Technically, the new racing season doesn’t start until next month, but it sounds good anyway. Having said that, it does kind of put me in the mood to get everything updated around here. I’m going to update the 2009 schedule to reflect the results from the last couple of events that I never got around to. I’ll also update my previous post with the videos that I uploaded but never got around to linking. In other random administrative news, I’ll probably be redesigning the schedule page to accommodate multiple seasons. I don’t know exactly what shape that will eventually take, but I do know that I can’t have an individual link for each season at the top of the page. I may end up with a “current season” page and an “archived” or “past seasons” page. That seems the most logical at this point, but I haven’t given it a lot of thought yet. Either way, look for that to change in the very near future, as I have both CCR and Triad schedules in hand.

Sadly, the CCR and Triad schedules conflict in March, so I only have one autocross scheduled for that month. The unexpected break in my schedule, combined with a timely email from a good friend gave me a brilliant idea. In all likelihood, I wil be attending my first HPDE (High Performance Driving Experience – I need to remember to add that to my FAQ soon) at Road Atlanta on March 13 and 14. That’s right – I’m going road racing. It’s a good thing there’s a downhill section on course; I think it’s the only way I’ll make any decent speed on a road course in the MR2. hahaha

Anyway, changes are coming soon. Stand by, and start your engines!

I want to apologize for not updating this page in so long. It’s not that there hasn’t been anything to report – I’ve just been lazy and preoccupied with Forza Motorsports 3. It’s not a great excuse, but it does explain the lack of activity on the site as of late. Since my last post, I’ve been to two events. The first event was the final points event of the year for the Triad club. The second event was a filler event that I went to up in Petersburg, VA. I mainly went to that race because the final event of the season for CCR was pushed back to December due to the Carowinds lot being torn up to make room for a new coaster. I have some videos from both events (including a spectacular spin at Petersburg) that I’ll upload tonight.

This weekend is the Subaru Challenge and final CCR points event, which will close out the racing season for me. I will make a concerted effort to post results next week.

 

 

 

 

 

This past weekend was the annual North Carolina Autocross Championship or NCAC. I may have covered this before, so if I have, bear with me for a minute. Either that or if you’re familiar with the NCAC, just skip on down to the next paragraph. The NCAC is an annual competition between the four largest autocross clubs in the state: Central Carolinas Region SCCA out of Charlotte (CCR for short), Triad Sports Car Club out of Greensboro (Triad or TSCC for short), Highlands Sports Car Club out of Asheville (Highlands or HSCC for short) and Tarheel Sports Car Club out of Raleigh (THSCC for short). The North Carolina Region SCCA, which covers the eastern portion of the state, has a very young autocross program and joined us this year, expanding the competition to five clubs. Originally, the NCAC was a series of events, one hosted by each of the participating clubs and times and points were cumulative between these events. This, however, required someone to coordinate these events between all the clubs and since this was very time consuming, that format eventually got dropped. Now it is one large two-day event that rotates between the participating clubs. Last year CCR hosted the NCAC, this year it was Triad’s turn and I believe that Tarheel hosts it next year. Typically, since participation between clubs is not exactly the same, we will take the number of participants from the club with the lowest number of drivers and multiply that by 0.8. That is the number of drivers from each club whose times will count towards the club cup. This keeps the newer and slower drivers from having to worry about holding their club back, and doesn’t penalize clubs with low participation. Times from both days are combined and the club with the lowest total wins the club cup for that year, along with bragging rights as the fastest club in the state.

In the week leading up to the event, the weather wasn’t looking too promising. It rained a majority of the time, and looked to continue that trend through the weekend. What was promising was the number of entrants signed up for the event. Anthony Hodges and the rest of the Triad officers had gone out of their way to make sure that the NCAC was a special event, going as far as scheduling a social gathering Saturday night with free food and drinks, along with discounted karting and partnering with Lotus Cars,  USA to have one of only three brand new Lotus Evoras on site for the event. Sadly, Lotus had a transportation conflict with the Evora they had scheduled for the NCAC, so they made up for it by sending a stunning new Lotus Exige 260. This just so happened to be the car that Car and Driver had been testing up at Virginia International Raceway. Not only did they compete in the 260, but they also gave rides in it during the fun run session after competition ended on Saturday. Lotus Cars, USA and Lotus of Durham had both signed on as sponsors for the event, along with Sneed’s Speed Shop and Jinx Jordan’s SoloPro Driving School. Food was provided for all participants both days. Saturday evening was an extremely successful venture. Everyone was invited to Grand Prix Greensboro for discounted karting and free food and drinks (alcholic and otherwise). It provided a great opportunity for everyone to talk to the people that they spend their weekends racing against without having to worry about lap times or being late for a work session.

