For the last few years, at least, Ferrari of Denver has held a track day for their customers. In the past I somehow never was on the mailing list and didn’t hear about them until after the fact. This year, when I had Ryan doing my alignment I made sure that was rectified. The earlier ones, as far as I know, all happened at the Colorado State Patrol track. This one was out at High Plains Raceway.
Other than seeing lots of expensive cars on the track, I didn’t really know what to expect. The schedule told me it would be a short day, with a driver’s meeting at ten and the final checkered flag at three. Allow for an hour lunch for the corner workers and we’re talking roughly three and a half hours. I was thinking we didn’t have enough cars to break into groups, so it should still be plenty of time to get four twenty five or thirty minute sessions.
Michael kindly came with me, so we loaded up his car with my slicks. I’ve been on the track with a few Ferraris on CECA days, and they were all just a little bit faster than me. So I was thinking that on the slicks I’d have a pretty good chance of passing some of these guys.
I’ve never been a huge Ferrari fan, never had any posters on my walls as a kid. I’ll never have the means to own one so I don’t pay that much attention to them. So I can’t tell you how many of which models were there. There were a bunch of red ones, a couple gray ones, and a very pretty blue one. They were all fairly new. A few of them were brought out by the dealer. I think they were giving rides, and as we were leaving somebody was using the launch control system on one of them. They’re all fast, capable cars. There were a few Porsches out there as well. Again, all fast, capable cars.
We also had a nice Lotus contingent: three Elises and three Evoras. Three of us are club members: myself, Dave and Peter. We made a half-hearted attempt at getting a Lotus group picture but couldn’t track down all the owners.
Back in my misspent youth, I spent a lot of time at a place called Malibu Grand Prix. I was originally attracted to the place because of the large arcade that had dozens of pinball machines. But their big attraction was to drive their 3/4 scale Indy cars. Most people probably compared them to go-karts, but they were much faster, capable of reaching 70mph in a straight line. The track had no straight lines longer than about twenty feet, though. A lap was half a mile long and began with a standing start, and the cars were spaced out such that you could never catch up to the car in front of you. When your lap was done, your time was displayed in large lights for everyone to see. A “Speeding Ticket” good for ten laps cost ten dollars. Most drivers could do a lap in about a minute. Good drivers were in the 54 to 55 second range.
I remember my first lap. I thought I was going really fast. I was hauling ass, and the adrenaline rush was intense! I knew I wasn’t setting any records, but I also knew I was putting in a respectable time. I broke the beam at the checkered flag and got in line for my next lap and looked up at my time, displayed in eighteen inch high lights for the world to see: 90 seconds.
In the drivers meeting today Glenn asked for a show of hands: how many drivers here today had never run a lap on a race track? About a dozen hands went up.
After a couple of sessions I couldn’t help but think of my first lap at Malibu Grand Prix. Here we have a bunch of drivers in some of the world’s fastest production cars out on a race track. I know they thought they were really going fast; I know they felt the rush of adrenaline. And I passed just about every one of them.
I know that there’s a lot to process for a driver the first time they’re on the track, and I try to keep that in mind. But very few of them ever looked in their mirrors. Slow and inattentive is a bad combination on the track. We had a second short drivers meeting at lunch and we were reminded to check our mirrors. It didn’t help much. We were operating under point-by passing: we can’t pass without the driver ahead pointing us by. But if they don’t see the faster car in their mirrors, they never point anybody by.
Even if it was open passing, I’d never have been able to get around them. You see, it’s really easy for a slow driver in a Ferrari to keep me behind him because he has three times the horsepower and on the straight he can pull ahead of me without any effort at all. A typical example today: half way around the lap I caught up to a guy. In some turns where I have the throttle wide open, he was on the brakes. He was taking fourth gear turns in second. And every straight, he’d punch it and I could never get next to him. By the time we crossed the start/finish line, I was 35 seconds slower than my previous lap. That means he was doing about a 3:20 lap.
When the day began, I was looking forward to passing a Ferrari. I knew I’d be on track with a bunch of guys with little or no track experience but I figured their cars were fast enough it would still be a challenge for me to push my little car past them. I wasn’t thinking about my first lap at Malibu Grand Prix. But it’s all good. Everybody with a Ferrari should take it to the track at least once.
The highlight of the day for me was running a few laps behind Dave. He is always a fair bit faster than me. He’s supercharged, so he has a horsepower advantage. And as I’m generally on my street tires, he also has a grip advantage. But today my slicks were the difference.
For the first session after lunch, Michael volunteered to forego a ride so I could try to set a fast lap. After a few laps I came through turn one to see Dave entering the track in front of me. I figured he’d pull away from me on the straight but I found I was keeping up with him. I had to point a Porsche by, and I thought that would get us separated, but when Dave pointed him by I was still somewhat close. I think it’s mentally easier to push when you are trying to catch somebody, and I pushed.
I closed the gap. At one point, I had a nice close-up view of his exhaust spitting flames when he downshifted. Next time around he pointed me by. If this had been a race I’d never have been able to pass him. I was only ever so slightly faster. But it was immensely satisfying. I set a new personal best at 2:07.60 (which is a few seconds slower than Dave’s best). And it was a helluva lot more fun than passing Ferraris piloted by drivers who had never turned a lap before today.
Sadly, the battery died on the camera just before this. I didn’t get video evidence of my lap, and I didn’t get Dave’s car breathing fire. So it goes.
There’s talk that Ferrari of Denver will do another track day soon, this time at the Colorado State Patrol facility. I’m game!
Autobahn Country Club is a country club that, instead of being focused on golf or tennis, is all about performance driving. Members there have access to a race track that can be run in three configurations (North, South, Full Course), a skid pad, and a go-kart track. They can build a garage on-site for all their toys. Most such facilities are open only to members and their guests, but Autobahn sometimes hosts club track days. When I started planning this trip, I thought it would be worth a shot to ask if I could lap there on a guest pass of some sort. After a few emails and phone calls, it was all arranged.
And so, here I am, ready to see how the other half lives.
It was a leisurely morning as I didn’t need to be at the track until 9am. On Thursdays they run a later schedule that varies through the summer, based more or less on when the sun sets. So my first session wouldn’t start until 10:20am. Before that, I needed to visit their instructor. It wasn’t to get any instruction, per se, but to cover all the stuff we usually cover in the drivers meeting.
But I’m getting ahead of myself. The clock radio in my room went
off at 6:10 this morning, tuned to a Spanish language station. Much
of this trip I’ve been getting up at 6:10, but today I wanted to
sleep in a little longer. Didn’t happen.
Went downstairs for breakfast. Same fare as the hotel in Toledo, likely because it’s the same chain. The TV was on the news as it usually is in these places. I’m never particularly interested, but the weather report did catch my attention. They said that this May is now officially the wettest May recorded in Chicago history: a bit more than 8 inches of rain. We get about 14.5 inches of precipitation all year in Denver.
At the track, after getting registered at the front gate, I went to the clubhouse to introduce myself to Ron, the fellow who arranged for me to be here. He told me a bit about the place – when they opened, how many members they have, what improvements they’re working on, and so forth. Then he took me down to meet Tony Kester, one of their instructors. I guess you could call him their resident Stig. He raced professionally for some time, participating in the American Le Mans Series as well as at least one 24 Hours of Le Mans. (A golf club has golf pros, a tennis club has tennis pros, ergo a track club has race pros.)
We covered the usual drivers meeting material – flags, passing rules, passing zones, their LED lights, entering and exiting the track – and sent me on my way. I unloaded the car in an out of the way place. (“Over there by the bleachers is probably best. Members aren’t used to people laying out a bunch of stuff” as those who don’t have garages on-site probably trailer their cars.) Then I headed on to the track.
By now I had two wristbands. One said that I’d paid, the other
that I’d had my meeting with Tony. (Presumably members get
different color wristbands that indicate they only need the one.) The
drill is to go to the end of pit lane and stop. Race control will
have you sign in (actually, he just asked me my name) and when
they’re ready they’ll release you onto the track.
The first session was horrible. Although it wasn’t raining, it rained overnight and there were rivers running across the track. Not just one or two, but nearly everywhere. At the time, I think there were only three turns that were dry. I crawled around the track. Even so, I was going sideways quite a bit. Not “sideways, this is fun!” but “sideways I’m not in control!” I put four wheels off once and was sliding around quite a bit. It was not fun.
As well, I managed to pick the wrong configuration for the lap timer so I wasn’t getting any data (I had selected the North course instead of the South course). In this case, good riddance. There wasn’t any worthwhile data from this session.
Back in the clubhouse I talked to Ron again. “Have Tony show you the wet line.” Great idea. We tracked Tony down. Rewind a bit here. When Tony and I had our little drivers meeting, somebody showed up and asked him if he gave rides to a couple of guys yesterday. “Yes, both at the same time. It was really wet. I don’t think they puked, but they sure looked sick.” So Tony gets a car (an Audi RS5 Quattro, I believe) and takes me for a ride.
The first time around he’s more or less on the line you’d take in the dry. Periodically, he’s doing massive steering inputs or abrupt throttle or brakes to see how much grip there is. It’s a little unsettling. The next two times around he’s following the “wet” line, which is taking the outside of the turn rather than hitting the apex. He was giving a running commentary: “It’s good here. Still pretty slick through here. You have to avoid this puddle” and so on. The wet line works most places, but not all. Anyway, I think I get the idea and he drops me off and puts the car away. His parting shot was, “It’s easier with all-wheel drive!”
While Tony was schooling me on the wet line, a Corvette was out on the track. Well, he was out part of the time. He put it well off the track in the same location I did, but while I was able to regain the track, he needed a tow. He gave up after that, having completed two laps. His times were in the three minute range, probably about what mine were.
