Finding the Right Line

[Dietzsch_Racing25]

When you get to the track, you've got to have a game plan. A good game plan will include familiarizing yourself with track conditions, weather, chassis setup, and knowing the other driver's tendencies. These factors should all figure into a good, well thought out game plan. When your plan comes together and everything is good, it's beautiful - the car is on rails and you can't do anything wrong. But miss the set up by even a little bit, and you may have your hands full with an ill-handling race car. Even with the best laid plans, things can go awry. Maybe the track doesn't pack the way you expected. Perhaps you misread the track, or worse yet - your chassis set up is way off and you're not even close. Don't panic though, because there is still hope. The evening can be salvaged by adjusting your driving style to match the existing conditions. Picking the right driving line can save a bad night and even take your driving to the next level. Let's take a look at what makes a good game plan.



Set Your Goals

I have several goals every night I race. The first goal is to avoid hitting anyone. I know you may say that this shouldn’t be the first goal, and you may also say this makes me sound like a pansy, but making contact with another car during a race rarely has a positive outcome. It slows my lap times, it can damage my car (or end my night), and it pisses off the other driver. I fail at this one more often than I would like, and sometimes it is not my fault, but many times it is.

Another of my goals is to not spin. This one probably seems like a “no brainer," because nobody wants to spin out. I have complete control of whether or not I attain this goal. I am embarrassed by spins, and there is no one else to blame if I spin all by myself. It says to everyone watching that I don’t have control of my car. A really slow lap is still faster than one where I had to recover from a spin. I try hard at this one and have been fairly successful, although it still happens.

My last goal is to win the race. Sometimes this is more of a dream than a goal, and sometimes I replace it with something more realistic, but the first two goals never change. Achieving the first two goals, while driving as fast as I can, gives me the best chance of achieving the third goal.

Although I have won in the past when I've failed to achieve the first goal, I have never won when I failed to achieve the second. Car control is paramount to a good race finish. Understanding how to pick the right line for your car on a given night can determine whether you get a win, a top five finish, or a DNF.


I've got to drive a good line in order to make it to the front and get the checkers.

What is the Best Line

Driving my best lap on the track is not only a matter of being at the right place at any point on the track, but also a matter of going the right speed at each point on the track. In some places, the “right speed” is as fast as I can go (straightaways), and in other places the “right speed” is as fast as the car is willing to let me to go (corners). Finding the line where the car is willing to let me go a little faster allows me to go a little faster everywhere else. In other words, if I can carry a little more speed through the corners, or pick up the throttle a little earlier, the extra speed I kept or picked up in the corners is speed that I can build on in the straights.


Maximizing momentum through the corners is key to improving laps times. Photo courtesy of Vane Ledgerwood.

Many racers equate straightaway speed with horsepower. In my opinion, a car that handles well and is driven on a good line through the corners will generate more straightaway speed than big horsepower. The slicker the track is, the less the engine matters. In fact, on a dry, slick track a little extra horsepower may hurt (it requires better throttle control). It is an easy task to spin the wheels on a slick track, even with a moderate amount of horsepower. Thrust is diminished significantly once the wheels start to spin (that is bad). My task is to find a line that allows me to maintain momentum through the corners.

What I look for

What I look for is simple: I look for smooth - the smoother the better. The rougher the track, the harder it is for me to drive (I assume it is the same for everyone). A smooth line is easier on the car and easier on me. The problem is, sometimes the smoothest line doesn’t have any grip. If that is the case, I have to continue to look. Sometimes the rough line is the fast line. Unfortunately, a rutted track upsets the car, can pop the beads off tires, and break axles. I have to choose whether it is worth the gamble.

The more information I can find out about the track, my competitors, and that smooth (or not so smooth) driving line, the better off I am. There are a number of ways to gain this information - it just require that I pay attention, observe, and gain experience. It also requires a little legwork and socializing.

