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During that time, I moved karting classes, jumping from racing flathead 4-cycles — engines initially designed for lawn and garden equipment — to the TaG class, with screaming, purpose-built 2-cycle engines revving well above 10,000 rpm. In retrospect, I imagine it was the equivalent of jumping out of a Ford Fiesta and into a Ferrari 488 Challenge.

Top speeds and acceleration of the high-power, 2-cycle engine were incomparable. Sticky slicks also increased braking and cornering performance past anything I experienced driving on the comparatively rock-hard tires used in the 4-cycle classes at the time. I was experiencing more lateral g’s than I had ever felt before, and it was taking a toll on my body during that first year.
Making the jump from one karting class to the next showed me I needed to work on my fitness. (Photo credit: David Bush (https://davidbushphoto.com/)
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At a race weekend midway through my first season in the new class, I had a revelation. Halfway through Saturday’s final race of a double race weekend, I felt like I had been run over by a semi-truck. My ribs hurt to the point where it was hard for me to commit to turning into a corner with any hope of carrying a shred of mid-corner speed.

I was having a difficult time catching my breath. I counted down the remaining laps in agony hoping for the checkered flag to fly each time I passed by the flag stand. I was able to white-knuckle it around the track, holding on to finish the race with a shred of my remaining dignity.
After a long race in a kart, everything hurts. You’ve got to be on your A-game. (Photo credit: David Bush (https://davidbushphoto.com/)

When I started to talk to some of the other racers in my class after pulling off the track, they looked like they had just finished a light, pre-workout stretching routine, while I felt (and probably looked) like I just survived Marine boot camp. One of the top drivers in the class was freshly graduated from high school and was about three years younger than I. In talking to him, I learned he was a competitive swimmer when he was younger but still swam 3 times a week, primarily to stay in shape for racing.
I realized that it was time to start getting serious about physical fitness as a driver. (Photo credit: Sarah Donahue)

At that point, a lightbulb went off. I realized if I had any hope of being in the same zip code as this guy, much less beating him, I would need to get off the couch between race weekends. I began taking an occasional two-mile run outside to increase the physical stamina lost during four years of relative inactivity while away at school.

At my most disciplined, I would take a two-mile run, two-to-three times a week around noon to prepare my body to exert itself in hot conditions. At the time, it was not particularly apparent to me, but looking back, it is fairly easy to correlate my on-track success to my amount of physical training.

After stepping back from karting due to family, a better job, and life, I cut back on my physical activity. When I moved into taking more of a driver-coaching role (right seat), I really began to feel a lot of those same physical pains and aches I had after jumping kart classes. So, I stepped up my physical fitness, mostly going running.

Low and behold, I began to feel less tired after multiple on-track sessions. I also felt that because of my increased fitness, coupled with a foray into sim racing, my overall coordination — including hand-eye — was much improved. I also noticed my frequency of fitness had a huge impact on my abilities. If I slacked off in the running department, I could really tell, because I did not have the same physically coordinated reaction to things as before.
If you think you don’t need to be in shape sitting in the passenger seat, think again. You’d surprised how much better you feel if you are fit. (Photo credit: David Bush (https://davidbushphoto.com/)

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Why Train

Almost all first-timers and less experienced high-performance drivers are caught off guard by how tired and fatigued they feel midway through a full day at the track. That is likely the number-one comment heard by HPDE instructors everywhere. Soreness in the body’s core area, neck, and arm muscles are common complaints. Noticeable deterioration in the ability of a student to react to hazards or stay on the racing line is also a telltale sign of fatigue.

In many cases, errors and misjudgments begin to creep in because of a biological deficiency, not a lack of understanding of the rules for safe on-track behavior. Brain-fade is real, and physical training is one tool that can help a driver maximize their performance behind the wheel for a longer period.
Brain fade can creep in and cause mistakes, hopefully, only little ones. (Photo credit: Jane Absalom)

Heat buildup is one of the most significant hurdles a driver has to overcome. At a minimum, helmets are required equipment when taking a car on nearly any racetrack. Because the top of the head is one of the primary places where the body sheds extra body heat, both open- and closed-face helmets block this function.

While a helmet should be required when on a racetrack, it does reduce the body’s natural method of temperature regulation. If allowed by the organization with which you run, an open-faced helmet may provide more airflow, but modern full-face helmets specifically designed for auto racing have come a long way in getting fresh air where it’s needed most.