After my lesson from Tony, Ron came and found me. He tells me he’s signed me up to drive their BMW M2 Competition Coupe for their touring lap session. In this session we’ll be driving around behind the pace car, not above 50mph or so. No helmet required. They have a Jag I’d like to drive, but Ron tells me it’s always reserved. So the M2 works for me. During the course of the day, several people tell me that’s their favorite car of the bunch. (They have a dozen or so cars for this purpose – Audi, Lexus, BMW, the Jag.)
By now I see that I’m the only one dumb enough to waste his time at the track today. It’s just too wet. And the consensus is that the track won’t dry out, and we may actually get more rain. I’m not exactly pleased. I’ve decided that this whole thing may be a waste of my time and money. If it’s not going to get any better, I may as well leave and do something else. I was pretty down.
But I go out for another session. It’s still wet almost everywhere. I can’t follow the line I’d like to learn: the fast way around a dry track. I can’t turn in where I want, or apex where I want, or brake where I want, or even shift where I want. I’m always looking for the water. It’s drying out a little. I think. Maybe. But I manage to keep it on the track. For a long time. Technically, each run group is given a twenty minute session. But because I’m the only idiot out there, they’ll let me run until I give up. So after 35 minutes I give up. The good news is, I manage to steadily improve.
At lunch time I discover that I’ve somehow lost my credit card. It’s not my only one, so it’s just a pain in the ass and not a total disaster. No idea how I’ve lost it. I didn’t leave it at registration, and haven’t had to use it since. Where could it have gone? Anyway, after lunch is the touring lap session. Just as I’m finishing my sandwich, a gentleman comes by to give me the keys to the BMW. Well, a key fob anyway. There’s no such thing as a car key any more. Then he says, “Not to be demeaning or anything, but do you know how to put this car in park?”
Move the gear selector to “P”? This is not the correct answer.
“When you pull into the parking space, leave it in drive and turn
it off.” We head off to the cars for the laps. It takes me a few
seconds to figure out how to get it into drive. Old dog, new tricks,
I guess. It has paddle shifters but I don’t even try to figure this
Heading on to the track it’s the pace car, another BMW, me, and the Jag. We’re following the dry line even though there’s still quite a few wet spots and puddles. After a few laps it’s pretty obvious to me that we’re doing pretty good lap times. We’re not going very fast down the straights, but we’re not really slowing for the turns. I manage to dig my phone out of my pocket and get the timer running. I didn’t try to turn off any driver aids, but perhaps not all the nannies were enabled. I managed to get it somewhat sideways through the puddles a few times, as did the other BMW driver.
By the time we exit the track my soul has been a little bit crushed. Our parade laps were faster than what I managed the previous session. When I got out of the car, the other BMW driver was talking to Kyle, who was driving the pace car. “Thanks for those last two laps!” Kyle winked and said, “We never went over 50, did we?” Then I showed him my lap timer and my times from my previous session. He laughed (not in a malicious way). It is somewhat funny.
I got to talking with Kyle. He noticed my HPR hat and asked how I liked the place. He says he’s been wanting to run there but hasn’t been able to make it work yet. I told him about the facilities, that it’s a bit crude (no running water, for example) but that the track itself is great. He said he’d worked at a place like that: in the middle of nowhere and porta-potties instead of toilets. I asked him where that was. “Oregon Raceway Park”. Hey, I’ve been there!
By the time of my next session, the sun had been shining for a
while, and we had a little breeze. The track was very nearly dry. I
started really trying to get on it, on the dry line. There were still
a few places where I couldn’t do it, where I had to adjust to avoid
some water, or tiptoe through a turn to avoid spinning, but I was
easily faster than before. All my laps were under two minutes, and my
best was 1:53.27. Not a particularly fast lap, but maybe better than
I’d have done in my first session had it been dry all day.
I had two more sessions after that. I improved my time to 1:48.05. In the clubhouse, they have a screen that is constantly updated with members times. All (or maybe just most) members run with transponders. Their times are displayed on a large monitor. I don’t have a transponder, of course, so my times weren’t included. But by now there were two members out running their spec Miatas. They were lapping in the 1:43’s. Tony asked me which Miatas they were. I described them and he said they were both very good drivers. He thought my time was pretty good given the conditions, my tires, and my lack of experience on this track.
In my penultimate session, I managed to kill another bird (my second on this trip). For a short while I was concerned it was stuck to my car somehow, mashed into the grill or something. Next time around the dead bird was in the middle of the track. At least is wasn’t in a place where I was going to run over it again.
In the last session I failed to improve my time. I got close, but couldn’t best it. (I’d have liked to run a few more laps, but I timed it perfectly. At the gas station down the street I pumped 9.8 gallons of gas into my 10 gallon tank.)
I finished the day with a beer in the clubhouse, packed up all my
stuff, made a final search for my missing credit card, and hit the
road. My first stop was the gas station a couple miles down the road.
I’m glad it wasn’t any farther: I poured 9.8 gallons of gas into
my 10 gallon tank.
My last session started at 6:05, so I didn’t leave the facility until about 7. On the way back to the hotel, at a stoplight a guy in the next lane told me my right headlight is out. So now I’m missing the right front turn signal and right headlight. There’s no damage from the bird strike, so I guess I’m just lucky all my lights are going dim at the same time. (Luck is when bad things happen; everything else is skill.)
Addendum: I found my credit card a couple days later, and now all the turn signals are working again. So it’s just the headlight.
This is a very nice facility. This is the third track I’ve been to that is “members only”. The first was ORP, mentioned above. When I was there, it was more primitive than HPR. The other is Woody Creek, also very primitive. Nothing primitive about Autobahn.
The track is more or less what I expected. We’re in Illinois, so I was expecting it to be as flat as a tabletop. It did have some subtle elevation change, just enough to catch the eye but not enough to challenge the driver. Drainage was a bit of a problem, but as alluded to earlier, this was the rainiest May recorded for the area. In addition to the rivers that ran across the track there were several places where the water percolated up through the asphalt. They really have worked hard on drainage, but what can you do in extreme conditions?
For most of the day, I had the place to myself. The aforementioned Corvette made two laps, and a couple of Miatas ran maybe a dozen laps each. When they left the track, they headed to their garages. So I never met another driver all day. I met quite a few Autobahn employees in the clubhouse, and perhaps one or two members who were there but not driving. The lack of other drivers to talk to was largely due to the track conditions.
Having the place to myself was a bit odd. It was great not having to deal with any traffic at all. Every lap was unimpeded. That’s never happened to me before and probably never will again. On the other hand, track days are very much social events. I like wandering around the paddock talking to the other drivers. Mine was the only car in the paddock. But I’m sure if the conditions had been more normal I’d have had somebody to talk to.
I’m not a man of the means required to be a member. My guest pass was a one-time thing, as a courtesy to an enthusiast passing through. If I lived in the area, I’d go back for a club day (North Woods Shelby Club runs there). I think it’s great that they open the facility up to non-members occasionally.
In spite of the rocky start, I had a great time. Everybody was friendly and made me feel at home. So I give a tip of the hat and a hearty “thank you” to Ron and the rest for hosting me.
I was out the door by 6:30. I grabbed a spot in the paddock and went looking for where the meeting would be. I was early and watched some of the late check-ins, including a fellow who drove his McLaren from Ontario. He didn’t have a tech sheet with him, so they gave him one. He signed it and handed it back. “You need to check the boxes”.
Meeting was at 7:15, all the usual stuff.
In the paddock, I ran into Ken, the only other Lotus in attendance. There were several others registered, all Exiges, but all but Mark canceled. That was a little disappointing. I’m used to seeing a bigger Lotus turn out.
My paddock neighbors were Mark and Don. Mark trailered in his Corvette, Don trailered in his S2000. Both very nice gentlemen. Don had a couple of 5-gallon gas cans and before we went to lunch we used one to fill my tank, then when we went for food we refilled it so he was back to his full allotment. I was a bit surprised that I took the whole 5 gallons. From the gauge it looked like I only needed 4. After running the two afternoon sessions, I was about to pull onto the track for “happy hour” and noticed that I was reading empty and the light was on. So I didn’t run. Later, when leaving the facility, the gauge read about a third of a tank. When I fueled up, I had four gallons left in the tank. Oh well.
Our first session was under full course caution, and everybody ran. I was immediately concerned as I thought it was extremely slippery. The consensus is that it’s a low-grip track. It got better as it warmed up, and by the time my group was out conditions were about as good as they’d get. It was pretty slick, but not any worse than, say, Portland was. By the time I’d run a couple of sessions at speed I was comfortable with the grip level.
For the two morning sessions I didn’t bother running the cameras. I was still trying to figure the place out. The organizers said they’d try to find an instructor for me, but I told them part of the fun for me was figuring it out on my own. This struck them as out of the ordinary. Why not get the advice of an experienced driver and get up to speed quicker? Different strokes.
After lunch, after Don and I got back to the track from our Subway/BP run, the novice group had a second classroom session. I had skipped the first one. This second one included a turn-by-turn analysis of the track. I figured it would be good for me. It was helpful. The best thing, in my mind, was that I’d figured out most of what he told us. One thing that I hadn’t started doing but knew I needed to, was using the curbs more. Most of them are quite flat. He told us to get a good time here you’ve got to treat the curbs as part of the track. For the rest of the day I took that advice. The only other helpful tip I hadn’t already figured out was gear selection for turn 11. I was taking it much too slow. He said that’s the most “under driven” turn on the track (everybody tends to take it too slow).
I was running in the Green group with the novices. We had forty cars in each group, I believe. That’s a busy group. I may have gotten a clean lap in my third session, I’ll have to look at the video. I didn’t get a clean one in the fourth. In spite of that, I managed my best time of the day in that session: 1:53.33. My goal is to lap in the 1:52’s, so if I get a few clean laps I should be able to reach it.