Reading the Track

Reading the track starts before I ever get a chance to drive on it. I try to take a quick look at what prep has been done by the staff, and how much water has been put down. Once I start packing the track, I pay attention to how sloppy it is and how long it takes to come in. I have noticed that some afternoons the track comes in very quickly, while on others it seems to take forever. It is my experience with tracks here in California that the quicker the track comes in, the faster it dries out.

Hot laps can also be an indicator. A nice, fast, tacky track in hot laps can mean a slick track for the heats, and a track that has taken rubber by the time the mains roll around.

It is a good idea to become familiar with what the track staff does to maintain the track throughout the night. Some facilities don’t do anything - you've got what you've got. Others will water lightly between races, and some tracks will even grade the track during intermission. It is important to have an idea about what the staff is going to do, because it greatly affects what the track conditions are like during the night.


Understanding what the track staff does to prepare and maintain the track can help in predicting track conditions later in the night.

Reading the track itself is a little tricky for me. I can certainly identify a moist tacky track, but determining how slick a dry track is going to be is something I have not quite mastered. Some nights, a track that looks dry can still have a fair amount of grip, and other nights it can be as slick as ice. So for me, just looking at the track itself is not enough.


This is a common sight - a driver walking the track before the races and during intermission to see what the racing surface is like.

The best time to see what the track is really like is during the parade laps. If there are features that should be avoided (such as ruts, holes, wet spots, etc.), this is the time to identify them. I have the opportunity to ride over any questionable areas slowly, and in many cases the problem spots are more noticeable at caution speeds.

Ask Other Drivers

Talking to people in the pits is the easiest way that I know of to get information about a track. Most racers are willing to help and I am not afraid to ask questions, especially if it is a track that I don’t have much experience with. People will more often than not give you straight answers about what the track is going to do, how to adjust for it, and places to avoid. Most of the time it is valuable and useful information, but I don’t necessarily take the advice at face value. I listen to what is said and determine for myself if it makes sense. It also doesn’t hurt to ask more than one person, to see if the information is consistent. Different drivers have differing ways of dealing with the same situation. They may not make the same adjustments to accommodate the changing track, but hopefully their opinions about the track will be consistent, and that is mostly what I am looking for. Advice is good, but it is not always right. If the information sounds good, I use it. If it doesn’t, I make a point of remembering it anyway. I will find out if it was good or not before the night is done.


Drivers Henry Wesolowski (left) and Brandon Davis discuss car set up for the changing track.

Watch Other Racers

I gain the most information about the track and where to drive by watching other cars, both before and during my race. I try to watch my class the most, because what I learn from them is directly applicable to my car. I like to watch to see what line the fast cars are running, what line they are taking when they make a pass (a line higher than everyone else, right on the bottom, etc.), are there places on the track that look like they upset the car (rut or hole), are they peddling through the corners or hard on the gas, etc.. I get to see where the cars seem to work on the track, and where they don’t. I can also find out which cars seem to gravitate toward other cars and which cars seem to hold their line.


Jesse Gordon and his team discussing which lines are working best during the PASSCAR Modified main event at Perris Auto Speedway.

The same information about the track can be learned from watching other classes as well. The lines that they drive may not be the same, but you can still find out where the ruts or holes are, and find out if the track is tacky or slick.


Other classes may run different lines, but you can still gather information about the condition of the track. Is the track tacky or slick, smooth or rutted?

The same type of information that I got by watching cars before the race can be gathered by watching cars around me during the race. I get a lot more detail by watching the car in front of me when they hit a rut, get on the gas a little too early, or use a high line that is just “a little too high.” If a car or two get past me, it may be a sign that I am not in the fastest line, and it might be wise for me to try the line the other cars were using. My only gauge on the track is how I am doing compared to the cars around me. I don't have access to a radio or lap times, but I can get all sorts of information about different areas of the track and the cars I’m racing with. I just have to pay attention.