When looking at wheel-to-wheel competition, a race car driver must wear a flame-resistant driver suit. Many manufacturers using a variety of materials populate the marketplace. But, there is no getting around the fact that a driver is covered from head to toe in multiple layers of heavy fabric. Depending on safety rules, another layer of flame-resistant underwear underneath the suit may be required.

On top of that, gauntlet-style gloves and flame-resistant shoes with minimal airflow are designed to keep hands and feet safe in a fire. While wearing a full complement of safety equipment, there is no way a driver’s body can cool itself as efficiently as when wearing shorts and a T-shirt.
There are very few environments in sports as harsh as the inside of a race car. (Photo credit: Shawn Brereton)


We now have a driver wearing a helmet, driving suit, shoes, gloves, and possibly flame-resistant underwear. Put that driver in a race car driven by an engine radiating heat and extremely hot exhaust gasses, and you have the ingredients for problems like heat exhaustion or heat stroke if the driver’s body is not correctly prepared for their day at the track. Add the body heat from the driver, while working the steering wheel and resisting the g-force from cornering, and the heat problem is exacerbated.

The body can combat a rising core temperature, but the ability to minimize fatigue comes at a price. Nutrients from food and drink are used to keep vital organs, and muscular and neural systems, functioning at an optimal level. Physical fitness allows the body to function and use its fuel more efficiently, resulting in burning less fuel to produce the same output over a given period. This increases the total time a driver’s biological system can perform at peak capacity.
Loaded into the car with all the safety gear places a demand on your fitness. (Photo credit: Shawn Brereton)

Today, racers have many options when it comes to driver cooling. Bespoke cooling systems circulating cold water next to a driver’s body, various types of heat shielding, and cockpit ventilation are just a few tools to help increase a driver’s comfort in the car. However, like many things in a race car’s design, there is a performance trade-off.

Cooling systems often draw power for pumps, adding more complexity to the car’s electrical circuitry. This creates another system that can fail due to the harsh realities of racing. Additional concerns regarding cooling systems and some heat barriers are the placement of more weight in an undesirable part of the car. Heat shields can also fail because of on-track damage or inefficient design. Adding ventilation to the driver cockpit is an inexpensive and time-tested fix, but can add speed-robbing aerodynamic drag. Conversely, increasing the driver’s fitness can solve fatiguing, while minimizing the number of performance compromises.

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There are a lot of ways to cool the driver with a cool suit and venting, but if you aren't fit, it does little good. (Photo Credit: Shawn Brereton)

Things to Consider

If you have identified an uptick in physical activity as a way to increase on-track performance, there are a couple of variables to consider. First, how much time do you want to devote to bettering your performance driving when not at the track? Where does this fit in your daily priorities? Family, friends, work, and other obligations can take away from time available for training.

Next, the type of racing, and level at which you race, is important to think about. Each type of car requires a different mix of brute strength and endurance. For instance, a production-based car with power steering requires less shoulder and arm strength than an open-wheel car without power steering. High-acceleration, high-downforce cars may require a driver to have more neck strength to keep the head upright under high-cornering loads compared to a low-torque, low-downforce Formula Vee.
Downforce plays a role in the demands on the driver. Carrying more speed through corners requires more strength. (Photo credit: Shawn Brereton)

Additionally, the physical strength and endurance required of a pro driver in a top-level sports car racing series are very different from that of an amateur racer competing in club sprint races. The level of competition and length of races will provide a ballpark idea regarding the amount of training required for ultimate performance.

For example, a competitive World Endurance Challenge GT-E AM driver will need significantly more cardio and muscular-endurance training than one racing in a budget enduro series. Lengths for driving stints may be similar, but the GT-E drivers are often pushing the car closer to the limits of performance for a longer timeframe, requiring more energy output from the driver.