I have to spend a lot of time in my mirrors because there are so many fast cars in the novice group. I think the only car in my group with less hp is a Miata. There’s a Mini (I met the owner at the restaurant last night), he’s turbocharged and has more hp but is heavier. Then it’s Porsches, Mustangs, and Corvettes. Oh, and the McLaren. There was a WRX and a couple of BRZ’s (or variants). Some of the Mustangs and Corvettes were slower, but I think they were all more capable cars. One of these Vettes pointed me by then dragged me down the straight so I couldn’t pass him. (Yes, I specifically brought this up during the meeting.)
The weather couldn’t have been better. It was a bit warm, but
not hot. It was dry, although the consensus is that we’ll see rain
tomorrow. I talked to a couple of Porsche guys who will swap today’s
slicks for something with tread for tomorrow. I’ll happily run in
the rain. (Easy to say that now, never having done it.) It will send
a lot of people home, that’s for sure.
A good, fun day.
For dinner, pulled into a Mexican place across the street from the motel. It was closed. Plan B was Arby’s, two doors down. It was also closed. I ended up at Bob Evans and had breakfast for dinner.
For the most part, today was much like yesterday. Only muggier.
Uncomfortably warm. The same temperature at HPR would be comfortable
but the humidity made it not so much fun for me. It wasn’t bad,
just not like yesterday.
One item at the drivers meeting was an instructor saying he saw some drivers waving “thanks” for a point-by. Here with Chin this is a no-no. Drivers need to keep both hands on the wheel. I was one of those drivers. Near the end of the day I mentioned this to a couple of the other guys and they said they thought it’s not a big deal. These things happen on the straights and not in the turns. I noticed that nobody gave me a “thank you” wave yesterday, so I realized it was different in this group. But even after it was mentioned this morning, late in the somebody did give me a “thanks”. So I wasn’t the only one.
Yesterday I don’t think I got a clear lap the whole day. I
probably got a few, but it was a very busy day passing and being
passed. Had you asked me yesterday if there was a way to improve
things, I’d have said “fewer cars”. We started with forty cars
in each group. That’s more cars per length of track than I’m used
I purposely didn’t make any attempt to move up to the blue
group. Two reasons: I was comfortable with this group and by now was
accustomed to their behavior and if a few drivers did move up, that
would be more guys running blue and fewer running green. And that
showed up today. I had several long sequences of clean laps. Maybe
not fully unencumbered, but I did feel I had lots of “clean air”.
Today my best lap was 1:50.30, which exceeded my goal by quite a bit. This was in the fourth session. I’m quite happy with these results. Unfortunately, neither camera was running as the batteries died in both of them. I’d moved the old camera to the nose and the new one to the rear mount hoping to get a greater sensation of speed, but got nothing instead. I’ve had one camera poop out on me, but never both. I’d even swapped out the spare battery for the old camera and had the new one plugged in and charging. So it goes.
Incidents of note. In the second morning session, I was reeling in Don. I caught him early but there was quite a bit of traffic, some we caught, some caught us. By the time we’d cleared it, I thought he’d worked quite a way ahead but I found myself right up with him. He’d been having minor clutch problems and was ending his runs a lap or two before the sessions ended. When he pointed me by, instead of ending his run he decided to stay out for another lap so he’d get some good footage of me. He was right with me from the start/finish to the chicane, but when I got on the back straight he was nowhere to be seen. Next time around I saw him parked on the infield.
I was concerned something bad happened, as he never moved again. Turns out he just ran it out of gas.
By the end of the day, most folks had cleared out. So the last
session was great and I was looking forward to “happy hour” when
everybody can run (and we use green group passing rules). Don donated
a couple of gallons to me so I didn’t have to worry about suffering
his fate. For those laps, I ditched the hot fire suit and went out in
shorts and t-shirt (but still with gloves). I was much more
comfortable. That comfort ended when it started raining. In reality,
I’d be better saying that it started sprinkling. I was getting
raindrops on the windshield, but I’d had this much rain at HPR and
it was really no big deal.
Everybody who’d run here in the rain said it was really slick. I
figured they were exaggerating. The first drops hit my windshield
about turn 1. Coming out of the keyhole I half spun the car, coming
to a rest in the middle of the track, facing 90 degrees to the right.
I got going quickly and continued at a somewhat reduced speed, only
to nearly do it again in the next turn. I thought I was going to go
off sideways (which I never want to do) but managed to somehow keep
it on track. That was enough for me, and I made my way, slowly, back
to the paddock. I think everybody else did the same.
The rain looked quite threatening and as I started packing up it really began to come down. So I packed up in a bit of a rush. Just as I was finishing up it quit raining, at least here at the track.
I headed to Toledo. Leaving the track I had short journeys along state routes, then followed a combination of US 30 and US 23 through some heavy weather. Big lightning strikes were hitting in the near distance, but somehow the highway turned slightly each time to avoid the worst of the rain. I did encounter a short cloudburst that had traffic down from 75mph to more like 40, but never hydroplaned. Finally, a short Rule #1 violation up I-75. Had a nice visit with Ruth and Loral. Found a motel and checked in.
This event was put on by Chin Motorsports. They do these a a long list of tracks east of the Mississippi. They run a well-organized event. As is usual, it’s a bit on the expensive side compared to home, but that’s mostly because I’m spoiled here. It’s more everywhere than here. This one was more than either of the Hooked On Driving events, and like them you need to buy an annual membership. This two day event plus the membership would get me three full days plus half a day of open lapping at HPR.
There were a lot of high dollar cars here, probably the most expensive crowd I’ve run with. Not a LeMons car to be seen. Quite a few of the cars were fully prepped race cars. I saw a Miata with a hammer and sickle on the hood and wanted to talk to the driver. He left not feeling well. When I saw it back out on the track I thought he’d returned. But no, the guy driving the car was his coach, working on some setup changes. So it’s a bit of a different crowd than I’m accustomed to.
They had plenty of instructors on hand and at least three classroom sessions for the novice drivers. Everyone followed the rules and there were no incidents that I’m aware of. Certainly no contact, either car vs car or car vs wall. The only yellow flag during any of my sessions was for when Don ran out of gas. In the meetings we were told to expect blue flags but I never once saw one, so I’m guessing they use them at some of their other tracks.
They had a photographer there. I glanced through his shots of me but passed. His prices were a bit lower than the other guys doing this, but I’ve already blown my budget for this trip. I tried to talk him into giving me five or six shots for twenty bucks. His counter offer was one for twenty. As long as it was cash.
I registered for the afternoon session of the most recent Emich sponsored track day. After all the changes we made to the car, it’s only prudent to get her out on the track before I drive cross-country for events at Mid-Ohio and Autobahn.
I’ve done a few Emich days before. In fact, my last track day was an Emich day. That didn’t end well. I was running on slicks, made a minor driver error, spun the car and broke the motor mounts. Aside from that, I thought it was a pretty good day: everyone was fairly well-behaved and each track session had less traffic than the one before as many of the folks who registered for the full day got tired and left.
But this may be the last.
When I picked up my wristband I asked about the car count. “Seventy or so. Not too bad.” If equally divided between novice and experienced, that’s three dozen cars on track at the same time. That’s a traffic jam. Oh well, it will get better as folks leave.
But my assumption is that the guys (and it was all guys) running in the experienced group are actually experienced and not novices.
I’ve been to so many drivers meetings at HPR I could easily run them. All the usual stuff gets covered: how to get on and off the track, what the lights and flags mean, and passing rules. For the experienced group, we have open passing. Meaning you don’t need a point-by to pass, and you can do it wherever you think it’s safe. There are two things of particular interest to me, and if Glen doesn’t mention them, I’ll raise my hand. First is reminding the high horsepower cars that if they see a low horsepower car in their mirrors, please don’t race down the straight and that they’ll need to lift to let us by. Second is that it’s the responsibility of the passing car to go around the slower car. It’s not the responsibility of the slower car to get out of the way.
I brought up the first one, and somebody else brought up the second. When I made my comment about horsepower differences, Glen reinforced it by saying that horsepower doesn’t matter: if somebody caught up to you, they’re faster. Let them by. The other point was reiterated as well. The slower car should not deviate from his line.
I Lose My Composure
In my second session I caught up to a silver Corvette. I was faster everywhere on the track except the straights, where he used his horsepower to get away. I was behind him for nearly a lap, and when we got onto the long straight I expected him to let me by. Instead, he hauled ass ahead only for me to catch him in the next turn. Later that lap, I pointed Dave Green by me. At the start of the straight Dave pulls out to pass, but the Corvette hauls ass again, totally unaware he is now holding up two Lotus behind him. We finally get around him after turn 5.
Next time around there are flashing yellow lights: said silver Corvette is stopped on the inside of turn seven. Well, he won’t be holding anybody up any longer. But he is there for the rest of the session while the tow truck deals with him. So we have yellow flag (actually, flashing yellow lights) conditions there: get off the throttle until you pass the incident.
Meanwhile, in my mirrors I see a brown Cadillac catching me. Sort of. He’s not making any headway at all in the turns but is much faster on the straights. On the highway straight he gets optimistic and pulls to the inside thinking he’ll outbrake me into 4. He’s not even close. He doesn’t see that I’m braking much later than he is.
Next time around, he’s still quite a ways back. He dive bombs me again and is able to sneak inside. He doesn’t remember the comment during the meeting that “there are no F1 scouts here today. Nobody will be impressed by dive bombing somebody into a turn.” Under ideal conditions, he can’t take the turn as fast as I can, and it’s even worse for him because he’s way to the inside. So we go through the turn about 20 mph slower than normal for me. But he’s ahead now, so he’s happy.