Saturday morning started early, and it looked like we were in for a wet event. It continued to drizzle up until around 10:00 or so, when the first cars hit the track. I was busy getting people signed in with waivers, so I only managed two walkthroughs. That turned out to be a really bad thing for me. The course was really tricky, and very technical in spots. Knowing the course is the best and easiest way to go fast. The one benefit I had was that I was in the third run group, and the weather began drying out in the first run group. Those drivers in the first run group dried out the track for those of us in the later groups. That was one less thing I had to worry about slowing me down. Fortunately, I had put new tires on the car a couple of weeks prior, which meant I had significantly more grip than I had previously. I went out for my first run and posted a 50 second time. While I was checking my tire pressure, however, timing announced that I had DNF’d. I was kind of upset that it took them so long to let me know, so I went to find out what was going on. They weren’t much help, though, since none of them had any idea why I had been called off course. My second run was going well, and I was paying close attention to the course to see where I was going off. Then, as I came around one of the big sweepers, I looked to my right and saw a cone wall. Oops. The good thing is that I now knew where I was going off course. I found out later that that was a particularly popular place to go off course. I found the course on my third run, but hit a cone, which didn’t help me very much. My fourth run was the only clean one I got, but wasn’t very fast at 49.9.

I packed up the car and headed out around 2:30 so that I could watch the Alabama vs Ole Miss game at Outback. I kinda wished I had gotten a ride in the 260, but seeing Bama win was worth the price. After the game was over, I headed over to GPG and chatted with some of the other drivers for a while. Before I knew it, it was 10:00 so I headed home for some much needed rest.

Sunday morning started slightly later than Saturday had, mainly because the car was already packed. Unfortunately, I didn’t bring my jacket, and given the 55 degree weather and light mist, it was somewhat cooler than I would’ve liked. Dave Stanford was kind enough to loan me a jacket so that I wasn’t freezing. Since most of the drivers were carry-overs from Saturday, there was less work for us at waivers, so Ron and I took turns walking the course. I’m not sure how many times I walked it Sunday, but it had to have been 8-10 times. Much better than Saturday. The mist really wasn’t heavy enough to get anything wet at all, so when I was moved to the first run group, it didn’t matter because the course was still dry. The course was still fresh in my mind, so I easily found the course. I wasn’t particularly fast, but my times were clean, which is always faster than not finishing or having cones. My second and third runs were similar, perhaps a couple of tenths faster or slower. On my fourth run, I decided to try a few different things and push as hard as I could since I didn’t have any more runs. My changes were spot on, as I picked up 1.1 seconds. It didn’t do much for my class standings, as my PAX modifier in CSP is absolutely atrocious. It did. however, make me feel much better about my performance.

There were a few problems with the third run group, but overall the event was a spectacular success. Tarheel is going to have a hard time keeping this level of excitement and participation next year. Saturday we had somewhere in the neighborhood of 130 drivers, and Sunday was around 175. That’s more participation than most of the Divisional events have. Competition within classes was extremely tight, with most classes changing leads several times during a run group, some after virtually every run. The talent at this event was unbelievable. At the end of the weekend, however, Triad was declared the winner of the club cup, making two in a row.

Sadly, I forgot my camera on Saturday, and even though I took it on Sunday, the battery was dead, so I have no videos from this weekend. I do have a better picture for the top of the website, though.

Results:

Day 1 Final

Day 1 RAW

Day 1 PAX

Day 2 Final

Day 2 RAW

Day 2 PAX

Overall Final

Overall RAW

Overall PAX

While the 24 hour event a couple of weekends ago may have been the first full event in the MR2, this was the first regular event for it. The car continues to impress me on so many levels. Even with the atrocious tires, the car has all kinds of potential on an autocross course. I like to refer to the tires it currently has as “Wal-Mart Specials”. Only partly in jest because the tires on the front of the car were actually purchased at Wal-Mart and are one of the Wal-Mart private label brands. Now, I have nothing against Wal-Mart, but it’s not the place I’m going to go looking for performance tires.

