Tag: training

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From Console to Cockpit: Using Simulators to Develop Real-World Driving Skills

Breaking into high-performance driving can feel overwhelming, even with resources like driving schools and track days. For those new to this world, the challenges of cost, access, and preparation can seem daunting. Thankfully, there’s a way to build your driving skills and confidence right from the comfort of your home: simulators.

Why a simulator? Because you have to practice driving a car in a high performance manner and figure out and learn tracks.

If you’re just getting started, you’re not alone in feeling that even the simulator world can be complex. Gran Turismo 7 and Forza Motorsport have come a long way in recent generations, offering a balance of accessibility and realism. While they may not be as hardcore as iRacing or RFactor2, their physics engines have significantly improved from earlier arcade-style versions. The games now feature photo-realistic graphics, delivering some of the most visually stunning racing environments available in any form of media.

But in this guide, we’re focusing on the simplest and most accessible path: using a simulation-based game like Gran Turismo 7 on PlayStation 5 or Forza Motorsport on Xbox Series S or X, paired with a steering wheel and pedal set from makers such as Fanatec, Moza, Thurstmaster or Logitech. Why consoles? It’s the lowest cost and least complex way to get into sim driving.

In future posts, we’ll cover the more hardcore, usually more expensive, and more complex but more realistic world of PC simulators.

The Wheel and Pedal Set

While a controller technically works (and there are some seriously fast controller based sim drivers in the world), investing in a steering wheel and pedal set transforms the experience. Remember, you’re doing this because you want to drive in the real world, so you need to replicate the real world as best you can. You need to better replicate the sport driving seating and body position. Driving a car via a game controller won’t help you in driving a car with your hands, neck, feet, core, etc…

Here are some recommendations tailored to beginners using Gran Turismo 7 or Forza Motorsport:

  • Moza R3 Racing Wheel and Pedals: A fantastic entry-level option offering responsive feedback and solid build quality. It’s compatible with both PC and consoles, making it a versatile choice for beginners looking for immersive gameplay.
  • Logitech G29/G920: Affordable and compatible with both PlayStation (G29) and Xbox (G920), this set offers solid force feedback and durability.
  • Thrustmaster T248: A step up in features, it supports force feedback and customizable pedal resistance, making it great for beginners aiming for a more immersive experience.
  • Fanatec DD: For those wanting a premium experience, Fanatec offers wheel bases with direct drive technology, providing incredibly realistic feedback. Pair it with the Fanatec pedals and steering wheels for a plug and play experience.

Key features to look for include:

  • Force Feedback: Simulates the forces acting on the car for realistic feel via the steering wheel.
  • Responsive Pedals: Allows precise throttle and brake modulation.
  • Adjustable Settings: Customizable settings to match your preferences and skill level.

A basic setup can cost anywhere from $300 to $1,000, offering a significant return in terms of immersion and skill development.

All of the options above have options where the wheel and pedals can be a fixed to a desk or ultimately not require a full cockpit setup. But at some point, if you’re really dedicated to driving well in real life, you’ll end up needing to get a cockpit solution but there are many to choose from (something we’ll cover in future blog posts).

Below is the simulator setup we put in my son’s room:

  • We had an extra LG LCD TV around the house (wall mounted) – $0
  • Xbox Series X – $500
  • Fanatec CSL DD QR2 bundle w/Xbox and PC compatible wheel – $500
  • Fanatec CSL pedals – $300
  • Next Level Racing Go Kart Plus Cockpit – $500
  • Forza Motorsport – included in Game Pass subscription but base price is $60

Everything was plug and play. No drivers or software to install. Everything just works and you still have the ability to adjust wheel feedback settings within each game.

Note that unless you are for sure going to drive a manual car in real life, stick to getting a 2-pedal set. Since this is my son’s simulator (though I drive it a ton!) we haven’t gotten close to having him drive an H-Pattern shifter. The extra cost of the 3-pedal set was unnecessary.

How to Practice Effectively on a Simulator

To help our drivers develop real-world skills through simulators, we recommend following a structured approach with clear benchmarks:

  1. Master Consistency: Start by choosing any car and track combination. If there is one that you can drive in real life, pick that one but it honestly doesn’t matter much. Maybe don’t start with the Nordschleife at the Nürburgring due to the massive length of a lap. The goal is to complete at least 10 consecutive laps within 0.5 seconds of your fastest time, without spinning or crashing. This builds smoothness and precision.
  2. Progress to Career Mode Races: Once consistent lap times are achieved, begin participating in career mode races against AI drivers. This introduces racecraft, such as overtaking, defending, and maintaining focus in a competitive environment.
  3. Increase AI Difficulty Gradually: After completing 10+ races without incidents of your own making, start increasing the difficulty of the AI opponents. This challenges you to compete against faster and more skilled virtual drivers, simulating a more realistic race environment.
  4. Transition to Multiplayer Racing: When you’re consistently driving within 0.5 seconds of your best lap time and have completed multiple incident-free races against high-difficulty AI, it’s time to take on human competition. Join private or public multiplayer lobbies to test your skills against real-world opponents. There are some seriously fast simulator drivers all over the world so go in eyes wide open! Remember, your goal is to work on your skills for the real world, not to be a simulator racing champion.

Simulators are more than just games—they’re training tools. To get the most out of your time:

  1. Start Slow: Begin with easier tracks and lower powered/lighter cars to focus on fundamentals like braking and cornering.
  2. Learn the Racing Line: Follow track guides and in-game tutorials to understand the ideal line.
  3. Focus on Consistency: Aim for smooth, repeatable laps before pushing for speed.
  4. Experiment with Settings: Adjust car setups and difficulty levels as you improve.
  5. Use Ghosts and Replays: Analyze your laps and compare them to faster drivers to identify areas for improvement.

From Virtual to Reality: Bridging the Gap

While simulators provide invaluable practice, transitioning to real-world driving requires adapting to physical forces and sensory feedback – it’s real! But the habits you develop on a simulator—like the foundational driver inputs, spatial awareness, and car control —make this transition significantly easier.