A few seconds later we’re in the yellow flag area, passing the tow truck and the stricken Corvette. At the hairpin we are good to go to full throttle again, and we do. We’re headed through the downhill esses, a right-left-right combination under full throttle. A glance in the mirror and what do I see? A Camaro moving to my left, attempting to pass here. This is the second worst place to try to pass on this track. Where does he think I’m going to go? Does he expect me to just disappear?
It’s the faster driver’s responsibility to make a safe pass, and the slower driver should keep on his line. My line goes apex to apex to apex, crossing the entire width of the track twice through here. And this guy is going to pass?
The Corvette driver was being oblivious and rude by not paying attention to his mirrors. But he wasn’t dangerous. The Cadillac driver was overly optimistic and in a hurry; couldn’t wait to actually catch me. He didn’t understand the differences in our cars and abilities but because he did this at the end of the straight, I had no trouble seeing him and knowing where he was. He could easily have put me off by forcing me to slow down so much more than usual; I couldn’t take my line because he stole it. If I couldn’t slow down enough I’d have gone off.
Where the Camaro wanted to pass me is a different story. It’s not straight. He put himself in my blind spot; I couldn’t tell where he was going. I have a split second to act. The only sensible thing to do is to stay on my line. If he presses his pass, either we collide or he goes off. Any experienced driver knows this is a bad place to pass and will wait the few seconds to pass.
He passes me after the turns. And I express my displeasure with an extended middle finger. I lost my composure. I shouldn’t have done that. I’m generally pretty good about not doing that on the streets, and I’ve never done it before on the track. I was wrong.
But the Camaro driver was a dangerous idiot.
Who promptly found me in the paddock. If I’d have been able to track him down to chat, I’d have started by apologizing for flipping him off. But instead I got a face full of belligerence. “You got a problem with my driving?” and “I’m allowed to pass anywhere” and “I’m going to wrap your head around your steering wheel” and “I’ll kick your ass”. My response to the last was “Bring it on.” I figure if he assaults me, he goes to jail. Then he changed tack from threatening to insulting: “You’re a shitty driver”, “Your car is stupid”, “Your jumpsuit is stupid”. He continues: “I’ve been here several times, you don’t know what you’re doing out there.” He finally decides to walk away, but keeps turning around and continuing: “You’re shaking your head. You’re shaking! You’re a coward!”
Obviously, I’m writing this a couple days later. Yesterday I looked at the video. Should I have seen him before I did? It turns out that he showed up behind me because he didn’t slow down for the tow truck. I don’t know if he was on full throttle up the hill, but he caught me and the Cadillac from a great distance. We didn’t slow to a crawl, and I’d guess the Camaro was doing 15 or 20 mph more than us. That might not have been full throttle, but it was way too fast with the tow truck right there.
I lost my composure because these three things happened back to back to back. It’s not the first time for any of these things but the combination made me lose my cool. I will learn from it. But I really don’t think the other drivers will. I’m reasonably certain none of them knows that they did anything wrong.
So my self-defense will be to avoid HPR track days where I expect a big car count. CECA days may be more expensive, but there aren’t as many cars and the core group is pretty steady, so we know each other and have some built-in expectations that we can rely on.
Okay, enough navel-gazing.
Aside from that drama, it was a good day. The car worked well. No problems with the clutch, motor mounts, wheel studs, or battery tie-down. A pair of new tires for the front and an oil change and I’ll be ready for my big trip.
And there was one lap where it was rather fun to be in traffic. Here I am, for a time sandwiched between a McLaren and a Ferrari.
No, this is not the story of how Indiana was settled.
Several months ago I found a set of “gently used” Hoosier A7 slicks for sale on Lotus Talk. The seller was in Fountain Hills, Arizona, which added a bit to the degree of difficulty in obtaining them, but only a bit. Michael was in school in Phoenix so he could fetch them for me if I managed to strike a deal. We knew we’d be bringing a load of his stuff back to Denver at the end of the summer anyway, so why not add a set of tires to the mix?
I contacted the seller, who wanted two hundred dollars. I told him they weren’t worth that much to me and asked if he’d take forty. After a long pause he countered with sixty and we had a deal. Michael went to his house to collect them, and when Michael graduated I went down to Phoenix and helped him move his stuff home, along with my set of slicks.
Here it is the end of September, and finally time to put the rubber to the road, so to speak. I’ve been thinking about the difference between the Hoosiers and the Dunlops for quite a while now. The anticipation was exquisite. How much faster can I go over the course of a lap? Specifically, I wondered if I could average two miles per hour over the whole lap. If I exited turn 3 two miles an hour faster, could I carry that two miles per hour down the length of the highway straight? How much faster could I go in the sweeping uphill right handers of turns 7 and 11? I was pretty sure I could take turn 3 flat. I was pretty sure I could take 7 in fourth gear instead of third. Certainly I could average two miles per hour better. Then I did the math. Two miles per hour works out to about four seconds per lap. Two miles per hour doesn’t sound like much, but four seconds per lap sounds huge.
Sunday, September 23
The thing about track wheels and tires for an Elise that is driven to the track rather than trailered is that a support vehicle is necessary. My last set of track tires were street legal – I could mount them on the car at home and drive to and from the track – but slicks definitely are not. I sure wouldn’t want to get stuck in even the lightest rain in slicks. Also, I’d basically use the tires up completely driving them the 140 miles or so for the round trip. So I can’t run the slicks unless somebody goes with me. Michael kindly volunteered, even with the proviso that there’d be at least one session where I wouldn’t want a passenger so I could try to set a fast lap. (I figure the weight of a passenger costs me something like two seconds per lap.)
This was an Emich sponsored event and they offer full day, morning only, and afternoon only sessions. I signed up for only the afternoon session, with (I thought) the drivers meeting starting at noon. They’d break us into two groups, fast and slow, and we’d get four half-hour runs. My experience with these things is that most of the full day runners give up by mid-afternoon and that I’d have the most traffic in the first run and least in the last one.
Michael and I met up with Scott at the park and ride and we caravanned to Byers where we filled up with fuel. Michael and I abandoned Scott at the gas station so we could get a head start on setting up our stuff. We brought not only my track wheels but some chairs and a “gazebo”. That’s what it says on the box, but I’d call it more like a canopy. It provides shade, anyway, if the wind doesn’t carry it off. This was a risk, as we didn’t have any bungees to allow us to use the street wheels as ballast. We weren’t expecting wind, but you never know.
Turns out I was wrong on the meeting time, which was actually 12:30. That’s not a bad thing, as we didn’t have to hurry with anything. We got the canopy deployed and I went to work swapping the wheels. Here I will interject that I was poking around the internet the night before trying to decide how often I need to replace the wheel studs. So I use the breaker bar to get the lug nuts started all the way around, then start at the left front wheel with the impact wrench. Wouldn’t you know, the very first lug comes off bringing the stud with it.
I showed it to Michael and said, “Well, I’m done for the day!” I was pretty crestfallen. I lost a stud several years ago at an Eiskhana event and tried to drive it home slowly. Before I got home another stud failed. I ended up getting towed that time.
Luckily, Mark happened to be there. I met Mark through Dennis. Dennis owned the car I drove in the ChumpCar race at Road America a few years back. Dennis ran his car in three different race series so he had to have a pretty long list of drivers available. Mark was one of those drivers. He was here today running his Miata.
Mark says, “I’ve got some blue Loctite.” So we put that sucker back in and had an hour or so to cure before I took it out. I was still pretty concerned during my first session, paying close attention for any unusual vibrations. But all is well, and at the end of the day when we swapped back to the street wheels the stud stayed in place. In any event, even though I don’t have an answer to “how often do I need to replace the studs” I do know that I’ll be replacing them in the next few weeks.
I went out for the first session without Michael in the passenger seat. I was a bit uncertain how the slicks would work. They’re autocross tires, designed to heat up very quickly. So they’re not necessarily suited to running a half-hour track session. I’ve been told they’ll get greasy pretty quickly. One experienced racer told me I might only get one good lap on them. And, as I said, I was concerned about the stud.
But the biggest problem in that first session was the traffic. It was a bit like rush hour. Scott wanted to follow me around for the first lap, so I took it pretty easy. By the end of our out lap we were catching up to people. Going in to turn 4 I was seventh in line. The fast group is open passing, meaning we didn’t need the slower car to point us by. And everybody in front of me had a horsepower advantage. Nobody was pointing anybody by, but nobody was able to execute a pass. I got by two BMW’s and next time into turn 4 I was still seventh in line. At the end of the lap two cars went into the pits and on the pit straight I passed two more and got another in turn 1. It was the fourth lap before I got a clean run. That lap ended up being the day’s best. It was the only lap of the session where I had no traffic.
That best lap beat by previous best by two seconds and my best on the Dunlops by nearly five seconds. So I managed to get my two miles per hour. It was a little like driving a different car. Because of the greater cornering speed, I didn’t have to resort to my unusual line through 2, 6, and 11. I took 3 flat once or twice and was easily on cam in fourth gear through turn 7. I was six miles per hour faster in the pit straight, ten miles per hour faster through turn 4 and six miles per hour faster through turn 7. And yet I was slower on the highway straight. It was exhilarating. And I felt I could beat that time by another two seconds if I had a few clean laps.
The next two sessions I took Michael as a passenger. I’m thinking a passenger costs me about two seconds per lap. The first session with him I managed a 2:10, which isn’t much slower than that two seconds. The second session with Michael I had two laps in the 2:07’s, just a fraction slower than my best lap of that first session. If my two second guesstimate for the passenger is correct, my goal of doing a 2:05 is within reach. My lap timer confirmed that: it says my optimal lap in my first session was a 2:05.53. (That optimal lap is comprised of my best times in each of the three sectors put together as a theoretical lap.)
My last session started at 4:30. By now most people had left. I should be able to run eight or nine laps without any traffic. The tires still felt great, never felt greasy once. I was feeling good. I was psyched.