The weather looked to be a big factor in this event, as it was raining for most of the week leading up to the race, and was predicted to rain the day of the event. Because of this, registration was down. When online registration closed on Saturday night, only 55 drivers had signed up. The t-tops in the MR2 have a really bad tendency to leak when it rains, so I was seriously contemplating driving the WRX instead. It’s really nice to have that option available. Fortunately, the weather started to clear up late Saturday, and it looked like it would be dry at least early on Sunday. It was still predicted to rain later in the day, but that didn’t concern me so much. When I got up at 5:15 Sunday to meet Dan for breakfast, it was dry, so I loaded up the MR2 and headed out. When we got to the track at 7:00, it was somewhat overcast, but looked like it would hold.

The main reason I showed up so early was to complete my work assignment. Our club lost their waivers person about halfway through the season, so I volunteered to take over. Due to the low turnout, I had a lot of free time, so I ended up hanging out with Dan and Chad just talking. Come to find out, the number of online registrants wasn’t far off the mark, so we didn’t have enough drivers to fill out our usual four run groups. They divided us into three run groups and sent us off. Being that I was in the Tire group, I was driving first. I sat around for a few minutes until they started admonishing us for not being gridded just so I wouldn’t be first in line.

Park n Ride really isn’t my favorite site to race on, mainly because it’s so small you have to repeat parts of the course just to have a decent 30-40 second course. Despite that, it’s really the type of tight course that the MR2 excels at. Despite my horrifically bad tires and the fact that I didn’t push the car nearly as hard as I needed to, my first run was a hair under 40 seconds. I considered this to be fairly good, since most drivers at this point were in the low to mid 40’s. My next run felt much faster, and smoother, but as is generally the case with such runs, was actually a bit slower. I coned the next two runs, trying to get that extra tenth there at the finish light. At this point, I knew that there was more time out there, even on my tires, so I asked Anthony if he saw anything. He let me ride with him, and I saw a few things that I needed to correct in my line and how I attacked certain sections of the course. I got back in the car for my final run and picked up about 0.7 seconds.

Since I’d already completed my work assignment, I went down the street and grabbed some lunch at Arby’s. Something about the adrenaline rush at an autocross makes me ravenously hungry. After lunch, I went back and watched the remainder of group 3. They announced that after official runs were over, they were going to do fun runs for $1 each. I happily signed up, and went to get in my car again. I think I had three runs, after which I parked the car and waited for them to call for second group workers. I had Dan ride with me on one run, just to give him an idea of what I was doing differently from him. Chad and I worked a station at the far end of the course, and while we were out there, Anthony came out and asked if he could drive the MR2. I gave him the key and waited. He put in three laps in the car, and I’m certain that if the tires had been anything other than marble, they would have been torn to shreds after he was done. Every time he got to the end of the slalom, he would lock up the tires and go sliding off line.

Since I was working on the far end of the course, I couldn’t hear his times. When fun runs were over I asked him how he had done in my car. He ended up beating my time by about 0.8 seconds. In his opinion, the car had plenty of power, it just needed springs (shock!) and tires (bigger shock!). Given his performance, I felt fairly good about the times I turned in. In talking to other drivers, they were all impressed with how fast I looked going around course. Most seemed to agree that if I had real tires on the car, I would’ve been down in the 37 second range. That would’ve put me somewhere in the top 20 range, a place I’m used to being.

I put in an order this morning for some performance street tires. They aren’t competition tires, but I don’t have an extra set of rims for the car just yet, so they’ll have to do. Either way, I needed something for the NCAC here in a couple of weeks.

Results:

Final

PAX

RAW

Yes, I realize the photo up top is a bit distorted. It’s the only way I could get it to fit without cropping out part of the car. Also, I forgot to turn off the camera on my fifth run, so it currently includes hanging out in paddock for a while and a trip to Arby’s. Assuming I can get it edited, I’ll upload it as well. Otherwise, you’re stuck with just the first four runs.

