It’s confirmed. I’m no Lewis Hamilton. And I’m no Martin Scorsese. And I present videographic evidence.
This is the first time using two cameras. I kept the Hero 4 in the usual spot and used the suction cup for a rear facing view. I used the rear facing camera for the sound, as it’s right on top of the engine and a bit out of the wind.
I was using DashWare to render the gauges and data, but it quit working. I installed the latest version, no help. So I found another one, Race Render, but haven’t paid for the full version yet. So it’s demo mode – can’t do more than three minutes.
This is basically my entire third session. Rolling through the paddock, onto pit lane and onto the track. Then every car I saw, whether I was passing or getting passed. Then exiting the track and returning to my spot. But there’s not a whole lap in there, so I added my fast lap of the day.
Thursday I was notified my photos were available to download. This is the fourth time I’ve bought pictures. It’s the first time I didn’t drive away with the pictures. The photographer (PhotoMotion) did a good job, not the best of the bunch, not the least. I guess that doesn’t sound too complimentary, but the truth is I’m happy with the results and feel I got good value for the money.
When I travel to these tracks, I’ve been asked how wherever I am compares to other places I’ve been. This is my twelfth track, so it’s a fair question.
This is the sixth track I’ve lapped that has hosted a major league race. Others are Portland International Raceway, Laguna Seca, and Elkhart Lake, which were perennial entries in the ChampCar calendar, and Sonoma and Pikes Peak International Raceway, which hosted NASCAR. This one’s Formula One. It doesn’t have that patina of age yet, and only time will tell if it gets it. (Does anybody talk about the F1 track at Indy?)
Circuit of the Americas dwarfs the others when it comes to infrastructure. It’s on the biggest piece of land, has the biggest grandstands, biggest parking lots, the most and best appointed garages, biggest meeting rooms. It can handle the most spectators. It has large video screens and the best public address system. Plus, it’s all still pretty much brand new.
This is the best facility I’m ever likely to visit for a track day.
I enjoyed driving on this track. A number of other folks talked about how smooth the track is compared to others they’ve been to. It’s smooth, but it’s not without its undulations and bumps you have to account for under braking.
My favorite tracks feature interesting elevation changes, a combination of fast and slow turns, with some blind or otherwise challenging apexes, and lots of run off. I really don’t like walls anywhere near my car. COTA does have elevation changes, but it basically boils down to one hill to climb, then slalom down. Perhaps I’ve been fortunate that I’ve been able to run on tracks that have a lot of terrain. COTA falls squarely in the middle of the road by this metric.
I believe it’s the fastest track I’ve been on. I’m over 100mph three times each lap with a top speed of 120. Each of these straights end in second gear left turns, so it’s a heavy braking track, too. (I wasn’t in the Lotus at Road America. It’s possible RA may be as fast.)
There is a lot of run off here, and most of it’s paved which is new for me. I never put a wheel off. HPR, ORP, and Thunderhill are in wide-open spaces where if you go off you’re just going to mow some weeds. You do some agricultural driving. Here, when you go off you may as well be in a parking lot. Obviously, the surface is in excellent condition. Although none of the other tracks I’ve driven were better, all the newer tracks have nice surfaces. So I was pretty comfortable pushing a bit.
And there are some fun bits to push through. I found the esses challenging and I enjoyed the carousel (almost as much as the one at Road America).
The Track Day
Edge Addicts ran a very professional operation. It was well organized and well staffed. The event ran on schedule but for a slight delay late. I never lost any track time due to an on track incident. There was an outfit there to help you with tire pressures and other services. A professional photographer was on hand to get good photos for everybody.
I didn’t ask for a car count. I’m assuming they want more cars than I want, given the price of operating the facility. There were a lot of cars there, but it didn’t feel crowded. The track day fees for one day would pay for three days at HPR (but I’m spoiled; it’s more like two days at a California facility). There were a lot of nice cars there. Didn’t see anything like a Lemons car. Everybody was well-behaved.
Sessions were short, about twenty minutes each. I’d rather have four twenty five minute sessions than five twenty minute ones – it also means fewer in and out laps. I got five “fast” laps each session, so more than a quarter of my track time was either an out lap or an in lap. A side effect of the short sessions is that cars are released onto the track nose to tail. Immediately you’re in a train of cars. At one point I was tenth in a line of fifteen cars. The flaggers just held up their blue flags for the whole string. With the shorter sessions they’re pretty much forced to get everybody out quickly.
For my California track days, at least, another side effect of the shorter sessions is the need to hustle people back to the pits when the checkered flag is shown. At home the in lap is done with the idea that you don’t use your brakes, let them cool off. Here, like on my California trip, we kept going fairly fast. But I was able to not use my brakes until making the final turn into the paddock.
The Bottom Line
I had a good time. I’m happy to have done this.