In my first timed lap (according to the data) I entered turn 7 two miles an hour faster than I had all day. Going up the hill I was in fourth gear and on cam. At the time, I’d have said I was doing it just as I’d done two dozen times already. But the data shows that I got off the throttle a little earlier than I had before. With the extra entry speed, I must have felt I was running wide at the exit, so I got off the throttle a little early.
I lost the back of the car, went into a spin, dropped the rear off the track. After 180 degrees was momentarily rolling backwards up the track before the car spun another 180 degrees. The car stalled and the oil light was illuminated for a second or two. I was going again right away. I never went more than a few inches off the track. But it was a violent spin. I’ve been sideways many times and always caught it. The only two times I spun the car before this was when I had the hub carrier bolts shear.
At the end of the lap I reported to the black flag station. Glen was already there talking to another driver. When it was my turn he asked what happened. I told him I lost it, that I spun all the way around. But I said maybe it was 180 one direction then 180 back the other way. “You don’t know how many times you spun?” I was there, I did it, but my eyewitness testimony was unreliable.
Everything felt okay, and Glen looked the car over and let me rejoin the session. On the next lap, as I was nearing turn 4 a car lost it between 4 and 5, first going off the left side, then crossing the track and going off the right side. He kicked up an enormous dust cloud and the lights in the turn 5 bunker were flashing yellow. I went pretty slow through the cloud of dust, not really sure where that car ended up.
Next time around, when I entered turn 4 I tried to downshift from fifth to fourth. But I couldn’t find fourth. I eventually got it back into fifth, but something was wrong. I continued slowly, trying to find a gear other than fifth. I eventually got one, but things were not good. I exited the track and going slowly through the paddock I heard a new noise. The noise went away when I engaged the clutch, came back when I released it.
With the car stopped I was able to select any gear. Michael jumped in and we drove slowly through the paddock. Gear selection was working again, but the noise was still there. We looked things over to the best of our ability when we remounted the street wheels. Nothing looked amiss with the suspension. Michael suggested that I’d broken a transmission mount. That would fit the symptoms. After a short discussion we decided I could drive the car home, taking it easy. So we packed everything up and hit the road.
Monday, September 24
At lunch today we put the car up on the ramps, took off the access panel under the engine and had a good look around. The rear engine mount is clearly broken, but the other three look intact. None of the bolts or studs appear to be damaged and everything else looks good.
I spent a fair amount of time looking at the video of the incident. I’m going to have to go with driver error. I shouldn’t have lifted until I had the car straightened out. For years I’ve heard that LOTUS stands for “Lift Off Throttle U Spin”, but I’ve never experienced it. That was quite the introduction.
Next on the agenda is ordering a set of motor mounts. I’m going to go with an upgrade from OEM. I’ve done a fair amount of research and will go with the Innovative mounts. I expect to feel a fair amount of additional vibration in the cabin, but these mounts will be better suited to the track and will likely improve shifter feel.
I’ll also order a new set of wheel studs.
I’ve been happy running track days on my street tires. I don’t feel the need to run on slicks all the time, and I really don’t want to spend a bunch of money on tires. The last set of track tires cost me about $800 and lasted four days. I got these Hoosiers because they were a bargain. I will continue to use these tires until they’re used up, whenever I can get somebody to cart them out to the track for me. But I know running slicks greatly increases wear and tear on the car. I do want to run better tires at the track, but ideally I could drive them to and from; ideally they’d last ten or twelve track days. I’ll keep looking.
But there’s no denying the thrill I got from these tires. Until the end there.
It’s time again for the RMVR race through the streets of Snowmass. It’s a big event and they need a lot of volunteers. Just like last year, they’re bribing me with free laps at Aspen Motorsports Park. (It used to be called Woody Creek and although I was never there when it operated under that name, I will continue to call it Woody Creek.) The place is privately owned and there are limited opportunities to run there, so I’ll take advantage of the opportunity. Last year’s visit was less than ideal, so I’m confident I’ll have a much better experience this time.
I was out the door by a quarter after seven, fueled up and on my way by 7:30.
The aspen are quite nice right now. Many trees still have some green leaves so unless there’s a big wind storm I should have some nice views on the way home. Why “the way home” and not “this morning?” I left the house early enough to make a stab at hiking to Hanging Lake. I’ve never been there, and next year they’re going to a permit system which will likely mean a lottery. I figure there’s a slight chance that I can get into the parking lot today, so that’s what I’m shooting for. But I will admit that the chances are not great.
I made it to the parking lot there a bit after 10:30 but the parking lot was full. Dang. Oh well. The ranger suggested I try later this afternoon, but I’ll be busy. The original plan was to go home via Independence Pass and Loveland Pass and get some GoPro footage of both of them. Instead, I think I’ll take another stab at Hanging Lake on Tuesday. If I get there early enough I should be in business. Early enough might be 8am. Which would mean being on the road by 7. Sounds doable.
Without the detour to Hanging Lake, I arrived at the track at a quarter to 11, which was way too early. But that’s okay. They were letting people in, so I had a leisurely time unpacking the car and getting everything ready.
Last year, the track day was after the RMVR race and a bunch of race cars showed up. This time it’s before the race and it’s only volunteers. At the start we had 10 cars, which we broke into two groups of five. The track is 1.1 miles long and they set up some tire barriers on the back straight to make a chicane. The track is narrow and bumpy and with the chicane isn’t well suited to passing, so we won’t be doing any. If we catch a slower car we are to go into the pit and wait for a release onto clear track.
Even with the extra time before my first session I managed to dilly dally too long. RaceChrono doesn’t have Aspen Motorsports Park in the library so I had to add it. It has been a while since I did this, and I’d forgotten exactly how to do it. So I ran the first session I ran without the lap timer.
Between sessions one and two I got the track added. It took me a while to figure it out, but that’s not because it’s hard to do but because I can sometimes be clueless. It’s actually pretty easy. At minimum, just plop a marker down at the start/finish line, rotate the arrow to match the running direction, and optionally set the width of the track.
In the second session I gave a ride to one of the paramedics. He used to work at the Lotus dealer in Denver many years ago. He has ridden in an Elise, but has never been in one on the track. He was quite impressed by the car’s ability to change direction. After a few laps I dropped him off so he could get back to his job. It wouldn’t be ideal for us if something happened where we needed the ambulance but both the paramedics were getting rides.
When I got out of the car after the second session to shut off the cameras, the new one’s battery had died. I usually get three sessions on a full charge. I thought I had full charges in all the cameras but am clearly mistaken. We were running twenty minute sessions and there was still plenty of time before I needed to be at the meeting. My goal for the day was to get three sessions, and I’d have no trouble doing that even taking a break. So I sat out a session while I charged the battery.
Third session I gave a ride to one of the other volunteers. He kept up a running commentary the whole time he was in the car but I couldn’t hear a word he said. Afterwards we chatted; he said he was saying mostly favorable things. Both passengers were impressed with the car.
Batteries survived the third session, where I set my best time. Under the little canopy in the pits where they have some tables and coolers and helmets to borrow, they have a leader board posted. The important things to note about these times is that they’re run by the members of the track who have run many, many laps, and that the laps they’re running don’t include the chicane. I think my times were favorable (my best was 1:09.19), given that this was essentially my first day there and the chicane certainly slowed me down.
After everybody was off the track Jason brought out his Europa. It sat in a barn for years before he bought it and has only about thirty thousand miles on the clock. It also seems to have some racing heritage based on some stickers in the engine compartment. The way he talked about it I was expecting it to be in rougher shape. He wanted to do a size comparison against the Elise. They’re very similar sizes: measurement by eyeball says the Europa is an inch or two longer and maybe an inch lower.
Side by side
I left the track in time to get checked into the hotel before our required 5pm meeting. On the way to highway 82 I saw a bunch of McLarens heading to the track. They had a short session starting at 4. I gave a peace sign to the first group of 5 or 6 cars but only the last guy in line acknowledged me. I waved at the next group of 4 or 5 and they all waved back. Maybe McLaren owners don’t like peace signs.
I got checked in and headed to my room to drop off most of my stuff. On the stairs I met my roommate for the stay: Brian. The door lock wasn’t working and he had called the maintenance guys. They showed up just after I did. He said he’d only be using the room for the shower because he’ll be sleeping in his van. That works for me. I dumped the first pile of my stuff on the bed then parked the car. Upon my return Brian had already left and my key didn’t work, so I had to get it re-keyed.
This meeting was for both corner workers and crowd control. Last year it was two separate meetings. It sounds like they learned some lessons from last year. From my limited perspective, last year’s event went off pretty well, but there’s always room for improvement. This year it’s a two day event rather than a single day. My assigned station this year is about a hundred yards up the hill from last year. I was on a straightaway last time and this time I’m in a corner, which should be more entertaining. Last year I didn’t have much to do, as I wasn’t in a very busy spot. I’m guessing this year will be very similar.
I went back to the room and I got the laptop fired up in order to copy the videos from the cameras. But the laptop didn’t recognize the newer camera. At the same time, Windows decided it needed to update itself. The laptop is so old it doesn’t perform very well, and doesn’t like to multi task. So I didn’t expect to make much progress.
Luckily, Jason was done at the track and was free for dinner. Even though he’s not a beer drinker, he kindly agreed to meet me at the brew pub closest to my hotel. We had a nice chat and I ate too much.
Here’s a video with a few laps. They’re short laps. I don’t think the bumpiness of the track comes through on the video, but it’s pretty obvious how narrow it is. Also note that all the turns are second gear and I’m only into third gear twice each lap. Still, that fast lap works out to about 57mph average speed. Above, I mentioned that when we caught a slower car we were to pull into the pits and wait for a gap. It didn’t always work out that way – sometimes the slower car pulled over for me.