After the event in Danville last month, I knew that I had to get the main seal replaced if I wanted to be able to race the MR2. The initial quote I received, however, was quite a bit more than I could afford, so it seemed unlikely that I would be able to get it in running order anytime soon. I happened to remember the name of a mechanic that a friend recommended, so I gave him a call and took the car out there. Being that he was an independent shop and his shop was quite literally in the middle of nowhere, he quoted me a price that was almost 50% less than my initial quote. I thought about it for a couple of days and then looked at my calendar. If I took the car to him the following weekend, he’d have just enough time to get it ready for the 24 hour event. There’s not a more perfect event for shaking down a new car, so I rushed the car to him and had him get to work. Because he was going to have to pull the transmission in order to replace the rear main seal, the decision was made to install a new clutch as well. I decided that since I was going to move the car to Street Prepared anyway, I would go with a Stage 2 racing clutch. I found an Exedy on eBay for a bargain and dropped that off with the car at the mechanic.

Last Wednesday I finally got the call that my car was ready. It really wasn’t enough time to break in the clutch properly, but I didn’t have much choice. I drove it to work both days and around town as much as I could to get some miles on the clutch before I went racing. Dan met me at my place early Saturday morning and we drove down to Fort Mill, SC for a long weekend of racing. Fortunately, the 24 hour event doesn’t kick off until noon, so I got a bit of extra sleep that morning. I’d need it before the weekend was over.

After registration and tech, we walked the course a couple of times and signed up for our work sessions. The format for this event is radically different, by necessity, than a typical autocross. Since the event works on a time basis instead of a set number of runs, there aren’t any run groups. When you arrive, they have a notebook which has all the worker positions listed in two hour time blocks. For each twelve hours you are participating, you have to sign up for one two-hour work session. Apart from this commitment, you are free to take as many (or as few) runs as you like. When you arrive at the start line, you must declare whether or not you want your run to be “official.” If it’s not official, it doesn’t count for anything other than practice, no matter how fast you are.

I think I ran twice between noon and 7 pm. I worked from 4-6, and let the car sit and cool down for at least an hour between runs to make sure I wasn’t losing any oil. It turned out not to be necessary, but given the problems it had had previously, I thought it better to err on the side of caution rather than losing the engine entirely. Around 7:00, Dan and I took off and checked in to the hotel before heading down to Bailey’s to catch Alabama vs VT with the UA alumni crowd. I was feeling somewhat dehydrated and nauseous from my lack of food, so the opportunity to sit down for a few hours and nourish myself was most welcome. By the time Alabama got done beating on Tech and we got back on site, it was after midnight. I got the opportunity to swap rides with a guy in a Mazdaspeed Miata. Needless to say, it was a totally different experience from my MR2. We raced until about 2:00, then headed back to the hotel for some much needed rest. I grabbed a shower and finally fell asleep around 3:00.

My alarm went off at 6:30 and Dan and I grabbed some breakfast at Jack in the Box before heading back to the track. We arrived just in time for our 8am work session. Once that was over with, we only had two hours of racing left, and I still had four official runs to get in. I was feeling much more confident in the car at this point, but still didn’t want to run back to back runs if I didn’t have to.  Fortunately, I had put in a rather quick 29.6 just before leaving Saturday evening, so I at least had that to fall back on if nothing else. My first run was a good 29.7, but I hit the last cone before the finish light. What made it worse was that I didn’t really gain any time by hitting it. I was just trying to shave every tenth that I could and found where my limit was the hard way. I think both of my other runs were around the 29.8 to 29.9 mark, so my first run was going to have to stand.

Given that many of my typical competitors were running down in the high 27’s and low 28’s, my times don’t look all that impressive. The consolation being that A) I was just beginning to figure out the car and B) the tires, at least on the front, were absolute garbage. I have it on good authority from a very fast driver that rode with me on a quick run that the tires were the only thing seperating me from being in the low 28’s at the worst. It’s difficult to tell in the video, but the tires were extremely prone to understeer in the final corner leading to the finish. The understeer was present elsewhere as well, it was just far more pronounced in that particular corner.

All in all, it was a very positive event. I learned a lot about the car and how to push it. Tires aside, the car responded very well to my inputs, and once prepared properly, should be a very competitive car. Next season should be truly exciting. The main hinderance is going to be the cost of modifications to get the car prepared.

Anyone want to buy sponsorship on the car?

Final

RAW

PAX

Assuming everything goes as planned, this will be the last regular event for the WRX. It gets the not-so-glamorous job of being a daily driver. It’s been a fantastic autocross car, but it really didn’t make sense to continue to race it and use it as a daily driver in the long term. Thus the reason I picked up the MR2. Anyway, on to the event.