Many professional drivers, including F1 and endurance racing, credit simulators as a vital part of their training regimen. Even for am’s, the benefits are clear: more confidence, better instincts, and a deeper understanding of vehicle dynamics for when you hit the track in real life.

Your Next Steps

Whether you’re using a simulator to prepare for your first track day or simply want to enjoy the thrill of driving from home, this is a fantastic way to develop your skills. In future posts, we’ll dive deeper into advanced simulator setups, track-specific tips, and how to take your virtual driving to the next level.

Ready to start? Grab your wheel, fire up Gran Turismo 7 or Forza Motorsport, and begin your journey toward becoming a confident and skilled driver—one lap at a time.

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Your First Step to Track Driving: Learning the Basics at a High Performance Driving School

One of the questions we spend the most time on around the shop and track is talking with people who are interested in getting into track driving but they simply don’t know where or how to start.  So we figured we’d share our knowledge and recommendations over a series of blog posts so that these are easily accessible to anyone, at any time. 

Track day drivers at ProFormance Racing School Track Day

For many aspiring drivers, the hardest part of breaking into high-performance driving is figuring out where to start. The idea of taking your car to a race track can feel daunting. What if you’re not ready? What if you don’t have the right car? What if you… spin out? The truth is, every seasoned racer once stood where you are now, full of questions and excitement. The good news? You’re not alone—and there are programs specifically designed to help you take that first step with confidence.

One of the best ways to begin your journey is by attending a High Performance Driving Education (HPDE) course. For example, ProFormance Racing School at Pacific Raceways in Kent, WA, offers a structured, supportive, and hands-on environment to help you master the fundamentals of car control and experience the thrill of driving on a race track for the first time. However, there are many similar high-performance driving schools across the country that provide a comparable experience tailored to beginners.

For those of you in the Pacific Northwest or willing to travel to the PNW, ProFormance isn’t just one of the best options on the west coast for an HPDE course because they are the home school for Pacific Raceways, but they legit have some of the best instruction and coaching available anywhere. Their team is made up of current and past active drivers who have climbed and hung on various steps of the racing ladder, all the way up to IMSA/SRO levels of driving.

What Makes a High Performance Driving School a Great First Step?

For most schools, car options are open, meaning you can either bring your own street car or rent a car from the school. Using your own car is entirely fine, as the focus isn’t on breaking lap records but instead on developing car control skills, awareness, and safety. Modern cars—even non-sports cars—have more performance potential than most drivers realize. As long as your street car has been well-maintained with healthy tires, brakes, and brake fluid, it’s likely ready for the track.

Additionally, formal schools like ProFormance Racing School emphasize the fundamentals of car control. These fundamentals are critical because a lack of solid basics can lead to bigger and more expensive mistakes when drivers exceed the limits of traction and don’t have the skills to recover. Learning these essentials early can save you from trouble later and set you up for success as you progress in your driving journey.

A high-performance driving school typically offers a one-day program thoughtfully split into two parts: a Skills Clinic in the morning and Lapping Sessions in the afternoon. Together, they provide a comprehensive introduction to high-performance driving that’s perfect for anyone—whether you’re looking to get into track days, time attack, or wheel-to-wheel racing.

Morning Skills Clinic: Building the Foundation

The day often begins with a classroom session where you’ll learn the essential principles of high-performance driving. This isn’t just a lecture; it’s an interactive session covering topics like:

  • Vehicle dynamics (understanding how your car responds to your inputs).
  • Skid control techniques (what to do if you lose grip).
  • Brake application (maximizing stopping power without losing control).
  • Vision skills (learning to look ahead and anticipate).

Once the classroom portion wraps up, you’ll take to the track for hands-on exercises. These drills are designed to sharpen your skills in real-world scenarios. You’ll practice emergency braking, skid recovery, cornering techniques, and more. The focus is on teaching you to think faster than you drive, making split-second decisions while staying composed behind the wheel. By the end of the clinic, you’ll have a solid understanding of how to handle your car in both routine and high-stress situations.

BMW E30 doing car control drills at a high performance driving day

Afternoon Lapping: Putting It All Together

After a morning of skill-building, the afternoon is all about applying what you’ve learned. With an experienced instructor riding shotgun, you’ll transition to full laps on the track. The focus shifts to flow and precision, combining your new skills into a seamless driving experience.

The instructors work closely with each driver to:

  • Refine your technique in real-time.
  • Help you develop a better connection with your car.
  • Build your confidence at higher speeds and in more complex situations.

The afternoon lapping session is not about going as fast as possible. Instead, it’s about smoothness, consistency, and control—the building blocks of any successful track driver. By the end of the day, you’ll have not only improved your driving but also gained a deeper appreciation for your car’s capabilities.

Why High Performance Driving Schools Work

The beauty of these programs is their approachability. You don’t need a race car to participate; a street-legal car in good condition is perfectly fine. The instructors meet you where you are in your driving journey, tailoring their feedback to your skill level. This ensures that every driver, from absolute beginners to more seasoned enthusiasts, leaves with valuable insights and improvements.

Another major benefit? Safety. These schools prioritize creating a safe and controlled environment for all participants. You’ll learn how to push the limits of your car without endangering yourself or others, which is essential for anyone planning to progress to more advanced forms of motorsport.

The Next Step: Earning Your Sports Driving License

Once you’ve successfully completed a one-day high-performance driving course, you’ll typically leave with what’s referred to as a “Sports Driving License.” While not an official license, this credential is widely recognized by track day organizers as proof that you’ve received foundational training in high-performance driving. With this license, you’ll be eligible to participate in track day events, often under the oversight of an instructor.

This is where the real fun begins. After earning your sports driving license, it’s time to sign up for track days. We encourage new drivers to attend as many track days as their schedule and budget allow. Why? Because practice is everything. The more seat time you get, the more you’ll hone your car control skills and build muscle memory for critical driving techniques. Think of it as applying the “1,000 hours of practice” rule—consistent seat time leads to significant improvement and confidence behind the wheel.

Sports Driving License? Unlocks driving at many track day organizer events across the country… in your own car!