I did a Thursday evening session last year. We got sprinkled on but it never got wet, and I had to end early due to my battery coming dislodged. So I’ve been looking forward to another Thursday evening session for about a year. I figured I’d be able to stay long enough for it to get dark, but was sort of hoping we’d have a thunderstorm roll through so I could see what it’s like in the wet.
It didn’t rain until the drive home, but more about that later.
I finally met Martha, who was the high bidder at a fund raiser several months ago for a ride in the car. We’d been trading messages for quite a while. At one point, she was going to give her ride to Lucia. As it turns out they both were there. Martha rode for only a few laps so I gave Lucia a few laps too. They both seemed to enjoy it.
The first session after they left, I noticed that RaceChrono was showing me a message: “Connecting to ODB…” It never could connect, so the first several sessions are without OBD data. That’s disappointing. I’d been bragging how well everything was working, and was looking forward to using the speed data from the ODB rather than the phone, which should be more accurate. I eventually got it working after unplugging the dongle then plugging it back in (that didn’t work), turning the phone off and back on (that didn’t work), then removing the ODB device from RaceChrono and adding it back in.
I ended up running six sessions. Four of those totaled only sixteen laps though, so that works out to be more like two sessions. The other two sessions were ten and eleven laps, so it comes out to about four full sessions. But I only got OBD data for the last two, which were four laps each. That should have been a single session, but when I got out on track I noticed I was low on gas. It hadn’t gotten fully dark yet, and I wanted to keep going, so I pumped a couple gallons of rocket fuel (98 octane unleaded racing gas) into the tank and went back out.
I really had a good time. There weren’t many cars running so we didn’t bother with the usual fast and slow groups. I ran about as many laps as I would during a CECA event for a bit over half the cost. I had a couple of nice laps in there as well. I ran two laps in the 2:12’s, which is as fast as I’ve ever done on the Direzza tires. My quickest ever is in the 2:09’s running on the stock Yoko’s. At the time, by best on the Direzzas was in the 2:14’s. I picked up a gently used set of A7’s and I can’t help but wonder how much faster those tires are. I would expect them to be quicker than the Yoko’s, so until I find out I’m operating under the delusion a 2:07 may be attainable. That must be delusional thinking, right?
I will admit here that I went four wheels off the track twice. First, I was on a flyer and through the first three turns was improving on my fastest lap of the evening. Then I caught up to Chad at the end of the highway straight. I figured I’d be past him before the braking zone but misjudged it a bit. He broke later than I anticipated. So I found myself braking too late and well inside my usual line. I had no hope of making it so I straight-lined it.
The second time was my very last lap. I had just done my best lap of the day. That lap was in near dark and every minute was getting darker. I could easily run pretty decent laps in the dark, but it’s more of a challenge to push it. I pushed it into turn three and badly missed the apex. That was confirmation that I wouldn’t be improving my time, and gave me a bit of insight into what the endurance racers face. They have better lights, but still, it’s a challenge.
The drive home was the most exciting part of the evening. It was only sprinkling on the drive from the track to Byers, but lightning was strobing the clouds clear across the horizon. It started raining when I got to the gas station, but it wasn’t terribly heavy yet. A few miles up I-70 it really started coming down. I had a hard time with visibility and had to slow to about 55. Then it stopped raining and a the road was dry in the right lane.
A few minutes later, the rain came down in Biblical proportions. I wasn’t having any problems with hydroplaning but I was really having a hard time seeing the lane markings. I had both windows cracked but the windshield started fogging up badly. Trying to get the windshield de-fogged I opened both windows a bit farther. Pretty much everything got soaked. I slowed down to about 20. A bunch of cars and trucks had pulled over to the side of the road and stopped. I considered it, but was afraid I wouldn’t get fully off the road and would get rear-ended. So I kept crawling along. Thankfully, a flatbed semi passed me and I had an easier time following him. I managed to get the defroster going and cleared a bit of windshield. It continued like this for quite a while. Luckily, there was no hail.
So here’s the best lap of the evening. I ran the new GoPro’s battery down on the previous session. I have a spare for the old camera (which usually gets mounted on the back, for rear view and sound). With just the one camera, the sound isn’t as good. And I didn’t aim it very well so I have too much cockpit for my taste. Finally, being that it’s an automatic exposure, it comes out lighter than it really was and introduces all that noise.
I arrived at Road America at about 5:00pm and checked in. My packet included a schedule, my driver’s wristband, a ticket for the dinner Friday night. I’d forgotten which group I signed up for; the label on the packet indicated I’m in Group 2. I asked about tent camping and was directed to a window at the other end of the building. There I paid my $50 flat rate (good for the entire weekend). I was to set up anywhere in the paddock where there’s grass.
I picked a spot at the bottom of the hill in the North Paddock and unpacked. I probably should have looked around first; there are some spots that get afternoon shade that might have been better. But by then I’d unloaded the car and met all my neighbors. None of them was camping, so I had the area to myself. I met Jeff, Jeff, Jeff, Dan, Dan, Otto, and Tracy. My little one-man tent was a source of amusement. One of the Jeff’s said he felt bad that his tires had a bigger tent than I did. I joked that it was the biggest tent I could fit in the Lotus.
My next task was to get my tech inspection. About all they did was verify that I had brake lights. They gave a cursory glance at the motor, presumably to spot any obvious leaks. They also checked my helmet, attaching a sticker good for NWSC events through 2026. On the car I got a tech sticker on the left side of the windshield and group sticker for top center of windshield. Mine is “F2”, which translates to Friday Group 2. Other examples I saw were “F2S2” (Friday and Saturday, Group 2) and “Z3” (all weekend, Group 3)
The folks around me, the 3 Jeffs, 2 Dans, and so on, were a nice friendly crowd. We had a 3 series BMW and an M3, a fairly new Boss 302 Mustang, a 1968 Cougar (with an engine so clean you could eat off it), and a late 80’s Thunderbird (that began life as a turbo 4 but is now a V8). Not far away was the only other Lotus entered in the event: a white Exige. Like everybody else in the area, he dropped the car off and went elsewhere for the evening. I didn’t meet Mark until the next day.
I headed to Plymouth for dinner and found a place called Antoinette’s Casual Dining. Sign said Please Wait to Be Seated. I waited quite a while. I made eye contact with every server in the place but was thoroughly ignored. After they took care of some takeout meals and customers paying they finally offered to seat me. Not a great start to the meal, but the service got better. I had a nice bowl of Wisconsin Cheesey Bacon soup and the cranberry chicken salad. The soup came with a warm soft pretzel, which was good for dipping in the thick soup.
By the time I got back to the track the sun was nearly set and my campsite was in shade. I sat in my camp chair and fired up the computer to make notes of the two days drive. In preparation, I sprayed on some mosquito repellent. The computer took more than its usual time to boot up and by the time it was running I was getting buzzed by quite a few mosquitoes. I applied another coat of repellent. This had no effect, and neither did the third coat. So I retreated to the tent. Only one or two of the monsters got in with me so I didn’t get eaten up too badly.
Friday, July 6
With the early bedtime, I was awake by 3:30. I tried to go back to sleep but gave up by 4:30. Got dressed, had some breakfast, then started to wander the paddock. Not much was happening at that early hour. I had a nice chat with a fellow who was running his Factory Five Cobra replica with his son. I talked to them because I the car next to their trailer up on jack stands had Utah plates. These guys weren’t the owners but had loaned their stands out. The problem with the car was that a caliper bolt was missing. I don’t know if they ever got the car on the track while I was there. I’m not sure how that defect was caught in tech; they certainly didn’t look that closely at my car.
Farther up the paddock I saw a truck with Montana plates. The owner saw me and immediately said “No way!” I had a momentary thought that I’d met him on my Pacific northwest trip. I was wrong, but I wasn’t terribly wrong. I quickly realized we were both wearing Oregon Raceway Park t-shirts. ORP is his “local” track. Local being the closest one, at only five hundred miles away. He was running a Panoz Esperante.
I seemed to have driven my car the farthest to attend, but there were quite a few folks who trailered their cars from farther. The guys with the Factory Five Cobra had friends from both coasts who met here: one from California, the other from Massachusetts. I have already mentioned the Montana and Utah plates; I also saw Georgia. But most were Wisconsin, Illinois, Missouri, and Iowa.
As to the cars, I was told there were 178 entrants for Friday. There were the usual proliferation of Mustangs, Corvettes, Porsches, and BMWs. Myself and the aforementioned Exige were the Lotus contingent. There were a handful of Cobra replicas, a couple of 2005 Ford GTs, a GT-40 replica, a Superlite, two old Fiat X1/9’s, a very fast Pantera, a few Focus RS’s, only one or to Miatas, and at least one modern Mini. There must have been a Subaru, but I don’t specifically recall one. Certainly fewer Miatas and Subarus than I usually see. In any event, the focus was on horsepower.
The drivers meeting was at 8:00 at the winners circle area. For the most part, it was the usual drivers meeting: these are the flags, grid up here, exit the track there. Two things were a bit unusual in my experience. First, the organizers asked if anybody was running with airbags in their car. A number of us raised our hands. I’ve never been asked that before. “Some of our rumble strips are extreme. If you hit the wrong one, your airbags will deploy!” My general habit is to avoid the curbs. Having put the Chump Car on the rumble strip in T5 a few years ago I have an idea how harsh they are. The other unusual item was that some of the cars would be doing their point-bys using turn signals. Some of the cars have fixed windows and one gentleman would be driving with hand controls.
One other topic of discussion with my neighbors was fuel. Everybody said I wouldn’t be doing more than two sessions without needing a refill. I told them I can generally run four sessions on a tank. Nobody laughed at me, but in retrospect I’m surprised they didn’t. Fuel consumption here is very high. So I asked where the nearest gas stations were. The track has regular pump fuel on site, but it’s about eight bucks a gallon. So when the time came, I headed to Elkhart Lake to refill.