The last time we were at this site, it wasn’t pretty. The track was about as slick as it can get without weather being involved, people were getting nails and screws in their tires while on course, and I didn’t have any race tires. That was one of the only events I’ve ever left before the awards ceremony at the end of the day. The officers learned a thing or two from that last event, and once the course was set up, they broke out the gas powered leaf blowers and cleaned the track. Dan had decided to join me at this event in his 1999 Porsche 911, so I walked the course with him in an attempt to help him understand what he should be looking for and how to navigate the course in the quickest manner. Unfortunately, we were both placed in the same run group, so it wasn’t really possible for me to ride along with him. The good news was that we were in  the 3rd run group, working first. I signed up to run start and Dan got to shag cones on course. It was a good assignment for him, as it allowed him to see how the cars in the first run group attacked the course.

I hadn’t really noticed it when walking the course, but I spoke to several drivers at the start line, and they all seemed to agree that the course required a lot of patience to be fast. When I got to drive it during the 3rd run group, I found out what they meant. There were several sections where the fastest way around a corner was to just turn the wheel and keep a steady foot on the throttle. It seemed to take forever doing that, but anything else would result in you being way out of position for the next feature. The other thing I noticed was that there were several very tight turns in the course, and every one was to the right. I was mainly alerted to this by the sound of my left front tire rolling over onto the shoulder from lack of tire pressure. I decided not to hose them down after my first run so that they would gain pressure and correct the problem naturally. The problem with this (which I didn’t realize at the time) was that it wasn’t hot enough outside to really boost tire pressure at all. The downtime between laps was giving the tires enough time to return to a normal temperature and thus the previous pressures. I tried, unsuccessfully, to get some air from the compressor on site after my second and third runs. I mentioned the problem to two friends and they ran to grab their own compressors. Just before the fourth run, they were able to add about six pounds to that left front tire, and that allowed me to knock off around a second and a half. We increased the pressure another two pounds before my last run, and I finally got down to a respectable time. In the end, that one tire was costing me over 2 seconds. The extra pressure allowed me to jump from 37th overall up to 15th. I can’t thank them enough.

Final

RAW

PAX

Videos:

I apologize for the lack of updates lately. I’ve been in the process of moving and just got an internet connection at home last night.

The MR2 had an oil leak, which had been diagnosed as a bad rear main seal. Because the oil leak had slacked off the almost nothing and the oil level wasn’t changing, I decided to risk it and drive it up to Danville for the Triad event. The course itself was rather long for autocross, and lap times were running in the 70-80 seconds range. It was a good mixture of slaloms and sweepers, meaning that it was about perfect for the MR2. I had Anthony Hodges ride with me to help me get used to the car, given all the differences between it and the WRX. I took off and made my way around course, locking up the brakes on two occassions and feeling the back end try to come around once when I tried to turn while braking. It wasn’t a fast run by any means, but I could tell that the car was faster than the WRX. Unfortunately, in the 78 seconds it took to navigate the course, the car lost about 1/4 of a quart of oil. Some of the drivers in the pro class complained about the oil in the paddock, so I parked the car only having the one run in it. Fortunately, one of the club officers loaned me his E Stock Miata, and I finished my runs in that. I ended up being about 5 seconds faster in the Miata, even though it was woefully underpowered. The Miata was definitely easy to drive, but I’m happy with the MR2. Or at least I will be once it’s fully functional.

Final

PAX

RAW

I didn’t bother putting the camera mount in Tim’s car, so there’s only video from the one run I took in the MR2.

A few pictures of my new toy. It only took a little over 9 weeks to get it to Greensboro, but it’s worth the wait. Once I figure out how to drive it, it’s most certain to be faster than the WRX, but it’s going to take a while to figure out what it likes. The two cars are about as different as you can get. About the only two things they have in common are they both have 4 cylinders and they were both made in Japan. Should make for interesting videos at the least.

Michelin has a test facility in Laurens, SC called (appropriately enough) the Laurens Proving Grounds. The portion we use is called the Vehicle Dynamics Course, and at 1/4 mile long and 400 ft wide, it’s probably the best autocross facility outside of a road course in the southeast. Because of this, it’s expensive to run there, so that doesn’t happen very often. In order to make the most of our limited time there, it was decided that we should hold a two-day event there, once every year. It’s hosted by the South Carolina Region, being in South Carolina, but is jointly promoted by SCR and CCR in North Carolina. To make things a little more interesting, a special trophy was purchased for the event. Based on overall PAX times, the fastest of the two regions got to claim the cup (and bragging rights) and keep it for the next year. Last year, the first year that the cup was awarded, CCR came in and took it, albeit by mere tenths of a second. Needless to say, this didn’t sit too well with the SCR crew, and they came looking for revenge this time.

