How Not To End Your National Championship Race

SCCA Runoffs Touring Group 4

In September, CorkSport participated in the SCCA Runoffs, the largest club race event held every year. In 2016, the Mid-Ohio Sports Car Course hosted the event in Lexington, Ohio. Having only raced there in a simulator, we spent two days testing at the track the weekend before and received coaching from Will Dodd, a local Spec Miata racer who has spent plenty of time getting to know the course. After trying several setup changes along with the awesome BFG rain tires for the first time on our Mazda 3, we felt pretty good about our odds of placing higher for qualifying.

SCCA Runoffs 2016 CorkSport Mazdaspeed
Credit: Melissa K Lepper

The runoffs format is made up of four qualifying days followed by a one-shot, winner-take-all championship race. For the Touring 4 group there were 34 people entered, which made for great racing no matter where you were in the field. The T4 field also shares the qualifying session with the B-Spec class, which adds excitement catching up to them on the track with the higher top speeds of the T4 cars.

SCCA Runoffs Touring Group 4
Credit: Melissa K Lepper

Qualifying session #1

On the out lap, an Rx8 blew a line off his oil cooler and laid down a puddle in turn two (aka the keyhole) and proceeded to drive down the straight before he went off in turn four. This meant heading into four you were staring at a car in the gravel, the fastest spot on the track heading into a heavy brake zone. Not a good place to go off. The session should have been called with the oil down but the stewards let us run around the track, which was a waste of time. The best time I managed was a 1:47.84 — horrible for T4.

Qualifying session #2

The bad part about qualifying poorly in the first session is you are placed in order of speed from all of the days of qualifying. This meant I was sitting in 22nd behind several drivers I knew I could beat, and I would have to get a fast clean lap. After six laps I cleared the other cars and caught up to the B-Spec cars, which made me back off a bit. This was a bummer, since the predictive lap timer in the car showed I was on path to run a low 1:42 time.

The end result from Q2: I was in 18th with a 1:43.107. After the session was over, I was pulled into tech to make sure my car was in compliance with the rules. After 60 minutes of tech fun to make sure my car didn’t have a spool, the fuel was from the track, my ECU was stock, and we were cut free. Lucky for me they didn’t find the nitrous tank hidden in the trunk. (J/k)

Qualifying session #3

I went faster and was consistently in the 1:42s, but everyone else went faster as well. I slid back from 18th to 19th. Boo!

Qualifying session #4

Last chance to make a difference on Thursday. We went over the car setup and made sure we were in the best shape for starting higher in the field. In the end it didn’t make a difference. I got caught in traffic and struggled with the car. I was going to be starting 19th. There was one bright spot though: The top speed I hit was one of the highest at 120.8 mph going into turn four, which means I was exiting the keyhole carrying more speed.

Race Day

After getting new brakes installed on the car and running a hardship lap to make sure everything was good, we were set to race. Will noted that being on the inside at the start was a good place to pick up after going through Madness (corner five) and into six due to the track line and the width of the track. Being in 19th, I was on the inside to start.

SCCA Runoff Corner Five "Madness"
Credit: Melissa K Lepper

The start went well; I got the jump on a few Rx8s and moved up a few spots heading into four with a Pontiac Solstice in tow behind me. So far so good. I got though turn nine and the Pontiac was able to carry a bit more speed than me, so he went around the outside — a pretty hairy move but I saw him and left him space so he didn’t get run off the track. We proceeded to have a drag race when it happened. We made contact, and his right rear tire hit the side of my car at the driver’s door. We got wheel-on-wheel contact that spun him across my front and took his tire bead off. He went spinning off the track towards the wall.

I had hit the brakes so I wouldn’t punch his car in the door with the front of the Mazda 3. My car was pulling hard to the left; his hit wheel had punctured my left front. In a live track with a race going on, stopping is not an option. So in an effort to not cross the track to get to pit lane, I opted to pull into the middle of the track at turn 12 and park behind the wall to wait out the race.

I had my phone in my car, which prompted me to post this video while I watched the finish.

The other driver was able to pull into pit late. I was happy to see he did not hit the wall. I was able to talk to another racer I know who caught our contact on his camera. He was willing to share it with me.

This wasn’t the way any racer likes their week to end but it is racing. You never know what is going to happen out there on the track.

Derrick

Derrick Ambrose, CorkSport, Mazda

So you want to be a race car driver…

I have always had the itch to go racing on the track over the years but the price to do so always seemed like a number that was too high. I decided late last year that if I was going to hit the track I needed to get going on my dream. This is the beginning of the adventure I am taking to achieve this dream.