Alternative Options for Practice

Not everyone has access to a race car, a track car, or the resources to participate in frequent track days. But that doesn’t mean you can’t continue developing your driving skills. One excellent alternative is using a racing simulator on platforms like Xbox, PlayStation, or PC. Games such as Forza Motorsport, Gran Turismo, Assetto Corsa, ACC, and iRacing provide a surprisingly effective way to practice car control, learn new tracks, race against the clock in time attack events and even race wheel to wheel against AI-powered drivers and real people all over the world. 

Sim racing is not just for fun; it’s a valuable tool for honing your driving instincts and mental focus. Many professional racers use simulators as part of their training routine and not just the incredibly expensive simulators. If you’re serious about improving but need a more accessible option, simulator racing is a fantastic next step. Stay tuned for an upcoming blog post that dives deeper into getting started with sim racing and how it can complement your on-track journey.

Can’t afford to do as many track days as you want? Get a simulator! Yes, even an Xbox or PlayStation 5 will work!

Step 2: Picking a Car to Drive at Track Days

Once you’re ready to take your driving journey to the next level, the question arises: What car should you drive in the future track days? This decision can range from using your daily driver to renting a fully prepared race car. Each option has its benefits and challenges, depending on your goals, budget, and level of experience. Stay tuned for a future blog post where we’ll explore these options in detail, helping you find the best fit for your track adventures.

Take the Leap

If you’ve ever dreamed of driving on a race track but didn’t know where to begin, a high performance driving school is the perfect place to start. Programs like those offered at ProFormance Racing School and similar institutions across the country will teach you the fundamentals of high-performance driving, build your confidence, and give you an unforgettable introduction to the world of motorsport.

Ready to get started? Look for a reputable high-performance driving school near you, book your first session, and take the first step toward becoming the driver you’ve always wanted to be. Trust us—once you’re out there, you’ll wonder why you waited so long.

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No training or exercise for 2 months = Not great performance

Surgery…

On July 7th, 2017 I went in for what was supposed to be a minor surgery.  I was diagnosed with a non-cancerous cyst, which is quite common except for it was located right on top of my tailbone (not on the tailbone but right next to it).  This meant that I was regularly sitting on it, especially when I would slouch.

It had originally come up 3 or 4 years ago after 6 months of karting all the time.  I thought it was just a result of all that trauma to my tailbone.  It was an annoyance but never very painful until this past June, during the second Portland International Raceways weekend.  After the first day of testing, I woke up sore all over my body and my cyst was really tender.

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I ignored all the pain and discomfort and made it through the weekend but went to the doctor the following week.  It turned out that my cyst had gotten so swollen, it was infected and those body aches, were my body fighting the infection.

Long story short, I needed surgery to have it completely removed.  It is a straight-forward procedure and usually within a week, someone can go back to normal activities, but because of the location, the recovery was at least 2 weeks and possibly up to 2 months before feeling ‘normal’ again.  Well for me, it ended up being the 2 months.

+ Bad Decisions

For 2 months, I wasn’t able to workout, do much simulator training and was on various combinations of pain medications.  2 weeks after the surgery, I decided to compete in a race at Pacific Raceways, where I got pole and finished P2 but I needed help getting into the car, out of the car and was icing my incision all day long.

A week after the Pacific race, I was reading to my kiddo and his friend, but I was also laid up, trying to take the load off my incision.

The next couple of weeks were really tough.  I don’t know how differently or faster things would have healed if I had not raced but I think it slowed things down.  A checkup with the surgeon a couple weeks later showed everything looked good but she was surprised to hear that I was in so much pain.

I headed her advice and just tried to rest up, sprinkling in some yoga and days of more walking.  1.5 months after the surgery was the August 19-20 Dash for Kids race, back at Portland International Raceways.

Our setup at Portland International Raceways

= Sub-Par Performance

During the race weekend, we decided to hit the ‘reset’ button on our suspension setup, seeking coaching and advice from the 2016 PRO3 Champion, Olivier Henrichot (a future post on that experience).  We made dramatic changes to the setup, where in the end, I was able to hit the same lap times as before, with less of an effort and more confidence in feedback from the car.

All good things except, I was beat.  On Friday, we had 4 total on-track session and I awoke on Saturday AM, full-body sore.  Saturday, was a typical day of practice, qualifying and the 1-hour race, of which this time, I was splitting seat time with Olivier. We won the race but I again felt beat, after a 30 minute stint.

The next morning, we only had qualifying in the AM and the main race in the afternoon; not a ton of physical workout time.  I qualified P2 and was ready to go for the win during the race.  But about 5 laps into the race, my lower back started hurting.  Halfway through the race, it was throbbing and I was actively thinking about it during the front and back straightaways.  Not a good.

Qualified P2 for the main PRO3 race on Sunday

Long story short, I did not perform anywhere near my full or regular potential and one big reason that I was just not physically fit enough.  Here is the race video from the weekend, of which again, isn’t all bad and 1 year ago, I would have been thrilled to finish P3.

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But How Did I Do So Well at Pacific?

I’m not entirely sure but I think that while I was in pain during the race, I still had more of my strength, stamina and was also on lots of Ibuprofen, which could have masked some of the pain.  At Portland, I think my strength, stamina and reflexes were not at the same level.  This variables resulted in a heavier mental toll and it started impacting me even worse.

At the end of the day, it’s not like I really sucked.  I still finished on the podium, against a couple of strong drivers that I’ve battled with all year.  Jeff McAffer, who overtook me for P2, had a really strong race, with the fastest lap of the race.  Olivier and I also won the 1-Hour endurance race!

The main point is that to perform at or near peak levels, you need to be mentally and physically at your peak.  I know there are drivers that aren’t into physical fitness and they are solid, if not incredible drivers.  They have other strengths, such as functional fitness and years and years of experience.  I don’t have more than a few years of racing experience, so I rely on physical fitness as a way to compete.

Moving Forward

For me personally, I am much healthier now and turning my training back up.  It will be some time before I’m as physically as fit as before but that is the goal.  And if in the future, I am injured, I am going to bite the bullet and rest/heal properly before trying to get back into the cockpit.

 

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I crashed: HPDE Edition

What: The very first time I crashed, which happened to be an HPDE road trip/event.