The climate, and time of year in which you compete, is another major factor to consider when understanding what it takes to be a competitive racer and safe high-performance driver. In North America, most motorsports events take place during summer’s increased air temperature and elevated humidity. Since drivers with better levels of fitness tend to perform better in hotter temperatures, a racer from Maine planning to race in Georgia in August may benefit from some extra training or exercise in a hot environment. The idea is to get the body accustomed to working at a heightened level in a hotter climate.
Grassroots racers have it tougher than pro drivers at times. They are not only the driver but the mechanic as well! (Photo credit: Shawn Brereton)

At a minimum, a high-performance driver should be as fit, if not slightly more, than the other drivers in the field. For a driver, the ability to lay down consistently fast laps is an important component when evaluating skills and abilities behind the wheel. Only a proper level of fitness can allow this to happen. At the more elite levels of the sport, lap-to-lap consistency and the ability to control the car’s overall pace while remaining consistent separates the absolute standout drivers from a pool of highly-skilled racers. That type of precision isn’t possible if a driver is struggling with exhaustion.

Last Lap

We started this story with the debate on whether race car drivers are athletes. Based on my personal experience, I would say race car drivers are absolutely athletes. To be competitive and have fun at any level of motorsport, a driver needs to come to the table with some type of athleticism. It takes muscular strength, physical endurance, and well-developed hand-eye coordination to continue to grow as a high-performance driver.

Traditional training activities like running, weight lifting, or yoga work well for many people. But, many of the same gains can be found through recreational team and individual sports like cycling, walking, or even video games and simulators that require a high degree of coordination among different parts of the body.

With that said, I would encourage any driver wanting to improve their lap times to increase their level of physical activity away from the track. As I mentioned earlier, the exact physical activity does not really matter, but it should be something that focuses on increasing coordination, strength, or endurance.

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Beyond The Redline: Chasing Money (How To Find Sponsorship)

By Rob Krider February 05, 2020There is no getting around this one simple fact about racing: it costs money. The old saying is, “Racing: how fast can you afford to go?” Unless you were born with a last name like Earnhardt or Taylor, chances are your dad didn’t pave the way for you to head to the racetrack. That means you are going to have to figure it out on your own.

Now, if you invented Instagram, you are in luck, simply call The Racers Group, hand them a large check worth a good portion of your internet fortune, and they will have your racecar on the grid, filled with gas, and ready for you at the next pro event. They will even tell you where you can land your helicopter.

If your last name isn’t Earnhardt and you didn’t invent Instagram, well then, you have a lot of work to do. Allow me to walk you through a few ways the average Joe can score a little sponsorship (or a lot) to help with some of the crazy costs that racing incurs. The first thing to do is watch the film Glengarry Glen Ross, which has absolutely zero car chases in it because it’s about sales. You, son, are about learn how to sell yourself.
If you work hard and continue to sell yourself, you can adorn your car in many sponsors stickers like you see above on our National Champion Acura Integra. This will not happen overnight, it takes time and determination. “Always be closing,” – Glengarry Glen Ross.

One of the most important terms to understand about sponsorship requests is “ROI,” which stands for Return On Investment. You have to convince a sponsor that whatever they are giving you — whether it be a check for $1,000 or a case of transmission fluid — by “gifting” this stuff to you, they will see a minimum of twice that amount in sales (i.e., $2,000 or two cases of transmission fluid sold).

If you can’t guarantee that sort of return on investment, then maybe your proposal should be adjusted because if you don’t make a change, then you are going to hear a resounding “No.” Believe it or not, hearing “No” is actually something, which is better than nothing. Most sponsorship proposals are ignored due to the amount of requests companies receive. In most cases, you don’t hear anything.

Contingency

The first step to sponsorship is done through contingency. It works like this: Step 1, run contingency sponsor stickers in the required locations on your car. Step 2, Win. Step 3, fill out lots of paperwork (on time). Step 4, collect checks!

Before Redbull gives you a full-ride sponsorship, lining your pockets with cash, and filling your garage with pallets of energy drinks, you are going to have work your way up the ranks. The photo above is when I was autocrossing with the SCCA at a National Tour event in San Diego. You can see the car doesn’t have much for sponsorship decals except the Hoosier decal on the hood and front fenders. Hoosier did not personally sponsor me (they didn’t know who I was). Hoosier Tires was merely a contingency sponsor through the SCCA for National events.

This meant as long as I pre-registered with them before the event, used Hoosier Tires on all four corners for the entire weekend, had the minimum required number of competitors in my class, ran their specified decals in the required size, color, and location, supplied them with photographic proof I was there, and won the race . . . then, and only then, would I earn tire money.