Race Time

Eventually there is nothing left to do but get out there and race. I try different lines, and try going in the corners a little harder to see what the car does. Most of the time, I eventually find a line that I am comfortable with and that I feel is the fastest line for my car. For me, determining that line is as much a function of avoiding rough spots as it is determining where the most grip is. The unfortunate part is that the best line may also the fastest line for all of the other cars. If that is the case, I have a limited number of choices: I can follow the car in front of me, or I can search for an alternate line. Someone told me a long time ago, “If you want to pass someone, you have got to be where they’re not.” Unless they make a mistake, the only way to pass someone is to go around them, and that requires using an alternate line. I want to understand what my car will do on several different lines so that I can be where they are not when I am attempting to make a pass. In many cases, when the more popular line has been “used up,” the alternate line is as good or better.


Four wide racing at Perris Auto Speedway, with Jim Coates (29), Hap Veritch (61), Clyde Smith (8), and me (25). This photo illustrates that there can be multiple lines to choose from. On this tacky track, early in the show, Jim has the preferred line on the outside. Photo courtesy of Vane Ledgerwood.

Looking Ahead to Find the Best Line

I am amazed by the number of drivers who don’t seem to look past the hood of their cars when they race. If it doesn’t happen right in front of them, they don’t notice it. It is my job as a driver to avoid these racers, because they will not be able to avoid me. Looking down the track is the best way to do this. The farther down the track I can look, the more time I have to react when something is going down, so I look as far down the track as I can. When I am going down the straight, I look into the corner to see if anything out of the ordinary is going on. If one or two cars are blocking the track, I can give myself extra time to avoid the problem by looking ahead.

If the track is partially blocked, the best line in that corner is the one that gets me by the problem. In this situation, the best line has nothing to do with being fast - it has everything to do with surviving the corner without damage. I have to be aware of all the cars around me, and I have to be prepared to deal with a driver that hasn’t noticed the problem yet - whether it be a stalled car, a crash, debris (bumper or wheel), or a hole/rut in the track. If I give a little extra room, my chances of getting past the problem increase. I can try to pick the fastest line during the next lap, when the track is clear.


Looking ahead while driving maximizes the time you have to react when avoiding spins and other issues on the track.

My first top five finish happened on a night marred by crashes. We started with a full field of cars, but by the end there were only four remaining. I was fourth, one lap down. I couldn’t run with the guys in front of me, but I had successfully avoided all of the carnage - in part because I looked ahead and had time to choose a clear line (there was a bit of luck involved too).

Adjustments

I start off by recording the car’s set up in my book. I note the track conditions, how the car felt, and how the race went. If I make a change for the main (or whatever race it is), I record that as well. I normally start out with the same set up every night (for each track), and then make changes based on how the track looks and what I think the track is going to do. I make only simple changes at the track. In many cases I am by myself, and even when I am not, there is still limited time to make adjustments. The most common adjustment I make is stagger in the front of the car. I use reverse stagger (smaller tire on the outside) for tacky tracks, because this reduces the cross-weight and helps my car turn a little better. I use positive stagger (larger tire on the outside) for a dry slick track, because the increased cross-weight puts more load on the RF & LR tire, and tightens the car through the corners. I sometimes play with wheel spacers, but I rarely change tire pressures or rear stagger. I have changed a spring spacer only twice at the track (and it was a pain in my ass because the U-bolts stripped). For me, it is more trouble than it is worth (remember, I work slowly). The tire changes can be made at the last minute, because they can be done quickly and easily.


Changing tire stagger at the front of the car is typically the only adjustment I make at the track, and it requires tires of various sizes.

Not everyone has the same philosophy. There are numerous ways to successfully adjust a car for any track condition. I know of one very successful team that adjusts their cars for track conditions solely by adding spacers and changing offsets on the rear of car. It didn’t work for me when I tried it, but the technique has netted them multiple wins and championships.

