are important, but why again?
Like everything else on this site, it’s about helping you be a better driver. A driver who makes good decisions, usually, ends up being a faster and more consistent driver than someone who doesn’t make good decisions. Several things can lead to someone making bad decisions behind the wheel (on-track that is):
Being nervous or confused (which usually elevates the heart rate)
Being scared (which usually elevates the heart rate)
Being angry aka the red mist! (also elevates the heart rate)
Being tired (I won’t repeat again)
It gets more difficult to make good decisions, quickly, when you are tired, sweaty and out of breath. So the goal here is to condition your heart and lungs in a way, that you’re comfortable being in the stamina & endurance zones, and can make good decisions.
I personally felt like my overall athletic and aerobic endurance was and is a competitive advantage in most races, as I felt just as fresh at the start of a race, as I did at the beginning. Start strong and finish just as strong! This was even more pronounced on the 1 hour or longer races and especially when it was over 90 degrees Fahrenheit.
What should you do?
Disclaimer: We are not doctors, nor play them on TV. Consider consulting your doctor before taking on a new exercise program.
We will cover other types of exercise for different benefits in future posts but for here, we will focus on cardio health. The goal is to do exercises, that have you for the most part, in the stamina & endurance zones. It’s ok to peak every once in a while into the conditioning zone or drop momentarily into the weigh loss zone.
Most of my driving sessions are 20 or 30 minutes and sometimes 60 minutes long. So I target conditioning myself to be able to easily handle 30 minutes by exercising for 45-60 minutes and having regular (about every other week) 60-75 minute workout sessions, usually 6+ mile runs. This is grounded in a theory from playing football and Taekwondo. Practice should be harder than the actual competition (most of the time) so that at least from a conditioning standpoint, the competition will be a relative breeze or you at least have plenty of reserves to go harder.
Here are some top exercises and plans to consider:
Running: It’s pretty much free. I found it the best to sign up for a race that forces you to build up to a goal, set a schedule and stick to it. Better yet, do a race with a friend or two, so you have support and accountability for when you’re too lazy to run in the rain.
Highly suggest downloading an app like Endomondo, Nike Run Club or MyRunKeeper. They all have some kind of functionality where you can state your goal (like run a 10k), the pace you want to have and when your race will be held. They come up with a personalized training program to build up your performance, you just run! Sometimes these are in premium memberships but you can easily find training plans online and just track them manually.
Here is the training plan I am using to run a half-marathon in September.
I’ve also used running on days while I am at the track to do track walks, after the track has gone cold for the day.
Cycling: One downside to running is the repetitive joint impact throughout the body, especially toes, ankles, knees, hips and back. Cycling is a great alternative to running for cardiovascular performance. I personally bought a used Bianchi road bike and over the past few years have used it off and on as an alternative to running.
Same plan though – whatever time you were planning to run, get on a bike in the gym or on a trail and cycle up a storm.
Swimming: Admittedly, I am the least experienced here as I rarely get in a pool but I know it is great for aerobic exercise, working the body overall, core development and joint relief. If you have access to a pool, get on it!
Conclusion
Cardiovascular health and performance are not just important to live but they can give you a significant performance edge in driving. There is a reason you see several top professional drivers all over the world, also spend significant amounts of time doing the exercises above and in examples like Jenson Button, competing in Iron Man and Triathlon competitions.
Consider regular cardiovascular exercise to be part of keeping yourself healthier and it has a big potential upside to your driving.
What: First race of the season, a 6 hour race at the Ridge Motorsports ‘water’ Park. Non-stop rain, great for driver development but sucked for everything else. Qualified on pole but finished 2nd in ME2 class.
If I knew then, what I know now: Check all vital systems at least a few days prior to the race weekend. Not having our radios and GPS receiver working caused us the win and this was all preventable.
Products that you should check out:
Sampson Digital Pro Racing System – this is what we have, paired with an in-helmet speaker system on a Stilo helmet and an IMSA wiring adapter. When we test it and hook up properly, it works perfectly!
Background
April 30, 2017 marked the first race of the 2017 club racing season, the 6 Hours on the Ridge, held at the Ridge Motorsports Park in Shelton, WA and put on by the International Conference of Sports Car Clubs (ICSCC). For those of you who are not from the Pacific Northwest, in the United States, this sanctioning body probably doesn’t ring a bell.
The ICSCC operates in Oregon, Washington and British Columbia (Canada) as essentially a Sports Car Club of America (SCCA) but with not as much “politics”. This is primarily because it’s a smaller organization and thus, rule changes don’t impact as many people and there aren’t as many people lobbying for a change one way or another. They adopt and support most classes that exist in the SCCA and even NASA, such as Spec Miata, Improved Touring Classes, Spec E46 and so on.