The reality is, I usually destroyed four Hoosier tires during a race weekend to earn one contingency tire. This sounds like a pretty good deal for Hoosier, and it was. It was a good return on investment. Hoosier Tire incentivizes racers to buy its tires, use them like crazy, and hope to get some of their tire budgets back through contingency.

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Start Small

My first-ever legitimate sponsor was (and still is) I/O Port Racing Supplies. To show our appreciation, we slapped I/O Port Racing stickers all over our 24 Hours of LeMons car and added a patch on my driving suit.

Most sponsorship deals aren’t for piles cash (or any cash at all); usually, they are trades for a product. This was the exact scenario for my first successful sponsorship request. My team and I were building a 24 Hours of LeMons car. This was a big leap for us because we had only competed in drag racing and autocross events up to this point. Building a fully caged race car came with a lot of unexpected expenses for us. We were out of cash, but we really wanted to make it to the next event.

I started putting sponsorship proposals together for the parts we needed. The first one that worked was to Ken Myers, owner of I/O Port Racing Supplies, asking for a four-terminal battery cut-off switch. In my proposal, I convinced Ken that LeMons was an up-and-coming racing series receiving lots of media attention. By giving me this $35 part (yes, that is correct, my first sponsorship deal was for a retail cost of $35), we could spread the word amongst a lot of grassroots teams (who were building cars) to buy all of their safety equipment from I/O Port Racing Supplies.

He was sold and shipped us the cut-off switch. Did we provide a return on investment for the $35 part? Yes, we won the race and were featured in a bunch of magazines — all of which mentioned our sponsor, I/O Port Racing.

Media Coverage

To provide ROI for sponsors, you have to work diligently to get your car into different media outlets: magazines, newspapers, and websites. This doesn’t happen automatically, you have to work to broker those deals.

Once you have received your free part from a sponsor, it doesn’t mean you are done. In actuality, it is just the beginning. You need to be appreciative and do everything you can to spread the word of the business who is supporting you. Even if that support was merely $35, it is still $35 more than anyone else was willing to give you. One of the things you can do is work to get your story in the media. This doesn’t happen automatically.

For my team, we started with our local newspaper. If you understand how papers work, it isn’t that hard to get coverage. Newspapers have the difficult task of filling a daily newspaper with content to keep the pages from being blank between the advertising they already sold. They don’t care what is on the page as long as it is somewhat relevant to local community stories.

I started sending press releases to the local sports writer to help him fill his section with something other than the usual local high school girl’s tennis coverage. He was glad to get something different to run with, and the next thing we knew, we were in the newspaper. And more importantly, we were mentioning our sponsor I/O Port Racing Supplies.
After sending lots of press releases and creating a relationship with the sports guy at our local newspaper, we were able to get some excellent media coverage for our race team, which provides more exposure for our sponsors.

Representation

Once you collect some sponsors and work with getting some media going, you need to make sure you are putting your sponsor’s name on as many things as possible. Your car needs to look professional and be clean at all times. You need to get some sort of team uniform going so any photographs taken of your team, your car, your trailer, whatever, provide exposure for your sponsors.

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Everyone on Double Nickel Nine Motorsports wears the team uniform, and we make sure each of our sponsor’s names and logos are on those shirts. We also send a shirt to our sponsors at the end of the season to say thanks for the support.

Not only do you need to ensure your car has the correct sponsor or contingency stickers in the right places, but you also need to ensure your driver’s suit has the proper patches in place. Your uniform is just as important as your car because, when the cameras come out at big moments like a podium celebration, your vehicle will probably be in impound. Take the time to obtain patches (or create them) for your sponsors and sew them on.
When the champagne is spraying, you have about one second to get this magical shot. When this moment happens, this picture is worthless to your sponsors if those patches are not in place. You can clearly see the Carbotech Brakes, Motion Control Suspension, and I/O Port Racing Supplies patches in all the right spots to make it into this photo.

Follow Through

Racetracks are what race cars are built for, but that isn’t the only place race cars can be seen. Car shows, parades, kid’s birthday parties, any place where there are loads of people is a place to display your race car. Sponsors love this stuff. They are often more interested in the vehicle being at a big car show like The Eibach Meet versus a race, and rightfully so. The fact is more people attend car shows than regional road races or local autocrosses.
For a local car show at a Triple-A baseball stadium, we brought out the full works — sponsor flags with each sponsor displayed, our RaceDeck flooring, and canopies. This was a great event where thousands of people walked by our car taking photographs. This was awesome exposure for our sponsors.