I don’t recall how I decided I should be in group 2 way back in March when I registered. My general desire is to be in an intermediate group that has point-by passing. But NWSC organizes groups here at RA by lap times, not by experience. Group 1 is fastest and 4 is slowest. So I find myself in the second fastest group in not quite the lowest horsepower car in the event.
When the first session started, I got gridded up near the end of the line. The first lap was under yellow, with no passing. For the rest of the session, I lived in my mirrors. The organizers set up cones to show the passing zones. One cone at the start, two cones at the end. You can’t pass before the first cone and you have to be done by the two cones. At most of the tracks I visit there are only two or three passing zones. For this event, almost everything that wasn’t a turn was a passing zone. Technically, that’s not even true as Road America has some numbered turns that would qualify as straights anywhere else. We had eight passing zones: between 1 and 3, 3 and 5, 5 and 6, 6 and 7, 7 and 8, 10 and 11, 11 and 12, and 12 and 13. I think I pointed people by in six of those places. I was clearly in the wrong group.
After the session I tracked down the organizers and told them I wanted to switch groups. “I’m in Group 2. I ran a 2:55. I want to switch to Group 3.” “We’ll put you in Group 4. 2:55 is a Group 4 time.” After a little back and forth, I made my case for Group 3. They booted up their computer, updated their records, and verified that nobody else in Group 3 was running number 23. Then we peeled the F2 sticker off my windshield and replaced it with an F3.
My next session was much happier than the first. Instead of pointing car after car by me I had my best session of the day, as far as traffic goes. After the out lap, I had four consecutive laps without any traffic. Well, the third lap I did pass a car but he waved me by between T3 and T5 after I lifted off the throttle for only a split second. Only one lap of the session was slower than my fastest lap of the first session, and in that lap I passed three cars and was passed by one.
Between sessions I went over to where Mark parked his Exige. He and his friends rented a carport so they’d have some shade. This is at the corner of the North Paddock, near the exit of T14 where the cars start the steep climb up to the start/finish line. He and I were chatting as I was attempting to get some action shots of the cars. While we were talking, one of the cars caught fire as it started up the hill. I wasn’t quick enough with the camera and missed the shot. But the car was in flames the entire width of the car, dropping oil and trailing a big cloud of white smoke. She missed the entrance to the pits and so left the oil slick on driver’s right all the way up the front straight. The driver was okay, but it took another twenty minutes to clean up the oil. This ended Group 2’s session after one lap.
My third session was a bit frustrating. I quickly got behind a Mustang that was stuck behind a replica Cobra. Neither one seemed to be watching their mirrors. The Mustang had a large rectangular green sticker on the back bumper, which I think is how NWSC indicates a novice driver. When other cars caught us, I’d point them by: the Mustang and Cobra would let them by, but they never let me through. I was doing my best to make myself seen, getting in one mirror then the other but to no avail. I had decided that next time around the start/finish I’d pull off to get a gap. But when the next faster car arrived and I pointed him by, I tailgated him past the obstructing Mustang. A turn or two later the Cobra let me by. I never really got a clean lap the whole session, but on my final lap did manage to match my best time from session 2 to the hundredth of a second. When I saw the checkered flag, I started slowing down. Had I maintained throttle until under the starter’s stand, I’d have bettered my time.
When I walked through the main paddock on top of the hill earlier in the morning I didn’t take the camera. I wanted to make another circuit of the paddock to get some pictures so now was the time. I snapped a few pictures and chatted briefly with a few folks then remembered that we were allowed to go over to race control to take a look. So that’s what I did. After a few minutes in race control the guys there sent me out to the starter’s station: “Go out and talk to Ken. He won’t bite.” From in the car on the way up the hill it looks like the starter stands over the highest point. But from his location you can clearly see that the track continues to climb.
I chatted with Ken briefly. He had work to do and I really didn’t want to bother him. Then I tried taking pictures of the cars from there. It’s a tough angle, and the cars are really hauling here. None of my pictures came out. But while I was shooting, he grabbed the black flag and waved it. Then he put that away and got out the red flag. Two cars came to a stop right below us. I was curious what was going on, but I didn’t want to bother Ken.
Obviously, something serious had happened. I went back to my car and visited with my paddock neighbors while we waited for things to get sorted out. It turns out that one of the Camaros in Group 1 had a big accident just after the Kink. The car was totaled but the driver walked away. They did put him in an ambulance – no doubt even after walking away from a heavy shunt like that you’re going to the hospital to get checked out.
They threw the red flag at about 2:30. An hour later they announced that we’d resume running at 4:10. That turned into 4:40. The track goes cold at 6:00, so a 4:40 start would mean each group’s session would be a bit less than twenty minutes. It was finally announced that we’d resume at 5:00 and we’d run combined groups. Groups 1 and 2 would run together and 3 and 4 would be together. At least that way we’d get a full session. As is typical for the final session of the day a number of people had dropped out for one reason or another, and with this being such a long track I wasn’t too concerned about traffic.
Two of the cars of my neighbors were victims of attrition. Tracy’s BMW had a front brake disk that was developing a crack. She’s not a big fan of exploding brake disks so she parked it while her husband scoured the region for a replacement. They found one two and a half hours away. At least she’d be able to get back on the track for Saturday.
The Thunderbird was also out with a broken heim joint. He had replacement parts just after 5:00 but not in time to get back on the track that day. He talked a bit about how the car was handling. He evidently has some odd combination of suspension parts. He says it’s okay for the most part. But when he’s side-by-side with another car in the Kettle Bottoms (the fast bit after the Kink) the car acts a bit squirrely. That seems to me to be not the best place to have a squirrely handling car.
So my last session had more traffic than the other two that I ran in Group 3. For this session I decided to forego the rear-facing view and put the camera on the nose of the car. I left the other camera on top of the car, so I’d have both facing forward. As it turns out, the battery in the top camera died during the session so the only footage I have is from the nose mount.
I didn’t get to improve my best time due to all the traffic but I had fun nonetheless. I’m not saying I was the fastest car on the track in the group (because I wasn’t), but I didn’t see any faster cars the whole time. I passed every other car I saw. And I saw a bunch of cars I hadn’t seen on track all day, including the replica GT-40 and a Ford GT. I have no idea how fast that replica is, but the driver was pretty slow. I know the Ford GT is a really fast car, but he was slow too.
NWSC puts on a big dinner on the Friday night of this event. I had a meal ticket in my registration packet. But when I went to look for it, I couldn’t find it. I knew it was around somewhere but I had no luck tracking it down. Most of my neighbors were going off-track for dinner, so one of them donated their spare ticket to me. It was a nice meal: fried chicken, BBQ chicken, fish, and prime rib along with scalloped potatoes, mixed vegetables, salad, rolls, and a variety of desserts.
I sat with one of the Jeffs and some other random track rats. The gentleman who sat on my left drives a Corvette ZR-1 with a Calloway supercharger. He says it’s the seventeenth Corvette he’s owned. I wanted to ask him why he couldn’t find one he liked, but I was a good boy. He was wearing a great t-shirt: it said “Point Me By”, printed in reverse.
By the time I was back to my tent, the sun had gone down. I didn’t bother with the mosquito repellent. On the way to my site I chatted with some other campers. They had a fire going. I asked if that was how they avoided the mosquitoes. “Yeah, the mosquitoes around here just laugh at Off.” So it was another early night for me. I was asleep before ten.
I slept well, not waking up until about five. My tarp and tent were wet with dew, so I took my time packing up. Of course, I found my meal ticket. I was on the road not long after six.
Road America is by far the fastest track I’ve ever driven on. I doubt I’ll ever drive on a faster track. On its three long straights, I’m in fifth gear on cam at wide-open throttle for nearly thirty seconds each lap. On two of those straights I was able to top 120mph regularly, with a recorded top speed of 124. There isn’t a second gear turn anywhere. By the end of the day I was taking turn 1 in fourth and was able to navigate the Kink without braking. I’m in fourth gear through the Carousel even though I’m not on the second cam.
When I was here with Chump Car we ran the chicane after the Carousel, so we didn’t have to deal with the Kink. The Kink has been called the most dangerous turn on any track in America. I certainly had a healthy fear of it. There is no run off and a concrete wall is just a few feet away. If you make a mistake you’ll pay heavily for it. If that wall weren’t there I think I might be able to take it nearly flat, which would make it a faster turn than turns 1/2 at La Junta. But with that wall so close I don’t know how much faster I’d be willing to go than I went today.
I was probably most surprised at how my car performed in the Carousel. I don’t know for sure, but I was probably on the hardest tires of any car in the event. The vast majority were running on R-compounds and quite a few were on slicks. On my 460 treadwear tires I was able to gain on almost everybody in the Carousel. Sometimes my little car amazes me.
I think NWSC put on a good event. I’d gladly run with them again, although it’s unlikely I’ll make the long trek again any time soon. It was a long drive for one day of lapping, and I’m obviously a mental defective for doing it. But I sure did have fun!
It’s time for the spring running of Emich’s track day at HPR. I signed up for the afternoon sessions only. It’s a good bargain – four half hour runs for $85. It’s always a crowded day because I’m not the only bargain hunter. This year it sold out. But I figure many of the folks who sign up for the entire day leave early so the last couple sessions will feature a lot less traffic.
Today it seemed like the mix of cars was a bit more upscale than in the past – the vast majority of the cars were new Mustangs, Porsches, Corvettes, and Camaros and not so many older cars. In fact, I don’t think there were more than a handful of cars older than mine.
Scott and I drove out together and got there just in time for the drivers meeting. When we pulled in, I figured we’d park close to the pavilion so we wouldn’t be late for sign-in and the meeting but as we went by the carports Ryan flagged me down. There were two slots that morning entrants had paid for, so we snagged them.