The SCCA does exist in the PNW, it’s just not as strong, though it’s been growing the past couple years. NASA had a brief stint in 2013-2014. One series that is unique to the PNW and ICSCC is PRO3. It’s like Spec E30 but with more modifications allowed, based on an Improved Touring Class formula, has the largest car count in the PNW with over 80 race cars built and fields ranging from 15 – 45 depending on the weather. It also some of the best drivers, many of which have gone on to the professional ranks in IMSA and Pirelli World Challenge. The PRO3 car qualifies nicely in the E2 and ME2 classes for endurance races.
PRO3 fields are huge and look at the crowd on hand to watch!
Our car – The Track Attack #226
For this race, we were fortunate to have on our best friends, Manu Yareshimi, run a team for second year in a row and going for repeat wins. Last year we campaigned his car in the same race and got first place in the E2 class!
Manu about to go in during a pit-stop. We won!
Manu’s PRO3 car is one of the best built PRO3 cars ever, originally built by a previous owner who has moved on to Spec E46 and with the folks at Advanced Auto Fabrications doing all of the work. And they do top-notch work! It’s a front running car that has been taken cared. More on the #226 in a future post when we feature his ride.
The team
Being a 6 hour race and with rain, lots of rain, in the forecast, we felt like as few pit stops as possible and thus probably three, two-hour stints, across three drivers. That meant Manu, myself (Gama Aguilar) and 2016 PRO3 Champion and new Spec E46 driver, Olivier Henrichot. There’s one word to describe Olivier: fast. Just nasty, dirty and unapologetically, fast. Check out some of his race videos on his YouTube channel. He has or is close to having just about every PRO3 track record in the local tracks.
This was actually a re-do with Olivier as we were originally going to run the 8 Hour Festival of Endurance in October 2016 at Portland International Raceways but a freak storm that never lived up to it’s hype caused the race to get postponed and most of the drivers and crew weren’t able to make the new date happen.
Bryce, Jordan and friends were there, just as they have been for most of our races, making sure the car was running, we had a strategy and pit-stops were executed well.
Testing, practice, qualifying
We arrived on Saturday for a test-and-tune day, to not only shake down the car but beat the rust off of our driving skills as it was the first time any of use had done anything but sim racing in 2017. We had originally prepped the car for the 8 hour in October that didn’t happen and then it just sat in the garage. We drove and made some adjustments to try to dial out some front-end push, that would then be followed by some aggressive over-steer if we tried to coax the front end to bite. At the end of the day, we made compromises to allow the front end to have more bite, slow the weight transitions but not be too tail happy as not all of us had or have lightening hands, like Olivier.
We woke up Sunday morning to just clouds but then the first drop of rain started around 8:15am and did not let up the WHOLE DAY. We’re not talking showers or even steady rain, we’re talking downpours transitioning to monsoons and back to downpours. Aside from being wet and cold when not in the car, it was a blast!
We had a brief practice session where Manu and I split the time and then we put our hot-shoe in for qualifying. He not only put us on-pole for E2 but 7th overall, splitting half of the Spec E46 field! #winning
We’re on pole for ME2!
The race!
The race started in a steady rain and when the green flag dropped, the spray began and the race was on! The first hour went off with all but two things going as expected. That first thing, which at the time felt insignificant, ended up being the biggest lesson learned. The radios didn’t work. Well, at first it was that we when we did a test connection with Olivier’s helmet and the in-car radio system, the connectors on the system and his helmet weren’t compatible.
Near the front of the grid for the start of the race. Look at the fanfare!
We brushed it off and just assumed that it would work with Manu’s helmet and mine, just like it had the past couple of years, without an issue. The first sign of this fatal flaw was about 90 minutes into his stint, we gave him a thumbs up as he passed start/finish. The very next time by, he comes into the pits to see what’s going on? There goes half of his almost one full lap lead.
20 minutes later, he comes in after going off to check things out and make sure there was no damage to the car. It all checked out and we decide to do a driver change since it was close enough to the 2 hour planned stint. Manu goes in, connect radios, turn them on and… nothing. Ok, we’re going off of pit boards only.
Separate story on Manu’s amazing comeback in a separate post but this was Manu’s first time in a race car in exactly one year and after recovering from a life-threatening disease. So he was working his way to getting back on pace. Slowly but steadily, his lap times were coming down, even with conditions getting worse but we lost the lead and because our main competition left their fastest driver in the car for about 3 hours (Corey Peters and the KD Motorsports crew), they eventually got two laps up on us.
An extended black flag all due to a car going into the start/finish wall stopped the bleeding and when racing got back underway, Manu had figured out how to drop another 8-10 seconds from his lap times – AWESOME!!