If I knew then, what I know now:

  1. I would have actively sought out training on how to handle “going off track.” Going off track is not a bad thing inherently and will happen. Handling it properly would have saved me a ton of money.
  2. Had a HANS or NecksGen device: the impact was a classic sudden forward neck movement, with a concrete wall.
  3. Reinforced that in motorsports, even recreational – if you’re competitive (I am) it’s not if you will crash, but when you will crash.  How are you going to move forward?

Things you should check out:

The car: 2006 Mitsubishi Lancer Evolution 9 GSR

This car, was technically, my wife’s car. A few years prior, I had decided it was time to get back into ‘car game’. It was about 3-4 years from when I had graduated from college, had paid off my student loans and bought a house. Prior to college and for some time in college, I was active in ‘modifying’ street cars.  But after several cars, experiments, blown engines and essentially sunk money, I bought a 1999 Ford Contour SVT (black), which had an aftermarket exhaust, broken sun-roof and called it good.  So I thought.

Fast forward to 2011 and we had a heavily modified (and unnecessarily) 2008 Subaru WRX STi (mine) and a 2006 Mitsubishi Lancer Evolution GSR (my wife’s).

Soon after we bough a house, we had an STi and then an Evo 9. This was in 2008, maybe 2009 but not sure why the pictures look like it was in 1988 or 1989.

Yes, we did car shows and here is my wife claiming a prize for best something. Oh the shame…

Proof from the car shows…

And we even did photo shoots. Oh, the double shame!!!

I slowly took over the Evo because I had gone too far with the STi, making it not track-capable.  With an upgraded turbo and 400whp, it was too much car for to handle and very likely wouldn’t make it a day or two without over-heating or blowing up as EJ25 engines were and are notorious for not liking even mild track sessions.

I’ll be writing a car profile post and update this article later on, but in terms of specs, it had the basic bolt-on’s, a tune by Cobb Tuning, a harness bar, some gauges, upgraded brakes (lines, pads and rotors) and I removed the rear seats for “weight reduction.”  😆  Functionally, it allowed space to bring alone a full set of track tires/wheels, a jack, jack-stands and pretty much everything I needed for a track day.

My experience thus far: Intermediate run group, on the cusp of Advance

This was the first year that I had decided I was done with simply modifying cars and hard-parking.  I had taken an HPDE full-day event the prior November and the bug had bit.  I had spent that entire spring and summer, attending track days and this was also the first year a friend and I had started developing Track Attack.  Each time we went out on-track, it was not only fun but a chance to test and improve Track Attack.

At the time, I had somewhere around 8-10 track days, without any real incident; a spin here and there.  Generally, I felt quite ‘seasoned’ by the time this trip came around but by no-means did I feel fast.  I had also done a couple autocross events and had decided that was not my path.  Nothing wrong with Autocross but all that standing around, with no practice runs and for at most 4 under 60 second runs (of which I sucked at all of them) – I was OK sticking with track days.  🙂

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The setting: A three-day track day road trip (Portland International Raceways and Oregon Raceway Park)

Most of my track days were with either ProFormance Racing School or The Ridge Racing School (now the majority of their events run by Turn 2 Lapping).  Each year, ProFormance racing school would organize a ‘road trip’, hitting Portland International Raceways for two days and Oregon Raceway Park for another two days (Thursday through Sunday).

I was excited and intimidated a little about Portland, mainly because it had the ‘International’ in the name – implying, at least in my head, the more professional and potentially hard aspect of the track.

The back-straight at PIR getting some instruction and likely told I suck.

Coming off Turn 12 at PIR

Holding up traffic in the Festival Chicane

The first two days at Portland went great!  I had hired an instructor for the first day at each track, to help guide me through the track as it was my first time at each.  At the end of the day on Friday, we caravaned over the mountain range.  I stayed with a friend (Robert) I had made in my modifying days, that was a Shop and History (I think) teacher, in The Dalles, OR.  He was/is a big car guy and had just gotten into Evo’s and was gracious enough to let me stay at his house.

That first day went really well and aside from frustrations with the Track Attack app (no cell phone reception at all) was ready to get back to the track and make some serious gains on my lap times.  That Sunday morning, Robert came out in the AM and we were able to give parade rides, which was fun to show him around the track.  Once he left, it was time to get back on it.

What happened

It was what would have been the second to last session of the day.  I forget my exact lap times, but I want to say they were in the 2:10-2:15 range, of which looking back on it now, is well below the abilities of that car.  I honestly don’t recall having too much of a structured learning or driver development plan, so I was pretty much just lapping around “trying to go faster” but no real thing I was actively or consciously working on.

Oregon Raceway Park is an incredible track, with lots of rolling hills, blind corner exits and no real long straightaway, giving little time for brakes to cool down or a rest for the driver.  It is ran primarily in the clock-wise direction, though it is regularly run counter-clockwise.  It’s out in the middle of nowhere, high central desert, Oregon, where if you go off, there really isn’t anything to hit.  Generally, go off, pick up small rocks and dust – come back into the paddock, clean and vacuum your car and you’re back at it.

Except one section: Start/Finish main straight with a wall

Check out this video of one of the best club racers (and drivers in general), Cody Smith in a race at ORP.  You’ll see that right at the last corner, there is a wall that protects the hot-pits.  The only real place to get in trouble here is that wall and that’s what I learned.

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You see what happened at 2:32 mark?  That’s exactly what happened to me. 

On what would end up being my last lap for that weekend, I was coming up on the final turn, I braked, turned but turned in too early and probably too lazily.  As I started exiting the corner, was on throttle but noticed I was going to run out of road and I lifted.  🙁

Off-Throttle Oversteer: Engaged

Not sure if the car actually dropped a tire but the rear end whipped around and next thing you know, I am sitting there, staring at a wall and corner workers running over to me.  I then look to my left to see if any other car is going to collect me and this awesome green E36 M3 purposefully goes off-track, along with a nice 370z.  No damage to them, aside from a dusty car.

Within 10 minutes, I’m out of the car, physically fine and am able to limp the car back to the paddock, where front end is pushed in a few inches, the Seibon carbon fiber hood latch is broken but that’s about it.  If it weren’t for the leaking radiator, I might have even tried to drive it home.