The best choice to get the license that I can find in our area was to race at Portland International Raceway with the SCCA. To get out on the track requires getting a SCCA novice permit. There are a wide range of things needed to get the permit. First thing you need is a race car. Since I had planned on going racing we have been preparing a car to do this but it was not ready to meet the challenge yet. After a few phone calls I came up with an intriguing option. The Oregon Region SCCA created a local class called IT-J. What do the initials stand for you ask? Well IT stands for “improved touring” and the J stands for “junk”. Yes I said junk. The local officials recognized the popularity of the Chump Car and Lemons car series so they made a class just for the junkers people race. The cars do need to pass an SCCA tech inspection like every other racecar out on the track but the budget building of the cars is taken into consideration so there are some things which are overlooked in the styling department.

My race car was loaned to me by several members of rotary power northwest, a local rotary enthusiast group. I was a guinea pig of sorts to test out the recently installed brakes and brake cooling system after an event showed the system to be a weak point in Chump Car racing.

With the racecar part of the puzzle out of the way, I had to get a physical with a specific set of SCCA forms to be filled out by my doctor, turn in my novice permit application, and get some safety gear.

The novice permit is straight forward as well as the doctor visit to get the forms filled out but the safety gear has a huge range of choices. It is required in the SCCA GCR (General competition rules) to have a fire resistant driver suit, gloves, shoes, baklava (sock for your head that fits under your helmet), helmet, and a HANS (head and neck support) device. Even shopping for the best prices the total bill on the safety gear came out to ~$1700. The safety gear lasts for years if properly cared for so this is a large upfront cost you will only have to make once. A tip if you are purchasing a HANS device and helmet, make sure the helmet has the holes pre-drilled for the mounting point for the HANS. This saves you having to measure and drill your helmet. I purchased a bell helmet which had the points pre-drilled which made the installation of the mounting points a snap. The finished safety display of items is below.

Yes, I know, I look like they guy who died jumping a jag off the end of an aircraft carrier but there is a reason I went with the colors I did. Black is a color which works well with about any color and driving a race car is dirty which is hidden well on black.

Once you have all of your docs in order, your race car, and safety gear you get to wait for the event. I got lucky; the Oregon region SCCA school was a two-day affair with all of the required track time smashed into two days. This made it better than attending two schools to get the novice permit issued. In this case after passing the novice permit you get to race the same weekend at the 1st region SCCA event immediately after the school.

First things first, getting the car through the tech inspection. When you don’t own the racecar you are using this was a bit nerve-racking. I had an inspection done but it was found that the harnesses we expired at the end of 2011. There is nothing like a scramble to find a set of harnesses on a Thursday evening while you are in a drivers class which runs until 9pm. At 8:30pm a set of harnesses magically appeared in the driver seat of the car. By the time the class was over, I drove home and installed the new harnesses, it was midnight. With the words of one of the driving school instructors in my head saying “be there by 6:45am if you don’t have your tech sticker already” ringing in my head and “make sure you get plenty of sleep” I sacked out.

5 hours later a gently reminder to wake up blasted away to get me moving to the track to meet the time the teacher set out. I arrived early and got the car to the tent to await my tech inspection. The vehicle was remembered by the tech from the previous night so after a quick check of the harnesses the vehicle was passed for the school. Another quick check of my safety gear done and I was given an inspection sticker for my helmet and one for the car. I was ready to go.

After a quick drivers meeting where we all got a quick run down of the morning events everyone got suited up and we hit the track for some simple driving techniques and a trip around PIR to receive a preview of the track and what and where everything is. Next up was a drive and follow with several of the instructors to work out the driving line for everyone. Somewhere along the way I lost my instructor and another student to the pits for technical issues. I got to continue practicing turn in points and hitting the apex on the corners for another 20 minutes. Turns out the other student was busted for the 103db sound limit for the track. Moral of the story there is a vette with side pipes is REALLY loud, even louder than an Rx7 I was driving with a header and a pair of straight through mufflers.

After a drivers meeting and a quick lunch we headed out on to the track for another 120 minutes of track time to practice our lines, hitting markers, and learning the track. One of the items the instructors wanted us to learn is the turn markers and braking points. The reason for this is they had set up cones marking everything for us to learn and the cones were not going to be there the next day.

A sample of my instructions in my head for driving the track “turn four hit the late apex and head towards the small bleachers, quick on the brakes to set the outside tire and turn in to five. Aim for the orange climb through for the apex in five, a quick jab on the brakes to set the car for turn six which you need to stay in the middle of the track to start the turn and hit the next apex.”

After working on this for an entire day and some input on some tweaking of the car from one of the instructors I felt pretty good about driving around the track. The last driver session we got a surprise, the advanced drivers were put onto the track with us to give us the experience of much faster cars on the track at the same time. The advanced drivers were running a pair of Spec Miatas, a Porsche turbo, and a Viper challenge racecar. The Porsche and the Viper were insanely fast. You would see them in the rear view starting down the back straight. I was ¾ of the way down the straight and they would catch up to me by the end of it and pass me (and all of the other students) in the corners and disappear again for a lap or two. It is a very humbling experience to get blown past by those cars on the track.