So the Lotus contingent for the day was Ryan, Scott, and me. Unfortunately, Ryan again had injector issues. Not the same injector as last week, but evidently the same root cause. He thinks he has the solution and expects to be ready to go for next time. I hope he’s correct.
Ryan already in the trailer
Not much else to report.
I checked the settings on the lap timer and found where to connect it to the OBD II dongle, so I collected a limited amount of engine data. And I finally bought the unlimited version of Race Render 3 for making my videos.
I’m quite happy with it so far. It greatly simplifies the process. Before, I had to use my video editing software to do the picture in picture. It takes it about two and a half hours to complete that process. One thing that bugged me about it was that the rear-view camera isn’t a mirror image. That is, when I get passed by a car on driver’s right, the car goes to camera left. I couldn’t find any option that let me flip the image.
Race Render 3 does the horizontal flip of the rear view camera automatically. And it does the rendering in a few minutes. It also makes it fairly easy to sync everything up. I advance the main video to the first time I cross the start/finish line, adjust the rear camera to the same point (it will be off by several seconds – the time between starting the cameras). Then, for the data, tell it to find the start of lap 1. Bingo – all synced up.
The lap timer handles the GPS, so that’s the source of position and speed. The OBD supplies RPM and throttle position. I can also get coolant temperature and intake temperature. I may play around with this data next time. Throttle position percent comes through in the range of 14.9 at the low end and 77.6 at the high end, rather than 0 and 100. I edit the gauge display to adjust for that and it comes out okay. The ODB also records speed, so I may play with using that rather than the phone data. I haven’t checked yet if they match.
I’m open to suggestions for the display, so feel free to leave comments.
The first CECA event of the year is at Pueblo Motorsports Park. I’ve only been there twice, and I think the last time was back in 2012. So it’s long past due for a visit. The day after I popped my check in the mail I received an email saying that the event would be cancelled if they didn’t receive eight more entries. Turns out they got twenty.
The hitch in the plan is variable spring weather along the Front Range. A week ago, the forecast was for a high in the upper fifties with snow and rain in the morning. Well, I figured, if it was going to get near sixty, any snow would melt as soon as it hit the ground. And although I’ve never run laps in proper rain, I’m up for it. Wet conditions would mean my street tires might be an advantage rather than a detriment.
CECA fees are a bit higher than a typical open lapping day, but there is one big advantage: entries are by the car rather than the driver. That means we can have Michael drive a session or two at no additional cost. So I put his name on the entry form as second driver and told him to plan on spending the entire day with me.
The fly in that ointment is that he went to a concert last night and didn’t get home until 2:30. It’s a two hour drive to the track, and we needed to be there before the start of the 8:00 drivers meeting, so I told him we’d leave no later than 5:30. He said he’d set his alarm for 4:45 and be ready to go. There were no signs of life downstairs so I woke him up with a question: “Are you coming with me?”
I had the car all packed up last night, so even with him getting a few extra minutes of sleep we were on the road by our desired time. At 5:30 we backed out of the garage and into a snow storm. I don’t normally drive the car in the rain, unless it’s unavoidable. Snow is out of the question. I’m not running track tires, but they’re summer tires and not made for snow. But we’ve had warm weather for a while, and the snow will melt as soon as it hits the ground, right? Right? That’s what I kept telling myself.
The Elise is neither quiet nor comfortable, but as Michael had only a couple of hours of sleep he was unconscious almost immediately. It was probably just as well. It was a bit of a white-knuckle drive much of the way. I’m not a big fan of driving the Elise in the dark, as it sits so low. Add the snow (even if it was melting right away) and visibility was bad – very difficult to see the lane markings, and the spray from other cars didn’t help. Add to that, there was a fair amount of standing water on the road; I hydroplaned occasionally.
Visibility improved once I got out of the city, and traffic thinned out a bit. At speed, the snow doesn’t really hit the windshield, so the snow didn’t look to be too heavy. Until I passed the occasional street lamp, when it looked far too much like blizzard conditions for my taste. The test of the weather would be at Monument Hill, which is notorious for bad weather. On the approach, it looked like the snow was starting to stick to the shoulders of the road. Because the snow flew over the car, I didn’t often need to use the windshield wipers. By now a line of slushy snow had accumulated underneath the wiper.
The weather seemed to be clearing as we went farther south. Just as snow had been stacking up under the wiper, it has been accreting on the nose of the car. Near Fountain, a big slab of it came loose and splattered on the windshield. But the worst of it was over, and the snow had turned to light rain. Even so, I couldn’t help but wonder if the conditions had caused enough people to bail out that we would cancel.
When we arrived at the track it looked like a fairly sparse crowd, but at least we weren’t the only ones who braved the conditions. We gathered in the “VIP” room. I use the term loosely. It’s air-conditioned, which I’m sure is welcome in summer. But there’s no heat. At least it was dry, and out of the wind.
When we first pulled into the facility, I saw an orange car on a trailer. From a distance, it might have been Ryan’s Exige, but he doesn’t trailer his car. Turns out it was a Viper, not a Lotus. In fact, it was a Viper TA, which doesn’t stand for “Trans Am” but for “Time Attack”. It’s an 8.4 liter V10 that pumps out 640bhp. I understand they were available in two colors: orange or black.
And it turns out Ryan recently bought a trailer, so he now trailers his car. We parked side-by-side and rather than lay out our things on a tarp on the wet ground, we stashed our stuff in his trailer.
He mentioned that he recently had a problem with one of his fuel injectors and hoped he had it fixed. This proved to be a bit of foreshadowing.
After our tech inspection, we went back to the VIP room for the drivers meeting. We still had some waiting to do, so spent the time visiting. I took a look at the entry list and saw 28 cars listed. Turns out it was somewhat less, as some people didn’t brave the weather after all.
1969 Shelby GT 350
As this was Michael’s first time, he had to take the ground school session for the novices. The red group was out first, which included me. While we were waiting for the drivers meeting to start, we watched them trying to dry the track, or at least the drag strip portion of it. They had the brushes out, and a blower. It had stopped raining, but our first red session would be under yellow flags because of the wet. For that first session, I didn’t bother setting up the cameras.
Michael’s first session was a “lead-follow” session. The idea is, all the novices line up behind the instructor car. After the first lap, the car immediately behind the instructor lets all the other cars pass then gets back in at the end of the queue. The process is repeated each lap until everybody has had a chance to follow right behind the instructor.
The Lotus contingent
Because I was in the red group, Michael didn’t get to line up with the other green group cars on the grid. So he would be released after everybody did their first lap and he’d be at the end of the line. Unfortunately, three cars in the group were unable to keep up to the line, and because we enter the track down the pit lane, by the time we got on the track even this last group of three cars was well ahead of us. So I had to put my instructor hat on and try to tell him the line.
Eventually we caught the pack. But for some reason, a few of these drivers seemed unable or unwilling to follow the rules. Instead of just the lead novice letting the others pass, two or three cars did this each time. As a result, we made our way up to the instructor pretty quickly. After our one lap, we tried to go to the back, but a couple cars stayed behind us and after three more laps we were back to the front. That was good for Michael, as he got a couple of nice looks at where to put the car.
The weather seemed to be improving a bit, so for my next red session I took the top off the car and mounted the cameras in their usual places. The track was nice and dry now, and we could finally give it a proper go. In my previous visits to PMP, my personal best lap time was 2:01. By my fourth lap of this session I’d matched that and before the session ended, I’d broken the two minute barrier three times, logging a 1:57.67. I was happy with that, particularly given that I had a passenger.
About half way through the session, though, we saw Ryan parked on the side of the track. When we got back to the paddock we learned that he’d had a recurrence of his fuel injector problem. Sadly, his day was done.
It was now lunch time, so we returned to the VIP room. Michael and I got burgers and fries. Sitting there eating, I couldn’t help but notice that the rain had started up again. It wasn’t particularly heavy, but I’d left the top off the car. I was more interested in having a hot lunch than running out in the rain to put the top on the car. Luckily it didn’t rain hard or long, so neither the car interior nor the track got very wet.
Michael was pretty cold. Neither of us was properly dressed. We were expecting temperatures in the high fifties, but I don’t think it managed much more than fifty, and with the breeze it was fairly chilly. I couldn’t wear my sweater under my driving suit, so I wore my jacket over it. I was happy to put the top back on the car, and even ran the heater. So for the next red session, I went out solo while Michael tried to keep warm in the VIP room.
That third session was much fun. I managed seven laps in a row under two minutes. There was very little traffic by now, many people having given up. I only caught up to two cars, and those on the first two laps. If there were any faster cars on the track, we were separated by quite a bit as nobody passed me the whole time. In the end, I logged a new personal best lap of 1:54.56.
By now I was getting low on fuel. Because the paddock is inside the track, nobody can leave while a session is in progress. So, rather than pack up our stuff and wait in line to exit, we decided we’d run two or three more laps to pass the time. I called it a day at the end of three laps when I had a big moment. I didn’t spin it, but got quite a bit sideways.
Once we were packed up, the track was closed for a break and we were able to exit without having to wait.
Michael did a great job behind the wheel. There’s a lot to take in the first time you’re on the track. It’s easy to get focused on the road in front of you but you need to be check out the corner stations and have to be aware of your mirrors. He did watch his mirrors very well, but I’m not sure he was looking for the corner workers. That’s easy for me to do as passenger, so I wasn’t terribly concerned. If I thought he’d have missed something, I’d have let him know. I had the lap timer running, but not where he could see it. It’s natural to want to know how you’re doing, but I didn’t want another distraction for him.
Due to the blustery conditions, I ran all but one session with the top on. So the video is from the harness bar mount rather than my preferred location on top of the car. And I still haven’t figured out what I’m doing wrong with the lap timer – I seem to be disconnected from the OBD dongle, so no data. Hopefully I’ll get that issue wrestled to the ground soon.