The aftermath

First, I have to thank Don Kitch Jr on how calmly he handled himself (not having been his first rodeo by a lot) as that helped calm me down.  I had recently started working with English Racing, in Camas, WA and made the call to see if I could have the car towed to their shop, so they could take over assessing and fixing the car.

I also called my insurance and told them I had run into a mechanical issue while on a road trip and needed a tow truck.  With no approved partner within 100 miles, they allowed me to use the local tow truck provider (a story for another time) and I had the car towed to English Racing, with me going along for the ride.  Myles Kerr (Gringo Integra) was incredibly awesome, meeting me at the shop (I think they were actually there anyway) and giving me a ride to the local airport, where I picked up a rental car and drove home.

At the end of the day, the damage wasn’t bad at all and the learnings were great.  The majority of the front end needed to be replaced (front bumper cover, lower lip, radiator support, radiator, intercooler, headlights [I think]).  The rest of the body parts were repairable and while it was at a body shop, I had the body shop massage all of the fenders so I could easily fit the 275/45/17 rubber I was running without rubbing and had English do a full mechanical evaluation, tune-up, install a new TRE rear differential, bigger injectors, new fuel pump and a new tune, bringing the power to 334whp and 276ft/lb torque.

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The Dark Side

I’m not gonna lie, I had some dark thoughts in the first 24-36 hours after the incident.  Even before I got out of the car, staring at the wall, I thought to myself – “What the hell am I doing?  This isn’t for me.  I’m not good at this and I can’t afford this.  Did I just financially ruin us?”

The scariest thoughts were those “this isn’t for me and I’m not good at this” thoughts.  I had already heard from Don and other experienced drivers that crashing on-track isn’t a question of “if but when” it will happen.  And multiple “when’s.”

Luckily (or maybe not), I’ve had a history of dealing with thinking and being told that certain things weren’t for me and that I sucked at them.  In most cases, I’ve been stubborn and hard working enough to prove others and myself wrong.  So it took some time, but I consciously decided that this incident would not hold me back.  Motorsports and specifically, being the best driver I could possibly be was something I wanted to be a significant part of my life.  So I picked myself up, dusted off, fixed my car and got back it.

At ORP a year later and more than 10 seconds faster than the prior year.

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Walk This Way! Track Walks:

Looking out the pit-lane exit at Circut of the Americas

What: Track walks, why you like them, even if you don’t know it yet

If I knew then, What I know now:  I would have studied harder on these when I was younger.  I would be a better driver and team member overall, now as a result.

Walking the track before an event is a very important part of your race or track weekend.  It spreads across all forms of motorsports, and any amount of wheels used.  Getting your feet on the same ground you will be driving your car on will give you valuable perspective regarding placement or the vehicle, surface conditions, line options and so on.  It is a great way to get the track layout in your head prior to getting into or on your machine.  There are a couple of key things to pay attention to and try to do while on a track walk.  I will try to outline some of them to help you get the most out of your next track walk.  I will start with some of my experience from the first events I went to as a young lad in high school with my buddies.

A group of friends of mine in school were also into cars.  We would set up a couple of days a year where we would all meet up the day before an auto cross event, hang out at one of the guys cabins, and then take all of our cars to the event the next day.  Auto cross was a good introduction into motorsports as a driver for me.  The first day I went to an event was with the Porsche Club (PNW Region).  I had a little old VW Jetta that had some sticky tires on it.  We got to the event, stood through the drivers meeting, then everyone set out and walked around the course that had been set up.  A course walk at an auto cross is essential.  The track will never be the same from event to event, so getting a feel for the layout is an important first step.  Auto cross does not allow for a lot of set up and testing time, so getting the most out of your runs is key.   I learned how valuable it was.  I was able to pip my friend on our first time out, and he was driving a 911.  There were more events after that, and as I grew to understand the track walk it made perfect sense to me.

Flash forward 15 years and now we are doing track walks every week we go to the track.  I went out and rode a new Motocross track a few weeks back – I did not get a chance to walk it, but I took 4-5 laps at just above a walking pace just to feel the place out – 2 laps later I was ripping around just fine.   We will often times end our first night at the track with a track walk.  It is a great way to wind down after a work day, and also a good way to walk some miles if you did not get a chance to before!  My first race back after a couple of years of just crew work, I ended up racing at the Ridge in Shelton.  It is a place I had driven before, but it had been a while.  We took the time the night before the race to walk the track, twice actually.  It was great.  I had one of the instructors at the track walking with us and they provided great insight to where to place the car due to seems in the blacktop in braking zones.  Entry and exit lines were discussed.  Gear selection (which can depend a lot on your equipment) was discussed.  I felt a lot better after walking the track to just jump in the next day and go.  Everything was fresh in my mind again.

Elevated view of the turn 17-18 complex at Circut of the Americas

Gama asked me to do a track walk with him this weekend at Pacific Raceways in Kent.  We have a race this weekend in the Pro3 car and he will be the only driver for the team this weekend as Manu’s car had a mechanical issue we found during a post-race inspection (more on that later).  I was quick to agree, as I have had many track days there, and 2 school days at that track, but had never actually walked a full lap in all of my years.  I had been to points of the track, but not all of the way around on foot.  We will be walking the track tonight and I am going to make notes, and take pictures to share our experience with the walk!

We try to track walk every weekend.  it is good exercise, knowledge, and you will have a great feel for the layout the first time you are behind the wheel at speed.  Be prepared for a walk, and be prepared for weather as well!  Some tracks are large, and weather can be different from one side to the other.  One of the other things that will help you a lot with our track walk, is walking with someone with lots of knowledge of that track for insight.  Most racers are instructors also, so their points of view are sound usually!  Just walking the track can gain you a lot, but having someone there to compare notes and tips with is very beneficial.   Having someone that drives a similar vehicle is even better!

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Burn 1,000 calories in an hour, lower back pain, kidneys and dehydration

What: A small addendum to the cardio training post, let’s expand on it with a real world experience that happened just a few weeks ago at Pacific Raceways.