Probably the only downside to racing at the Black Lake is the fact that paddock space is practically non-existent. There is a roughly oval track that connects both ends of the portion we race on, but overall it measures somewhere in the neighborhood of 2 miles in length. Obviously at that length, some people end up walking a really long way from their spot to the course. I should also mention here that due to Michelin safety regulations, that same 2 mile course is one-way at all times. So in addition to walking as much as 1/2 mile to get to the course, you have to stop the event altogether in order for anyone to exit the facility. Despite all this, it’s absolutely worth the hassle. I mention all of this to explain why I volunteered to handle the waivers at 6AM both days. It guaranteed me a front-row paddock spot. And just because I wanted to help out, I signed up to be present on Friday to help with course setup. That didn’t qualify as my work session, but it someone had to do it and I was going to be there on Friday anyway.

I showed up at 6:00 Saturday morning and hiked the 1/4 mile across the course to the entrance to get everyone to sign waivers on their way in. When our relief showed up, I caught a ride with one of the drivers and headed back to walk the course. I managed one walk through (it took about 20 minutes) before they called us for the driver’s meeting. Unfortunately, I was put in the 4th run group. That meant I had nothing to do until early afternoon. I stood around and watched some folks run for a while before heading back to the car to rest. I couldn’t sleep due to the noise and bright sunshine, so I wandered back to the grid area. I volunteered to work during 2nd run group even though I’d done waivers earlier. Because I’d already worked, the worker chief gave me the task of making sure nobody left the site going the wrong way on the afore mentioned one-way street. So I got in my car, drove down to the end of the paddock spots and parked my car sideways across the road.

By the time the fourth run group came around, it was 2:00. Naturally, I’d totally forgotten the course by this point. You can easily see it in my first run, as I straight-shotted one of the slaloms. As we were only allowed 3 runs apiece, I had to make up time quickly. Fortunately, I wasn’t that far off pace to begin with, and once I figured out the course, I managed to drop 2 seconds. Unfortunately, one of the guys in my class edged me out by just a hair over .3 seconds.

Being as it was blisteringly hot and I had a headache and nausea from dehydration, I made a couple of very quick executive decisions when my runs were finished: 1) I wasn’t going to change my tires just so that I could drive back to the hotel and return in the morning only to change them back, and 2) that I wasn’t going to wait around to help with course setup. I found one of the guys that I knew was staying in the same hotel as I was and hopped a ride with him. Once back in the hotel room, I crashed. I was awakened an hour or so later when my roommates returned. That short nap had done me wonders though, and I already felt much better, so I went with them to Sonic for dinner. When we got back, I asked the woman I’d worked waivers with to give me a ride back in the morning. She agreed and I went back to my room.

Sunday there was a good breeze, which helped to keep things cool. I had also learned a lesson, and filled my Camelback before I left the hotel, so I had a constant supply of water with me the entire day. They had evidently pushed the driver’s meeting back compared to Saturday, as I got 3 walkthroughs Sunday morning. I volunteered to work a second assignment again, but they already had everything covered, so I had lunch and sat in my car instead. When the fourth run group came around, I mentally walked through the course and had a very good idea of what I needed to do. One of my roommates, who had run earlier, confirmed my mental notes for me. I knew I had to be on the ball, as I was already .3 seconds back before I started. The good part was it was another  second to a second and a half to the next driver in my class. I wasn’t in any real danger of being caught. My third run was the best I’d put together all weekend, but wasn’t nearly enough to catch my competition. I went over and talked to him, and we both agreed that our battle had been good for both of us. I hope that I can race against him again at some point.

Sadly, the cup was not to be ours this year. SCR took it by a good 3 seconds or so. It’s going to be difficult listening to them go on about it for a year, but they earned it. They had some really fast drivers out there last weekend, and truly deserved the trophy. Results are a bit different this time due to the 2-day format. There’s the typical Final, PAX, and RAW for each day, then a combined time in the same format.

Day 1

Final

RAW

PAX

Day 2

Final

RAW

PAX

Combined

Final

PAX

RAW

And finally, videos of all my runs:

Day 1

Day 2

As promised, here are the videos from my race in Sanford: