Driving at the limit is an art. If you truly understand that, you can drive anything fast. There is a feel to driving a racecar fast that, for some, is innate and, for others, a hard-fought journey to discover. I am fortunate to be a mix of both. But sometimes, as racers, we exceed a limit, whether self-induced or caused by a mechanical failure that causes the car to lose control.
These moments are rare for me, but they are a reality of the sport. I had one of these moments during the most recent event at the National Corvette Museum. A moment that sent me into the tire wall at a high rate of speed. An impact that was on the more significant side. Fortunately, I walked away, bruised and sore but unbroken. Ready to understand and learn from this moment.
Exceeding the Limit
This would be a three-day race weekend at the National Corvette Museum. On Friday, I would drive two separate endurance cars, and then on Saturday and Sunday, I would drive the Super Touring 6 Miata. I will briefly discuss those races later, but first, the race one incident.
(Photo courtesy of Tony Luckoski @T.L.Racing, racer and owner of AdvancedSewer out of Kenmore, NY.)
Below is the video for race 1. The race started with a missed shift that dropped me to the back of the field. I spent the entire race reclaiming a few positions, and it is evident in the video that the car is loose—significantly more so than usual. But no worries—I am known for driving around issues and performing well, no matter the situation. And that is just what I did.
That is until the last turn on the last lap of the race. After passing for a position in the sinkhole, the car slides at the final turn to the main straight—no big deal. But after executing the typical corrections, the vehicle seemed to correct for a fraction of a second, then … well … it didn’t.
The result is a sideways collision into the outside tire wall at close to 70 mph, followed by a 270-degree spin before landing in a precarious position right next to the concrete wall. It took me a moment to collect myself, and then I gave the live stream a thumbs-up to let everyone know I was okay—at least as far as I could tell.
Here is an overlay of Tony’s and my perspectives. You can tell the rear of the Miata is not planted in the lead-up. After I make the initial correction, which the car seems to respond to, I drop the rear left tire in the grass. Greatly complicating the situation until I run out of track.
I was convinced the car was toast, so I sat a bit while waiting for the EMS. Then I grew impatient, and to my surprise, the car fired right up, and I was able to limp it off the track.
The Aftermath
I don’t spook easily, but I had a significant amount of adrenaline after this incident, so I did the smart thing and had the EMS crew check me out. My BP and pulse were good, especially with the current situation, and although my helmet hit the cage, I didn’t appear to have a concussion. So afterward, I returned to my paddock to relax, knowing the soreness would worsen over the next few hours.
Inspecting the Car
During this time, I decided to race the third race on Sunday if I didn’t get too sore. These types of hits can get into your head, so it is important to get back into the car as soon as possible.
After inspecting the car, I found that the underbody looked great. The front quarter and door were destroyed, but my venture into the tire wall appeared almost square with the beefy door bars. This means that most of the damage was surprisingly cosmetic.
I also inspected the suspension to find the rear eccentrics loose on the driver’s rear and almost one inch of toe out. Regardless, as the hours went by, I got out the sledgehammer and got to work repairing the ST6 Miata to prepare it for the next race.
Sunday’s Race
I woke up early to realign the car and run the Sunday warmup. As expected, the rear alignment was out of spec—three-quarters inch toe out, to be precise. I reset the toe to zero and left the camber alone. If I could drive the car straight, I could race it.
I was a little slow during the warmup, feeling the car out. Driving with no windshield in a touring car is also an experience. On the one hand, the view is crisp and clear, but on the other, there is a lot of wind and occasional debris. Adapting, I got the car up to speed relatively quickly, even though the twitchy nature from the first race was still present.
I started the race in last place and admit, I had a bit of nerves. Something that I typically don’t deal with at the racetrack. So, I set about working the car back up to the limit. This time, I was painfully aware (pun intended) that the car wanted to run into every wall on right-hand turns. Whatever was causing the instability on Saturday was still present, and then some. Knowing the car could not podium, I raced as hard as I could until my nerves subsided.
Being back at my level-headed baseline, I retired the car.
Lessons Learned
Every race is a learning experience; I learned a few things this weekend. First, I can drive anything, even a mishandling car. However, that doesn’t mean I need to be a hero. This time, I exceeded the limit in a very inopportune place and got lucky. I can go on and on about the horrible rear suspension adjustment of the NA Miata and how it could be improved, but I knew the car wasn’t handling right, and I pushed on.
Second, based on the in-car footage, I want/need a containment seat. Unfortunately, as is, it won’t fit. I need to devise a plan, which may include severe changes to the Super Touring 6 Miata.
My last official race of the season is in one week at Barber Motorsports Park. However, as a specific field is starting to reemerge (944 Spec), and I have already clinched the ST6 title this year, the pink #901 is appearing instead. (Reviving the 944 Spec link incoming)
Endurance Racing at NCM (TREC)
Although Super Touring was a bust, Friday’s enduro was a blast. I was driving two cars: a 1991 Mazda Miata and a 944 Spec car. I was essentially driving for two teams that were competing against each other. It was a rather unusual situation that came to a head early when the Miata blew a transmission. This forced an early retirement and allowed me to focus on the 944 Spec. I would drive the third stint, and I must say that getting the chance to drive a 944 Spec racecar again has made me super excited to compete at Barber in my own.
As for results, I would drive the strongest session, but we are a bit rag-tag at the moment. Making some simple mistakes that cost us a podium. But this is the first time the 944 held together for the entire enduro. I am sure the team will perform much better next time.
Moving Forward
NCM, as usual, was filled with drama—at least for me. After taking a big hit, I pulled myself and the car together. I refocused my weekend on a recovery drive, ensuring I don’t carry any nerves to the season finale at Barber Motorsports Park. Although the Super Touring 6 is damaged and drives like a jerk right now, it is not dead. However, repairs will be on hold while I prep the #901 944 to reemerge in 944 Spec.
(Note: I will do a complete point-of-failure analysis when I break down the car for repairs. Even though the limit was mine to exceed, I have not been able to rule out contributing mechanical failures, especially after realigning the car for the race on Sunday.)