At the end of the first day I had completed 260 minutes on the track and I was beat. Unfortunately I had an off the track incident while passing a 240z which required some minor repair work to the brake ducts on the front of the Rx7 and a quick inspection of the front brakes to see how everything was holding up. After 2 hours of work making sure the car was in good shape I got some much-needed rest.

The next morning the classes started up at 8:15 for a drivers meeting and hitting the track for four thirty minute driving sessions with a five-minute break between each one. In the Rx7 this meant I had to stop and get fuel after two sessions. It had rained all night so the track was really slick. After a brief meeting we headed to our cars and off onto the track. The 1st session was a get yourself up to speed and a last chance to memorize the track before the marker cones were pulled. On the first lap out I had an instructor spin out in front of me, several other students spin out, and another student blow completely off the track in turn nine and ten and end up against the tire wall. That black flagged the session so we all headed to pit row for them to clean up the mess. We were cut loose again on the track to finish out the session.

Session number 2 had more people going off the track along with our friend who went way off the tracking getting a chat from the instructors which I can guess was probably not a pleasant conversation.

The third session was a race just like what we would see in a normal SCCA weekend. All of the students were on the track with instructors and more advanced drivers at the back of the pack. I was stacked up with several other IT-J Rx7s towards the back of the pack in the starting grid. The green flag dropped and it looked like everyone was waiting for the car in front of them to go. I took off to the right with the Miata in front of me and passed eight cars by the time I hit the first corner. (I was next to the silver Rx7 in the picture below).

I was pretty proud of myself for the first racing start and getting past eight people. I managed to work myself past several others through the field until the faster drivers at the back of the field caught up later in the session.

For the last session of the day we had the advanced drivers out joining us again. By this point the track was really drying out and I was able to push it as fast as I felt comfortable in a borrowed car. I found myself checking glancing at the rear view mirror often with the threat of the Porsche and viper catching up to me and I wanted to make sure I was ready for them to go past.

We all headed off the track and went to the last drivers meeting. There were a few violations handed out (someone had pass on a yellow flag which is major no-no in racing) by the stewards for the day then we got what we had all come for, the novice permit signed off. Some of the students immediately signed up for the practice session to race in the region SCCA event the same weekend. My prize for the weekend is the novice permit and the office certificate granting stating we passed the school.

So what is next in my path to racing? Like I mentioned earlier CorkSport is building a racecar to compete with. I will divulge more on that project later but we need to have it together by April 28th and 29th for the double regional event. With two regional events under my belt I can apply to get my regional SCCA racing license and move up from the novice permit.

-Derrick

Compete and Win!

The Oregon Region SCCA Solo Director stopped by CorkSport this week and during our discussion, he brought up the topic of the national event and contingency awards that he and the other driver for his car had won. I missed the national tour event this year from other obligations, but it got me thinking, “what if I had competed and won my class.”

So I hopped on the computer and took a look at the SCCA national webpage to see what contingencies are offered to the winners of the National Solo tour.

#1 Mazdaspeed. Mazda pays out $200 for first and $100 for second for any Mazda who is registered with their program.

#2 Kumho. I am currently running #2 Kumho EXS tires on the CorkSport Mazda 2 and Kuhmo pays out big time if you win especially in the street tire classes. First place pays out $600 in product credit, second place is $400 in product credit and third place is $300. The tire size I use is 205/50/15 which goes for around $90 a tire. Even third place would almost pay for a set of new tires.

If you wanted to give it a shot in the Pro-Solo event (the Pro Solo event was the weekend after the national solo tour) there is even more available if you can get a class win.

#1 Mazdaspeed. Mazda pays out $200 for first and $100 for second for any Mazda who is registered with their program for a class win. If you go on the challenge they bump it up to $400 for a win and $200 for second place.

#2 Kumho. Kumho pays out the same for the street tire classes as the national solo win. For the challenge first place pays out $300 in product credit, second place is $200 in product credit and third place is $150.

#3 Hawk Performance. Hawk gives out $100 per class win and $100 for the challenge win.

So hypothetically if I could pull off a class win for two weekends of racing it would add up to a total of $2500 in products. Not too shabby for having a great time driving around cones. I am fortunate that the events are only 2 hours away for me. Some of the competitors I saw in the entry list came from as far as Texas.

Remember, even if you think you might try to attend a national event, make sure you register with the contingency sponsor before the event. Some require registering at the beginning of the year so read the fine print.

-Derrick