Region: Texas-SW Div.
Car #: 54
Year : 91 Posts: 95
Thanks Blake, I already sent the Viper Racing League that video. They just wanted a verbal description lap around the track. Great, clean driving, looked like team driving - working together, not dive bombing anyone. Looked like a blast!
-------------------- 2 rear diffs. 1 transmission, 1 PPF, & a few dents!
Car #: 11
Year : 99 and 93 Posts: 347
quote:Originally posted by FlyBrySM: Thanks Blake, I already sent the Viper Racing League that video. They just wanted a verbal description lap around the track. Great, clean driving, looked like team driving - working together, not dive bombing anyone. Looked like a blast!
You should have lot's of fun teacing the green Viper drivers how to stright line brake for all of those double apexes
-------------------- Gale Corley 99 SM GRE Super Deluxe 93 SM GRE Jr. Deluxe
Region: SW Division
Car #: 32
Year : 1999 Posts: 194
So I will take a shot at track notes. I have not driven there for a couple of months but I have done quite a few laps and have instructed there. Note that the track considers (ie. numbers) several dual apex corners as one corner. If you are running there it is probable that Bryan Henderson will be at the track assisting/overseeing for the track owners. If you find him you will get a wealth of information about the driving the track as he has almost certainly more laps there than anyone else.
On start going into 1, move all the way over to the left (obviously) to set up the right turn. Brake a little earlier than seems necessary and treat this as a late apex corner. Get the car turned so you can hug the apex and stay there for a moment.
Let the car settle for a fraction of a second before turning left. The left into 2 is a mid apex turn although beginners, if they early apex, will certainly go farming. This is actually a pretty fast corner if done right, but can be very unsettling to beginners due to the slight banking in the corners which can catch you on the wrong angle if you overshoot the entry.
Turn 3 is a left double apex. Displace the first apex by 3-5 feet and get the student to look way far ahead (to the left) and have them go to track out in one continuous turn to be able to hit the second apex.
Get to slightly left of the middle of the road (donít try to go all the way to the left) to set up for the right down into 4. This is a tricky entry as you must start your turn before you can see the apex (which is a little over the ridge). Hitting the apex here is important as the road tends to be slightly off camber and you need all the track you can find. Itís a quick corner which will scare many students into lifting mid corner Ė which of course makes for an exciting journey into the dirt. Get the student turned early enough and slowed down enough so that they can get on the gas and stay in it all the way through and down the corner. Brake early (in the dip) to set up for turning right into 5. Itís a quick brake and off again so that momentum is not lost on the uphill. You can be on the gas well before the apex. Many people brake into the apex and lose a lot of time.
After 5 is a long straight to 6. Most people brake too early to start with (as you are really moving quickly over the rise in the road and canít see the corner entry) and then tend to start braking too late into 6 (and ending up over slowing while trying not to end up in the dirt) until they get the hang of the corner. This is another dual apex corner and requires looking ahead to the curb of the second apex in order to get it right. Donít worry about trying to hit the first apex, itís getting speed through the second apex thatís the big deal.
There is a very long and bumpy straight leading to 7 which is a slow left hand turn with a slightly off camber entry. Make sure you can enter this corner so that you can be all the way over to the left after the apex in order to be ready to turn right into 8.
8 can be pretty quick but is intimidating due to the limited clean runoff. Once getting used to the turn you can actually early apex it and run all the way out to the edge of the track Ė but most people donít.
9 (another dual apex) is a left hand turn downhill and it is very easy to come into it too fast or to brake too late and then have to lift which of course puts you in the dirt on the right. Unless the student really knows what they are doing, make sure they brake in a straight line as braking into the turn and then lifting will rotate the car with vigor due to track banking. The trick seems to be to get the car set up for the second apex which is another left and can be taken under strong gas as long as you donít early apex. Its unfriendly off track here.
10 is a right turn carousel going uphill. Enter from a little to left of middle track, donít bother trying to get all the way to the left. Brake early and lightly here so that you can carry as much speed into the corner as possible as it immediately goes steeply uphill and slows you down. Getting this hill right is very important for the straight beyond and essentially you need to be hard on the gas with a mid apex position. There is actually a lot of track out on the left here but you canít see it until just before you get there. As a result the corner is shallower than it first appears, but most people tend to exit with 10ft of track out left over. Get it right and you pick up a lot o ground down the straight.
11 is a left double apex turn where you ignore the first apex and simply try nail the second apex. Many people take this corner slower than they need to as they fixate on the wall at the exit, but in reality the wall is quite a bit off and you would have to really screw up to hit it. Itís much more forgiving than say MSR Houston.
Hope this helps Ė I am interested if others have the same perspective of the track.
Good notes Craig. My only addition would be don't force tracking out in-between the double apexes. The track is very wide and the extra distance isn't always needed.
Once quick you start taking turn 4 flat out, I did that from mid-track turn in and early apex right where curbing started. Use the camber of curb turn in 5 to really keep the momentum up the hill and you can really carry more speed than you think here and also coming out of turn 10 because of the uphill and plenty of track out. Other speed parts I found you could really dive down into turn 9 hot and worse case the track out curb camber would catch you. Also turn 1 you could really apex right over the curb as it is smooth and with car loaded on left it really sets you up fast through there and 2.
Car #: 88 / 188
Year : 1995 Posts: 67
I think Craig pretty much nailed it! The video looks a lot more calm that it felt on the track. Entering and exiting turn 6 can be very bumpy. The pavement on the braking zone of 6 is quite choppy. I don't know if it was the right line to be driving, but I remember exiting 6 several times the car got very hoppy (not happy!). I could imagine having some more horsepower and exiting that getting into trouble :]