Missed the Set Up

Invariably, any dirt track is going to change throughout the night. The track I saw in hot laps is going to be different than the one I see in the heat race. It will be different again when I see it in the main - sometimes drastically. I don’t always make the right choices when it comes to chasing the track., but no matter what - whether I nail the set up or miss it by a mile - I am stuck with it for the entire race. Once I am out on the track, the only changes that I can make during that race (at least in my class) are where I drive the car on the track and how I drive it.


Track conditions can change dramatically throughout a night of racing. The photo on the left shows turns three and four at Victorville Raceway at the beginning of the night. The photo on the right shows the same turns again at the end of the night. In my experience, this is typical for many tracks. The track starts out tacky and ends up dry and slick.

I have still got to search for the best line, corner entry speed, etc., because there may be one out there that is good for my set up. However, I don’t want make a bad situation worse. The car and I can only go so fast, and attempting to do more may work for a lap or two, but will most likely end in a spin and possibly a crash. I try not to drive over my head, but it is easy to do. On nights like these, I have to understand my limits and drive within them, otherwise things can go really badly. It is relatively easy for my brain to figure out the limits, however it can be a lot harder to get the ego to understand and listen.

What it all Boils Down To

What it boils down to is watching the track to see how it changes, watching other cars to see what they are doing, getting information from other drivers when I can, and finally just going out there and finding out for myself where the best line is.

In my opinion, the best driving line is the line that maintains as much momentum as possible in the corners, because with corner speed comes straightaway speed. I think that it is important to find the best driving line for my car, but I am prepared to use alternate driving lines when I have to.

Unless I start in the front, I am going to have to use them in order to get the lead. I always try to look ahead so I can avoid crashes and pick the best line going into each corner, and I constantly remind myself not to overdrive the car (spins are bad). This doesn’t mean that I don’t push myself or the car, but I have to remember where my limits are. I do all of these things in an attempt to find the best line every lap, and to achieve my three goals.

[Bobby Kimbrough]

Good article Curtis. Aren't you afraid that you are giving up all your secrets?

[z-lightning]

too late I already printed them mine mine all mine. ut oh does this mean I have to be fast like curtis now? what have I done? no more excuses doomed ! well I ve got one for everyother race if I keep the tach lit up at 11k I can keep blowing them up ! curtis I hate you. jk man ur awesome!!!

but it was kinda long you make it look a lot easier.

[dieseldr4]

awesome job Curtis, a great read for sure!!

[Nerd49]

Gotta love Curtis! He uses that lump above his shoulders for something other than a hat rack! AND, he's not afraid to share his knowledge with others. A true champion is not afraid of competition.

I like to participate in the Meet and Greet at VAR just so I can have a look at the track during intermission.

[Nerd49]

One other thing to take note of is who or what is packing the track and what classes are running. This last weekend at VAR we had All American, Sport compact, Mods, and Fig 8. That equates to two classes of skinny tires with a lot of "peg legs", no big sqishy tires on anything, and infield dirt being kicked out on the track from the figure 8. Track rutted up quickly. The 6 1/2" tires of the FWD sport compacts tend to "pick" the mud out of the grooves left behind by the ripper teeth on the grader. All Americans aren't much better. Prob 90% of the FWD SC's and all the All Americans are unlocked so they tend to spin the tires and dig more holes. The only thing we had to "finish off" the track was mods and they're only 8" tread. The big sprint car and late model tires tend to unify the surface better. It's kind of like making hamburger patties. Big tires are like using the palm of your hand to squish the meat. Mods, streets, and the ministock tires are like using your fingers spread flat, and the FWD's and AA's are like using your finger tips. The bigger the "squisher", the smoother the surface.

[Bobby Kimbrough]

Leave it to a woman to use the hamburger patty analogy for wheel packing a track.

[Nerd49]

I just figured food would be something you "guys" would understand AND, it was even something you cook over FIRE!

[C.Wenzel46]

So am I reading this right? Nerd is cooking us all hamburgers at the next race???

[z-lightning]

lightning can start fire.............burn burger burn!