Turn by turn guide to the No Problem Raceway track

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Contents 1 Turn 1 (Left/Right Chicane) 2 Turn 2 (Right) 3 Turn 3 (Left) 4 Turn 4 (Right) 5 Turn 5 6 Turn 6 7 Turn 7 8 Turn 8 9 Turn 9

Turn 1 (Left/Right Chicane)

• Note on June1st - in Q2-2008 more cement was added to Turn 1. This may mean the below needs to be changed.

Basic "DE" approach - by Chris Hebert : As you approach turn 1, ensure you are within a car width from the right wall. You want to brake in a straight line and get the car settled. When the car is settled start turning left smoothly. The left side of the car should approach the red hump apex of left turn 1, but prepare to transition smoothly through the chicane towards the right apex.

Advanced approach - by Chris Hebert : For taking seconds off of lap times - turn 1 is most important. This is also an intimidating turn and takes the most practice and repetition to feel comfortable. There are tradeoff's between tight and wide lines, but Turn 1 is classic example to maximize distance (and use all of the track) for best results.

In a nut-shell it's down to two variables: 1)use all of the track 2)maximize average speed.

1. Use all of the track (Get track usage right before working on max speed)

• Entrance - Your right mirror should "feel" like it's 6 inches from the right cement wall before braking begins. Ask yourself before braking your distance to the wall.
• Left Apex - Look ahead at turn 1 which will be visually out of view behind a cement wall to the left. If you can visualize the left apex "through" the cement wall, you can turn in more accurately and brush the left apex at full speed.
• Transition - All transition sloppiness comes out here. You do need to get over right as quickly as possible but without any abruptness (as this will make the car unsettled).
• Right Apex - Should be at car's maximum acceleration before here for a good drive to turn 2.
• Exit - If you don't need all the track, don't go to the grass just because it "looks faster". I like to continue a very slight right turn all the way to turn 2.

2. Maximize Average speed (Get track usage right before working on max speed)

• Entrance - Brake in a straight line to about 2-3 mph faster than you want to be at the apex. As you turn you will lose speed but you'll need to have appropriate throttle to maintain speed and stability through the apex of turn.

(For coneheads, treat this as an "attack the back slalom" of the left apex.)

• Left Apex - feeding on gas here but if you are foot to the floor from here on out, try a faster approach speed before and up to the left apex.
• Transition - The higher your speed at the transition -> the more delicate you have to turn to the right. This is where point 1) and 2) come together for the fastest approach to turn 2.
• Right Apex - Basic but roll over the cement.
• Exit - You can judge your overall success by checking the rpm's against a landmark before braking into turn 2.

Experiment with slightly higher speeds to combine with the above and see how it works in the transition. With more speed, you will need to be more delicate in the transition.

GPS Trap Speeds: (Turn 1)

• 99'Miata Stock (street tires @91mph; Rtires @99mph)
• 02'S2000 Stock (street tires @100.1 mph)
• 93'240SX (slicks @102 mph)

Turn 2 (Right)

Basic "DE" approach - by Chris Hebert : As you approach turn 2, ensure you are within a car width from the left side of the track. You want to brake in a straight line and get the car settled. When the car is settled start turning right smoothly with a late apex. The front right tire should roll over turn 2's apex late. Prepare to transition to the left towards the left apex of turn 3.

Advanced approach - by Chris Hebert : For taking seconds off of lap times - turn 2 is important because it's the end of the fastest part of the track. Because it's fast in and a short acceleration to turn 4, it's good to brake late for the biggest effect on laptime. In general, you do better getting the entrance optimized than you would getting the exit optimized. This is also the one of the biggest risk turns because turn 3 can be a problem if car position or speed is not precise.

There are tradeoff's between fast-in, fast-out, but Turn 2 is an example to enter with max speed, brake late and don't screw up turn 3.

In a nut-shell it's down to 1)trail brake late, 2)late apex, 3)quick left transition

1. Trail Brake Late

• Starting from the left of the track, trail brake late into turn 2. I believe in scrubbing speed all the way to the apex of 2.
• It is prefered to trail brake with the left foot; however, if you must downshift - use the heal/toe technique. (If you are downshifting at turn 2 ask yourself if the shift was worth it given turn 4 quickly approaching?)

2. Late Apex

• car is late apexing turn and using the cement apex.
• you should be using max acceleration right when your car is at the apex of turn 2.

3. Quick transition to left turn 3

• switch from right to left super quick and don't waste time here. (I've seen many lazy transitions to the left and too much dirt on the track after turn 3).
• Why do it quick? you are in an on-camber "bowl" and can switch left with tons of acceleration easily. (if you transition slow, you will go off the track after 3 even at pretty slow speeds.)

GPS Trap Speeds: (Turn 2&3)

• 02'S2000 Stock (street tires @65.6mph)
• 93'240SX (slicks @63.0 mph)

Turn 3 (Left)

Basic "DE" approach - by Chris Hebert : Transition the car from right to left and attempt to roll over the left apex. You should be "feeding in" acceleration for all of this turn. Do not be tempted to unwind your wheel as you exit - keep turning left and try to get the car to the left side of the track as soon as you can.

Advanced approach - by Chris Hebert : Rapidly transition the car from right to left to utilize track camber advantage. Ensure maximum acceleration before apex of 3. Do not be tempted to unwind your wheel as you exit - keep turning left and try to get the car to the left side of the track as soon as you can.

Notes: -If following - Unwind at exit of 3 for a possible passing opportunity. -If being followed- Unwind at exit of 3 to protect your position. -The exit of turn 3 often has wheels in the dirt; so, leave yourself some coushin if required. But if you don't like coushin and find yourself in the dirt on the exit of 3, you should most likely work on turn 2/3's transition rate.

Turn 4 (Right)

Basic "DE" approach - by Chris Hebert : (To be edited)

GPS Trap Speeds: (Turn 4)

• 02'S2000 Stock (street tires @41.0mph)
• 93'240SX (slicks @42.0 mph)

Turn 5

Turn 6

Turn 7

Turn 8

Turn 9