If I knew then what I know now: Hydration, hydration, hydration – start it at least 5 days prior the first day on track and keep it up while you are on track.  Simply drinking lots of water the weekend of, is not enough.

Check out: 

1 Hour Mini Enduro’s as a Workout

Most of my racing is a sprint format, but each Saturday afternoon, there is a 1 Hour Mini-Endurance race (referred to as Enduro’s but spell check hates this word). During the May 20th 1-Hour Enduro at Pacific Raceways, I decided to start a ‘workout’ using my Apple Watch to track my heart rate and calories burned, more accurately.  In this mode, the watch samples movement, skin temperature, heart rate, etc. at least 1x per second, versus about 1x per minute, while generally going about your day.

So what happened?

First, Pacific Raceways is already a physically demanding race track – super old school, banked turns, big time elevation change and even catching air on all 4 wheels.  Before I even looked at the data, this is how I felt:

Thank Goodness for the Dead Pedal: While you probably aren’t going to be able to tell from the video, the combination of braking, lateral g-forces, camber in the road and downhill ascent of 3a and 3b complex, make it super grueling as you are carrying a good amount of speed.  I found myself hanging on for dear life, thanking my OMP seat, Schroth harnesses and most importantly – the dead pedal.  After each session I found myself thinking – “man, if it weren’t for the dead pedal – I think I would have fallen out of the seat.”

Oh dead pedal, how I love thee!

Dehydration: That day was warm but not ‘hot’ with a high of 72 degrees Fahrenheit.  I have a helmet blower system hooked up to my Stilo ST5 GT Wide Composite SA2015 Helmet with Noise Attenuating Ear Muffs (Large), of which after experiencing this – I don’t know how everyone doesn’t have one.  And we were planning to run the Cool Shirt CS-12 Club System but we forgot to pickup ice.  No worries, we went on regardless.  Well after a day of two qualifying sessions, one 20 minute race and an hour race, I felt drained and truly dehydrated – with my lips feeling chapped, which is a rare occurrence for me.  I’ve probably used chap-stick or lip balm maybe a half-dozen times in my life.  I have a rule that 7 days prior to stepping into a race car, I don’t drink any alcohol (usually wine) and that week, I bent the rules and I think that didn’t help.  While I only had a couple glasses with dinner, I could feel the difference.

Lower-Back Pain: Yeah – even this!  WTF!?!?!  I climbed out of the car with my lower back, not throbbing, but sure as crap not feeling great.  During the race I felt sharp pains and while I’ve had back issues the past few years – a combination of physical therapy, cross-training, plyometrics, stretching and chiropractor visits have my back in pretty good shape. Even still, I had back pain.  One theory, was that this was actually kidney related as it is common to have lower back pain, from your kidneys, when you’re too dehydrated and I felt it.

As an aside, the following morning I was pretty sore – especially on my right foot, calf, lower back, right shoulder, forearm and hand.  These PRO3 cars don’t have power-steering or ABS, so they are quite the analog animal to manhandle.

The data says… holy crap!

Calories burned during an auto race
This is the health data from throughout the day. You can see the spike when I logged a workout during the 1-hour endurance race. I didn’t log a workout during the earlier three sessions (two qualifying sessions and one non-points race)

Here is an hour by hour breakdown of my heart rate – note that during the 1-hour endurance race, my heart rate reached around 160-165 beats per minute.

 

Think about this – when was the last time you did a workout and burned (approximately) 1,000+ calories?  I am talking about just the logged ‘workout’ because in the previous three sessions, I didn’t have the Apple Watch Nike+ 42mm logging calories or else the full day of calories burned would have been 2,000+.  That is a TON of calories and physical effort.

Conclusion

Competitive racing is a legit, physical sport that is incredibly demanding.  We are using our hand-foot-eye coordination, reflexes, core-strength, neck-strength, arm-strength, leg-strength, cardio stamina and mental stamina, just like happens in many other ‘high intensity sports’.

If you are and an avid racer, actually competing and on a regular basis – I highly encourage you to have a regular training program and eat well at minimum to avoid injury and really, to help improve your performance.  Yes, you need to know what to do with your driver inputs to go fast but you also need to be able to physically do this, consistently and over long periods of time – especially for all those endurance racers.  If you aren’t exhausted when you get out of a race car – you’re just not driving hard/fast enough.

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Days 16, 17 and 18 – 30 Days of Racing in a row

This is a combo article because I frankly fell behind righting as the race weekend took over.

Back to PIR to get the bad taste out of my mouth

The last time we were at Portland International Raceways (May 2017), the weekend was going great but on the main points race Sunday afternoon, the race was over by turn 3.  A couple of Spec E46’s were tussling ahead, one got pushed off and insisted on getting back on track, immediately spun when the front tires grabbed and got side-swiped. While it sucked for the team, we fared much better than two other PRO3 cars which were nearly totaled.

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As an aside, another example of how important it is to know how to properly go off track and apply those techniques, every time – even in racing conditions. The reality is that going off will happen and applying those techniques will save you and everyone else a lot of money in the long run.

That race was run without a chicane (usually reserved for endurance races) and this would be the first of two race weekends with the chicane, aptly named the “Chicane Challenge” and I was really excited to see how the investment in simulator time would pay off.

Friday Test and Tune Day – .5 seconds faster right off the trailer

This isn’t a perfect comparison because of differences in weather conditions but when I looked at my first session off the trailer this Friday versus the same first session, in August 2016 (the last time I ran PIR with a chicane), I was ~.5 seconds faster and broke the 1:30.000 barrier for the second time.

What happened? Softer braking, which lead to higher min-speeds through each corner.

Looking at the data comparison below, it’s clear to see that I was able to use less brake pressure and carry more mid-corner speed AND get on throttle (and full throttle) sooner than a year ago. On this specific session, I remember letting the tires warm up and then attacking the corners and surprising myself that I had so “easily” hit a 1:29.xxx lap time. On the following lap, I tried to repeat it but found that while carrying more speed through the turns 4-5 transition area, the bumps in the road unsettled the car too much while I was on throttle, causing the left rear corner to break loose.

A comparison of my off the trailer, 1st session on a test and tune in August 2016 versus June 2017.  Look at the brake pressure differences and the delta chart.

Also, I was driving on relatively old tires (Toyo Proxes RR 225/45/15’s) that were on their third race weekend and their 12th heat cycle. There is an urban legend that PIR “likes old tires” and my personal interpretation is that PIR is a very smooth and grippy track and thus older tires still work well but newer tires are still going to be optimal.

A track map of Portland International Raceways, with a Chicane

The rest of the day I stayed on the old tires and struggled to break 1:30.xxx as the day got hotter and grip went away but we focused on helping that rear left corner take the beating. With PIR being a 12 turn, clockwise track and only 3 of the 12 turns being left handers the car left rear tire is under constant heavy loads, trying to get out of nearly every corner as quickly as possible.

Saturday Qualifying, Points Race 1 and 1-Hour Enduro Race

This was a unique weekend with the Saturday Group 1 race being a championship points race, along with the Sunday race. So each day we would start with a clean slate, qualify in the AM and race in the PM.

First up was Group 1 qualifying, which went ok but I couldn’t find good track position, to get me a solid draft on laps 2-4, where the fastest lap times would come happen.  I ended up with a 1:30.092 and qualified 4th.  Not bad but not great, being .5 seconds clear of 5th place but almost .7 seconds from pole – ouch.

In Group 8 qualifying, we strapped on some new tires so I could scrub them in for Sunday’s race and boom, 1:29.635!  New personal best and, it didn’t seem too hard.  The big difference?  Carrying a tiny bit more speed into the chicane, more speed into turn 7 and through turns 10-12.

Group 1 Points Race: 3rd Place

At the start of the race, I got a really good start and was behind a the Spec E46 of Dan Rogers, who has a ton of race craft.  We were on the inside for turn 1 and more importantly, the outside of turn 2, which is the chicane.  On these low speed, high G-force turns, in traffic, it is generally best to be on the outside, because you have less steering input and can get on the throttle sooner.  This is because when going two or three wide, we aren’t going at normal speeds, we’re going 10-15 mph slower and thus nowhere near the traction limit.

This gave me a solid run through the chicane and coupled with an incident where another PRO3 car tried to squeeze through where there was no room, spinning both cars – I was in the lead by turn 3 and leading my first PRO3 race?!???!

Leading my first PRO3 race ever, holy crap! Maintain, maintain, maintain….

I lead for a few laps but eventually, Brian Bercovitz got me and pulled away.  Then the PRO3 who spun the other car, caught up and when we were going around slower traffic, he got a clean run out of a corner while I had to check up and he got past.  I ended up in P3 but further improved my personal fastest lap time.

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Group 8 1-Hour Race: 2nd place for being greedy

The 1-hour races are basically more practice for me – I like doing them by myself because I can just focus on hammering out laps and hard-coding improvements.  I always strap on the oldest tires I have on-hand and try to set fast and consistent laps.

This was no different and from the start I was battling with a regular foe and friend, Jeff McAffer.  I was in the lead the majority of the race but Jeff was able to stick with me the entire time.

After the mid-way pit stop, I decided to try to push a bit more as I was hitting 1:29 lap times, on crappy tires and a greasy track.  Suddenly, 1:29.7xx!  I felt like that lap time wasn’t too hard to get, so I went for a repeat but the tires didn’t agree.

This could have easily been just my inputs but my hypothesis is that I over-pushed the tires and I was asking them to do a qualifying lap when they were in lap 35 of a race.  I had the win in the bag and Jeff about 5 seconds behind but I got greedy, went off and ended up in P2.

This is not a good POV at turn 12 at Portland International Raceways

Now I know there is a reason for the saying…

“Go only as fast as you need to finish where you’re going to finish.”

Sunday Group 1 Race

One thing that I started doing this year is running just Group 1 and Group 8, which means I get a solid amount of track time and on Sunday, I only have one group to worry about. This way I’m rested and not rushing on the day that usually counts.

Sunday Group 1 Qualifying: 1:29.874 P4

Coming off of the Saturday’s lap times, where I got a 1:29.466 in the afternoon Group 1 race, with fresh tires but loaded up on weight for race trim, I felt that I had the potential for a very low 1:29 in qualifying and thus in the running for pole. I just needed to have good track position on laps 2-4, where I could get a draft on at least one of the straightaways. But it wasn’t to be – I went out and was stuck in “no man’s land” for the first part, then I slowed down and waited for a group of PRO3 cars to come by so I can get behind them. I was able to finally do so and had a low 1:29 going but got behind a PRO3 car that slowed down way too much for turns 10 – 12. It was still good enough for a P3 but I knew I had the pace to battle for the podium and possibly the win. If I would have had an average sector time for turns 10 – 12, I would have been easily with a 1:29.4xx with my rolling best lap being a 1:29.522.

Purple cells = rolling fastest lap and yellow cells = fastest segment times

Sunday Group 1 Race: P7 finish due to a late race off-track excursion

The race started well and hard for most everyone, with a clean first lap.  I tried hard to make up at least one spot on the start but it didn’t happen, so I was stuck behind the #81 of Brad McAllister, who is a strong driver and PIR is one of his strongest tracks.  He’s also a pretty tough pass, with a strong racing history in the SCCA Playboy MX-5 Cup, PRO3 and recently the TRANS-AM TA2 series.

Brian Bercovitz, one of the regular competitors I’m trying to best started from the back because he had a mechanical during qualifying and eventually caught up to us.  The couple laps leading to Brian catching us, I had to brake harder than normal to not ram Brad going into the chicane, which over-heated (I think) my front tires.  Going into turns 5 and 6, my front end washed out, and as I was waiting for the fronts to grip, the rear-end swung out and I went-off track.

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It was not too bad but just enough time for a couple cars to pass me and by then the tires were too hot and the distance too great for me to catch up and make up the spots.

I ended up finishing 7th and I think if we can do a better job of tire pressure management (to give me more life towards the end of the race) and I can do a better job of not screwing up, there was a 3rd place finish in the stars and maybe better.

Overall, a great weekend and new personal bests!