With about 2.5 hours left in the race, it was my turn. We tried the radios on my headset and nothing. No sweat – just focus on the goal: drive clean and take big chunks out of the 2 lap lead the competition had on us. The second hiccup we had was that the GPS receiver on the AIM MXL dash had bitten the dust. The last few times on track, the receiver was hit and miss but would always eventually get going. No matter, we strapped in Track Attack on iOS and got going.
Within a few laps, I started clipping away lap times in the mid 2:24-2:25 range on a consistent basis. The conditions were absolutely horrible. Fun but horrible. Aquaplaning on the front straight and the worst was near the top speed area, right before start/finish. A big puddle of water mid-track and the middle of the transition between T4 and T5. While not super tricky, exploring and searching for traction in the ‘carousal’, a long left-hand sweeper.
Then there was the worst part of the track in the rain, T9. A slight right hander, that we call ‘the kink’ because right at the corner there is curbing and an immediate uphill climb on the corner exit. This is great in the dry because you attack it hard, staying flat and using all that grip you get when hitting a steep uphill and on-camber climb. In the wet though and in these southeast Asia style monsoon conditions, a lake had formed as water collected from all directions and no drains for relief. It was kind of straight forward: no matter what you did, it was going to feel like hitting a standing water, at-speed, because that is exactly what we were doing and it was going to spit you out the other side and your only goal is minimize how sideways you would be spit out.
Turn 9 – how I hate thee!
After the first 10 or so laps and a few full opposite lock situations, I thought I had it figured out but I would discover that what would work on one lap, had no guarantee of working another lap. I even resorted to attempting to follow the path of the Spec E46’s, who were placing their right tire on the curbing, claiming it had more grip but if you got it wrong, the penalty would be severe. I paid a severe penalty, barely being able to keep the car on-track. Despite all of this, I was making up ground fast, having made up one lap and more than halfway through making up the second lap. That progress wouldn’t end with what we wanted, over what ended up being the last 30 minutes of my stint, I ended up going off-track (even if it was just 2 wheels off) 4 times.
I eventually got the rolled up black flag, the last warning before being called into the pits and even though I backed off the pace, I still went off again, dropping two wheels on the exit of the kink. I didn’t know what was going on – almost whatever I tried, it would work one lap but not the other. I got black flagged for the first time ever. Had a good conversation with the race steward and promised to back off the pace even more, crawled through the kink on the out-lap. Made it! Ok and now early and soft brakes for the ‘thumb’ and… nothing. No slowing down, no lockup, no turning, no response to brake pedal modulating – just gliding straight off the track.
Embarrassed, confused and disappointed, I kept the car moving so I wouldn’t get stuck on the mud as I had gone a solid 50-75 feet off-track, got back on track and made my way back to the hot pits. I had the crew checkout the car and while they couldn’t find anything wrong, we saw a big dent in the skid-plate, mud and dirt everywhere and no way to explain what happened. So we figured we must have been leaking oil and called it a day.
Results
We finished 90%+ of the race laps so we classified in 2nd place. The 1st place KD Motorsports car would end having to be towed in 4 laps later but still winning overall. It turns out that they had a slow oil leak and eventually their engine seized – explaining part of why I went off so much; they had been dropping oil across the track for several laps. While that sure as heck didn’t help our cause, I put all the blame on us. We should have tested our radio setup the day before and gotten them working, so we could have been in communication with the pit wall and telling the race steward that not only were conditions difficult but that something else was up on the track.
We should have had lap times the entire time, with the crew checking lap times on Race Monitor to tell the drivers that we could slow down a bit and still make progress. This race was lost the day before and even the week before. We failed to prepare properly – we could have tested radios and GPS a week, a month, several months prior.
Let’s end the article on a good note with this amazing picture from FlyingBye Photo!
What: For those multi-day track weekends and trips, you don’t need an expensive hotel or RV. Just camp at the track, even in the winter and fall.
If I knew then, what I know now: Never and I mean, EVER sleep inside of a trailer unless you specifically designed your heat source for the trailer. Those things become ice boxes at night.
Products that made life easier in this post:
Tent recommendation
Sleeping bag recommendation
Sleeping pad recommendation
Kick off to the sprint season
I have been around racing most of my life in one way or another. One thing that I see more in every type of racing than anything else is people camping at the track (what ever kind of track that is). I have camped out at many of the local tracks in the Northwest and some of the lessons that I have learned have come at both expense of self, as well as sheer trial and error. There are a few things to remember when planning to camp out at the track for the weekend. I will list a few based off of what I have learned over the years!
Standard two person setup for the track!
It’s going to be cold at night. Period.