At the car shows, we take the time to let kids sit in the car, put on the five-point Autopower harnesses, and take pictures. We also have hero cards to hand out and write autographs on. At the end of the season, we take the time to send a care package to our sponsors listing all of the events we attended, copies of all the media they were in, a nice photograph poster of the car, a T-shirt, and a copy of our hero card.

It is this follow-through that ensures we can keep our sponsorship for another season. If you don’t do this follow-up, chances are any sponsorship you received will be a one-time deal.
Each year, I spend the money to purchase hero cards to hand out at events and use as autograph cards at car shows.

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From what you have seen, my team spends a lot of money on sponsorships: custom stickers for the car, flags, T-shirts, uniform embroidery, and autograph cards. You may think we spend more money on all of the sponsorship hype than we get from our sponsors. The reality is, in some cases, we probably did.

However, we are ensuring our sponsors get their return on investment. We are trying to create a brand and a long-lasting relationship. That way, when the next big event comes along, and we need help, hopefully, our sponsors are willing to throw more support our way. It is a long process, but the end-game has to be continually selling the sponsor on why your team is the one with which they should be connected.

Outside The Box

Anytime I have the opportunity to do a podcast or a Skype interview, I always have a background that represents my sponsors. You can see I’m wearing a Tactical Ops Brewing hat because they are a sponsor. I’m always trying to do my best to represent every one of my sponsors as professionally as possible.

I’m continually looking for opportunities to spread the word for the companies who have been kind enough to support my racing habit. I look for different magazines that might want to do a feature on our racing team or podcasts that might want a race car driver on the show. Recently, I did the Technik Podcast, where I had the chance to talk with host Peter Hopelain about racing. During that conversation, I mentioned some of my sponsors for the audio podcast and represented all of my sponsors with the background in the video version (below).



Thinking outside the box, I was able to get one of our race cars in the Nissan Motorsports calendar. This was really cool for our team, and it was a great package to send to our other sponsors to show them how we were representing them. This didn’t happen automatically. I essentially harassed the people at Nissan until they included our car in their calendar. Don’t take no for an answer, just like the characters from Glengarry Glen Ross.
One year, I was “Miss November” in the Nissan Motorsports calendar. It was seen by way more people than who would ever saw it at a racetrack.

The road to sponsorship is not an easy one. If it were easy, every autocrosser in the country would have free racing tires. If this all sounds like too much work, then invent something new on the internet and get rich before you go racing.

The process is selling yourself and providing a service to a sponsor that they need. And then following through on your promise, providing that return on investment. And last but not least, ensure your social media game is on-point. Sponsors like a lot of hashtags, tags, and lots of followers. Now that I think about it, follow Krider Racing on Instagram, I need more followers too!

More Sources

Eibach
https://eibach.com
(800) 507-2338
Hoosier Tires
https://www.hoosiertire.com/
(574) 784-3152
Sports Car Club of America
https://www.scca.com/
(785) 357-7222
I/O Port Racing Supplies
https://www.ioportracing.com/
(800) 949-5712

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Reading The Roads: How to Drive Unfamiliar Terrain

January 23, 2020


In the old days of rally racing, rallies were held over long distances and run with minimal information. Teams would race without the advantage of modern pace notes and reconnaissance laps, using only using a routebook to get from point A to B. This routebook would only contain directions for intersections and distances between them, ensuring teams could follow the route without getting lost, but in no way helping them with information for driving at speed. This means that rally drivers would have to read the road ahead and mentally gather as much information as possible, driving only what they can see at high speeds for long distances.

Rally races were often short one or two day events, but could range up to a week long and beyond, with rallies such as the Paris to Peking, the London to Cape Town, and the London to Sydney at the extreme long end of the spectrum.

The key to driving expeditiously on unfamiliar terrain is to practice reading the road ahead. Becoming instinctive with eye placement feeds your brain the critical information it needs to make real-time decisions concerning your speed, driving line, and techniques to be used for corners and obstacles. Looking as far ahead as possible is critical, but instead of focusing directly at the surface of the road, it is advantageous to keep your eyes up on the horizon and scan for useful indicators or the corners and terrain ahead.