While I’m not terribly happy with the Sunday result, overall we made a ton of progress on the car and my driving.  There is one more race at PIR with a Chicane in August and I believe we’ve gathered the knowledge to fight for poles and a win.  We know what we can do to drop some low 1:29’s and maybe even get into the 1:28’s, which is encroaching on track record territory.  Let’s cross our fingers for some sunny and not too hot, weather in August!

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Day 15 – I can’t believe this is happening

This is the last day of iRacing before the big race weekend at Portland International Raceways.  The goal today was the same – another 20+ lap sessions, with no accidents, pushing for consistent, fast but not personal best laps.  Just get into a rhythm and pound out lap, after lap, after lap – all near the limit (or at least mine).

The session started off normal, with low-1:20 lap times steadily falling and then suddenly, lap 6 – BOOM! 1:19.410 – new personal best.  

I smell blood in the water…

That lap was good but there were some small mistakes, I can do better.  So I put my head down and starting pounding away trying to repeat it and make improvements.  over the next 10 or so laps, I got close several times and even spinning at one point, but keeping it out of the wall.

I checked up, let the tires cool down, as I would in real life and went back at it.

More mid-1:19’s and suddenly… 1:19.351 – another half tenth shaved off.  But I wanted more, especially with a low fuel load, I knew I could do it.  So I pushed on but ultimately, I dropped a tire on the exit of the chicane and ended up with a 1:19.398.

Oh so close!!!

What happened?

I found that if I can slow down, just a tiny bit more, in the entrance of the ‘esses’ and turn 7 and the chicane, I was able to get the car turned faster and back on throttle and full throttle, sooner. Same lesson from before, just applying it better and better.

Check out the throttle traces of the graph below.

Slow down earlier, get the car turned and then get back on throttle.

Now seeing as that new personal best was done at the end of the session, with yes lower fuel – it was also well past the peak performance of the tires. Something I started thinking about today, as I have been preparing for the Portland race this weekend, is that I’ve noticed that many times, in a real world race, my fastest lap of the race comes in around lap 2-4.

This is when the tires, brakes and everything are at their prime conditions. I wonder what could happen if we did a low fuel run, with just 5 or so laps and fresh tires? I am thinking that the lap times would come down significantly!

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Day 14 – A day late but faster

I’m not going to lie – I had a long night of work on Sunday night and didn’t go to bed until just past 1am PST.  So when the alarm went off at 5:30am, I could barely move enough to shut the alarm down.  So I did not race at all on Monday, instead deciding to be as fresh as I could for the next morning.

And it was a good trade off – I was not only able to put together another 19 lap session with no crashes but I got a new personal best, mid-way through the session for a 1:19.476 – almost .3 faster than before.

What happened?

I’ve heard the following in various places and this is exactly what happened – whoever gets on full throttle first, without lifting, wins.  I slowed down just a touch more for Turn 7, was able to get and stay on full throttle, just a fraction of a second sooner.  This resulted in a massive drop in lap time as we approached the back-straight chicane and then, in this section, I worked on having a wider entry into the chicane, clipping both FIA rumble strips and getting on throttle as soon as I could.

All together, these two changes resulted in that almost .3 second improvement in fastest lap time!

Checkout the delta chart (second graph from the top) – you’ll see the dramatic decrease in turns 7 – 12.

Faster Average Lap Times and Average Fast Lap Times

More and more, this is what I am most excited about. Not just being able to put together one flying lap, but being able to be faster, consistently. My average lap times improved by almost .1 seconds and my average fast lap times improved by just over .2 seconds! Boom!

Specifically, it’s similar reasons as to how I improved my ultimate fastest lap – better runs into the back straight, the chicane but also, being able to get the car turned, faster and carry more speed through the ‘esses’.

Checkout the delta graph, throttle and brake pressure graphs. Getting on and staying on full throttle first, wins!

Preparing for the real world

I’m really jacked about the progress, especially with a big race coming this next weekend at Portland International Raceways, with the Chicane. This track, because we run it twice and has been one of my weaker tracks, is exactly why I chose to train with Road Atlanta as the test track. Getting on throttle, quick, for long straight aways and a chicane are what I need to improve on for this track and excited to see how this translates to on-track results.

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Day 13 – Less than 20% Unclean!

I have been working on driving more consistent… err… consistently, with some success but today, it finally all clicked and came together like never before.

I woke up, tired as usual, did my stretching, some cross-crawls (thanks Ross Bentley and Speed Secrets!) and lazy eight’s, just like I do in the real world and got on my way.  And for the first time ever, 20+ laps of just about all clean driving.  I did drop some tires and got a little sideways but I forced myself to try to save the car, slow down and collect myself, just like in the real world.  And it worked!

20+ laps of mostly clean running!

The best part? Nestled in there are five sub-1:20 lap times and I didn’t feel like I was risking life and limb to make them happen!

On average, what changed?

It was really just one segment – segment 7, which includes turns 10a, 10b, 11 and 12.  The chicane in the back straight away and all the way to start/finish.  With my next real-world race being at Portland International Raceways, this time being run with the ‘Festival Chicane’ in the annual Chicane Challenge event, getting a great run out of the chicane has been top of mind for me.

I made it my goal today to get the best dang run out of the chicane, on power and going to full throttle, without having to lift, the top priority and I think it’s worked! Here are a couple of proof points:

1. Braking earlier, settling the car, aiming towards the backside of the 10ab apex and getting on throttle faster.

The changes are small but they are making a difference.

2. No new personal best but the average fast lap, is faster!

Just barely but the trend holds true even for the fastest laps – I am braking slightly earlier, softer and getting on throttle sooner.

Comparison of yesterday’s and today’s average fastest lap. Small but there are differences in the right direction.

Today was one of the most satisfying days – not only was I able to get into a groove, I worked up a serious sweat and did not have a single incident – how it should be in the real world. I’m excited to keep this going and build momentum of sessions where I get serious laps in and while finding little nuggets of speed here and there.

When I first started a couple weeks ago, I would not have even dreamt of low 1:19 lap times. Now I believe they are not only possible but even 1:18’s are possible in the next 30 days!