Step one is to plan for it to be much colder than you think it will be. When you are driving, or wrenching all day on a car in the sun (hopefully!) it is easy to forget that once the sun goes down, also does the temperature. I have had one of the worst nights of my life camping at the track. I had set up ‘camp’ in the trailer we haul the car in. I had my sleeping pad, bag, pillow, I was feeling pretty good about myself. It was mid-April in Washington, and the weather was particularly good for this weekend, with daytime temps almost 70 degrees. The overnight low dropped down to 33 degrees, and being inside of the trailer – with the void between the bottom side of the trailer and the ground, it effectively turns the trailer into a refrigerator. It was cold. I would have been better off on the ground! Car camping can have a similar outcome as well, but you can at least run the car if it gets too cold.
Trailers – great for storing cars and shelter during the day but ice boxes at night! Unless you prep it, DO NOT sleep inside them overnight.
Car camping – it’s like you drove your tent to the track!
I have car camped the past few seasons and have honed in a pretty comfortable set up for me. Everyone will have a different experience with their car, but if you plan ahead it can go well. This past weekend for example. We were racing in Portland, and I set up camp in my 4Runner for Saturday night. I have my gear bag, and duffel with clothes and layers set up with my random-bin on one side of the back of the car with the seats folded down, and have my sleeping pad, bag, pillow and extra blankets if needed on the other for sleeping on. I woke up in the middle of the night chilled even with my sleeping bag fully buttoned up. I grabbed a spare blanket I brought with me and ended up wrapping up the lower half of my legs and feet with it as a extra layer of sleeping bag and that did the trick! It quickly changed a cold night back into a night restful night with little drama.
That’s me car camping. That’s Gama ‘camping’ to the right in a slightly… bigger… uhm… car.
The facilities, you’ll need something or dig a hole.
One of the bigger things to remember when camping at the track, is planning for facilities, or lack thereof for bathroom breaks and showers. Most tracks will have some sort of hospitality building with bathrooms, but they are not always open all night long. Some tracks are basic, or still new and have only porta-potties on site – which can be odd at night if there is poor lighting. Most places are all paved as well, so the dig a hole method is not an option. For car and tent camping, having something with you that can be used as a fluid receptacle in the middle of the night will make yourself your own hero. Not having to bail out of the tent or car on a cold or rainy night to make a bathroom break can be a big positive impact on your nights rest. I usually grab an empty Gatorade bottle or something similar from the days work and pack it in the car before bedding down for the night. It has been a very positive addition to the track camp out!
Car camping at the Ridge Motorsports Park during the 6 Hour Endurance Race in April 2017. Don’t drink the ‘apple juice’.
The weather for day and night.
Planning for weather is also big. If you are tent or car camping your space is limited. Areas to duck out of the weather are few, and if a tent you can get flooded out quickly. In the Northwest weather can change by the hour especially in the spring and fall. We have raced in snow. That was a sloppy mess on all accounts. Rain is the main thing to be ready for. You want to be sure you have dry stuff to change in to, and a dry place to sleep. Sunshine can be just as big of an issue as well. A tent can get extra warm during the day if it is not left vented. It will also collect moisture even on a clear night, so you will need to be prepared for that.
Sideways rain and hail. Get as much protection as you can when camping.
You’ll still need to eat
Food and snacks, as well as drinks are important as well. For most weekends it is also pretty strait forward. A decent cooler packed well with ice can keep you in great shape for a 3 day race weekend with little issues. Depending on how much work or driving you do, hydration an and nourishment are paramount! Having snacks and non-sugar/sodium based drinks on hand are a great idea. It is easy to scarf a granola bar and little can of apple juice and a bottle of water on any 10 minute break. Having some cash for food that may be available at the track is also not a bad idea. Often there is concession stands, or outside vendors at track events. Food trucks are becoming more popular at events, but you should still plan to be able to feed yourself!
Rest up! Planning and actually putting in effort to get a good nights sleep when at the track is very important. In our early years racing when I was younger. We would stay up late, drink a lot, eat like crap and have a great time all night and then be tired and grumpy the next day when we should be having fun and getting serious work done on the cars. Getting a good restful nights sleep will help you stay at the top of your game, and help prevent mistakes from the track, to the paddock to loading the trailer properly to drive home to see your family or friends. Being comfortable is a big part of getting a good nights rest. Doing and planning for some of the things talked about above will help you maximize your experience at the race track. You can still be the best you that you can be while sleeping on the ground! It just takes the time and effort to zero in what works for you on each level of your needs.
Food, shelter, hole in the ground – we’re all set!
Take these tips. If you are also a hiker or hunter, just use the same level of prep that you would for a trip like that. Plan for a bit worse than you think you will see. Stay warm and dry. Get quality snacks, food and all the water you can drink. And as always, remember to have fun!
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!