Treelines are particularly useful for driving on unfamiliar terrain, as the treeline on the outside of an upcoming corner is often exactly the same angle as the corner itself. As you approach blind turns and crests, that treeline is your best indicator of the direction of the road ahead. Any other indicators on the horizon are hugely useful. Power lines, fences, walls and buildings, earth bankings, hedges, anything on the outside of the road ahead should be considered a useful clue for guessing the direction of the road ahead.

This is of course only a rough outline of the skills necessary for driving on unfamiliar terrain, and gives only introductory information for those looking to begin training for this kind of driving. These skills are applicable and beneficial for street driving and can be used at any speed; they also translate directly to motorcycle riding, ATVs and UTVs, and many other sports that require travelling through terrain quickly and safely.

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Threshold Braking

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•Jan 29, 2020

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Team O'Neil
117K subscribersThreshold braking is one of the most important skills that all drivers should be familiar and confident with, as well as an absolutely critical skill for racing drivers of all disciplines to master. Threshold braking is simply defined as the maximum braking force possible without locking up the tires. This threshold braking results in maximum deceleration on many surfaces, the exceptions being in loose, deeper materials where digging into the ground will be an advantage.

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Video: 1,000-HP Subaru WRX Takes A Tumble On The Hillclimb

https://www.youtube.com/watch?v=-gnOe4il8LI&feature=emb_logo

By Tommy Parry February 06, 2020While having four driven wheels makes putting massive power to the pavement a little easier, it doesn’t mean driving at the limit requires any less talent. The tendency of this layout to encourage understeer on the throttle is evident in this footage of the SJ1000, a Subaru WRX made for time attack and sporting (you guessed it) 1,000 horsepower. With a little too much commitment to a tightening corner and a rushed combination of one too many inputs, this frighteningly fast run results in a high-speed roll through the weeds.

The traction off of the line is predictable, but the way driver Dan Day runs through the Pfitzer Performance sequential gearbox is surprising. The 2.7-liter engine spools its Precision 68/70 turbocharger quickly — thanks in part to a fully reworked head — and with those close ratios, it likely outruns most cars to 100 miles per hour wherever it goes. Honestly, it’s hard to imagine even formula cars leaving the line as quickly and efficiently.



At the Willunga Hillclimb in Adelaide, South Australia, the car is obviously at home. The SJ1000’s Supertech coilovers absorb the bumps well, and the Whiteline swaybars offer a level platform and impressive turn-in. Those qualities, matched with a little aero, make this machine confidence-inspiring. In fact, there aren’t any instances of opposite-lock, save for one graceful slide at (0:31). Watching Day’s relaxed inputs makes this car, using roughly 850 horsepower here, appear amenable. It’s hard to believe, but the right setup can make such a powerful machine manageable.

Perhaps that reassurance and effortless speed work against him. A variety of corners, some of which are tightening, is something that appears to catch him out. Forty seconds into his run, Day suddenly finds himself in a tricky series of lefts requiring more balance than the point-and-squirt corners he dealt with up until this point.
At those speeds, without runoff, blending so many inputs can prove dangerous.

The front begins to wash out (0:39) when turning in to the first left, though that doesn’t exactly contribute to the upcoming crash. The problem is Day maintains the same amount of steering lock and squeezes in a minor squirt of the throttle between the two corners. He’s obviously searching for all the speed he can find, but with no runoff, drivers seeking the last few tenths occasionally pay big for their boldness.

After seeing the way the front end gives up in the previous corner, a more cautious driver might’ve backed off slightly. Carrying so much speed into the second left with that much steering lock, then prodding the brake pedal, unbalances the car. Also, watching the footage, it’s clear the car begins to slide when Day hurriedly downshifts. Perhaps the Subaru — not the stiffest car in the world — hasn’t been given enough time to load the nose properly. The front gives up in a big way, and soon the rear rotates on the gravelly shoulder. Soon the world begins to spin around Day.
After luckily landing right-side-up, Day looks at his feet dejectedly.

Obviously, the man at the wheel is supremely talented, but pushing this hard with no room for error can catch out even the most skilled drivers. In trying to find every last bit of speed, Day makes a mistake that might’ve cost him a second on a course with some runoff, but at a Hillclimb, a little caution is necessary.