Track Days (Part 1)
Discussion
Track Days (Part 1)
Let’s get this bit out of the way right at the very beginning – I’m not an expert track driver and I do not have any competition experience. Most of you know my background - my expertise is in advanced and performance road driving, which is different in many ways from track or competition driving.
Having said that, I am a track day enthusiast, I own a road-going track day car which has been modified for track use and I’ve taken part in quite a few track days at a number of different British circuits.
So I thought I’d throw together a couple of posts on track days as a sort of “beginner’s guide” in which I’ll share my limited experience and have a look at what is involved in attending a track day and some of the driving techniques required.
Please bear in mind though, that there are much more experienced track drivers than me out there and there are complete books on the subject of track and competition driving, so the aim of these posts is just to explore the basics of track days and track driving and hopefully to give a bit of confidence to those of you who may be thinking about having a go, but are unsure how to go about it.
I’ve covered the subject in two posts. Part 1 looks at why and how to choose a track day, how to prepare your car and what to expect on the day.
Part 2 covers how to drive on track, what techniques are required and how track driving differs from road driving.
Why book a track day?
Let’s be honest, there aren’t many opportunities to really stretch your car’s legs these days are there? You can still enjoy driving on the UK’s roads, and you can still occasionally enjoy fast driving on the road, but you have to be careful about when and where and there is a heck of a lot to consider when you do go out for a blast.
So wouldn’t it be great if, every once in a while, you could go out for a drive on a great road, with a well-maintained surface, where there are no taxis, junctions, pedestrians or other roadside hazards? And in addition, there are no speed limits, police or enforcement cameras, and every other car was travelling in the same direction, you could use the full width of the road and no-one is out to hold you up?
Well, if you’re prepared to make a little effort and spend a little money, you can. You can take part in a track day.
Which Track Day?
Is it as simple as just going to the website of your nearest circuit and booking a track day? Well, in theory, yes, but there are more things to consider – particularly if you’re completely new to track days.
Track days tend not to be organised by the circuits themselves – they are generally operated and organised by third-party track day companies who will book the circuit and its facilities (including marshals, medical facilities etc.), take the bookings and do all the organising on the day. These companies tend to run two different types of track days – session days and open pit lane days.
In addition, some owners clubs and motor clubs also organise their own track days. These can be particularly good, as people tend to know each other, there is a friendly atmosphere and it’s quite enjoyable to be on track with a number of similar cars.
Session Days
On a session day, the time on track is divided into separate sessions of 20 or 30 minutes each. Different sessions are reserved for drivers of differing experience levels, so the sessions will usually be run for novice drivers, then intermediate drivers, then expert drivers and then back to the novice drivers again.
There are several benefits to a session day. Firstly, as long as you are honest with yourself about your own abilities, you’ll be alongside drivers of similar experience and ability. Secondly, you get a good break between sessions which will allow your car – and you – to cool down and recover before you’re out on track again. That break also allows you plenty of time to go and watch some of the other drivers and cars on track, and to socialise in the paddock and pits.
Thirdly, a session day means that only approximately a third of the attending drivers are out on track at any one time. For the organisers, this means they can take a few more bookings, but it usually means there are fewer cars on track at any one time.
The downsides are that you may just have started to get into your rhythm when the session ends; your track time is limited to your chosen sessions only and some drivers put themselves in the wrong groups, which can cause some issues.
It’s worth noting that you do not have to stay out for the full length of each session, and you can enter and leave the track at any time whilst your particular session is running.
As I mentioned before, for a session day, it’s very important that you’re honest about your level of ability. Track days are not for willy-waving, but there is a tendency amongst many drivers to think they are better than they actually are. If you’ve never done a track day before – and even if you have years of experience in driving fast cars on the road – I would always advise you to go in the novice group for your first two or three track days.
Possession of a very fast or very track-focussed car does not mean that you are an expert either. I’ve seen some very expensive fully race-prepared cars being driven extremely badly on track and I’ve also seen some very cheap old bangers being driven with grace and style and embarrassing some much more expensive machinery. So forget about what you’re driving and assess yourself honestly on your own ability.
Open Pit Lane Days
On an open pit lane day, there is no division based on ability and no individual sessions – the track is pretty much open all day apart from a break for lunch, and drivers can go out on track for as long as they like, as often as they like.
The benefits of an open pit lane day are obvious – you’ll get as much track time as you like and you can pick and choose exactly when you want to go out on track all day.
The downsides – particularly for a novice – are that you’re out on track with drivers of all abilities, you need to watch your mirrors very carefully for faster cars and be prepared to move over for them, and there is a temptation to stay out too long without a break – something I’ll cover later in the post.
Club Days
These can be very friendly affairs and are often ideal for a track day novice. If you’re a member of an owners club, it’s an opportunity to meet up with likeminded enthusiasts, compare cars and modifications and to get some track time. Enthusiastic owners tend to be more careful on track days and more respectful of other cars and owners. They’re usually there in their pride and joy, and they really do not want to damage it – or yours for that matter.
Club days may be split into sessions or run as open pit lane days. I’ve even known them to be sessions in the morning and open pit lane after lunch.
Which Circuit?
This is entirely up to you. Go to the circuit websites, look at the circuit maps, and have a look on Youtube for in-car videos of different circuits.
Pick a circuit which will suit you and your car and doesn’t intimidate you too much if you’re a beginner.
You can choose anything from an abandoned airfield which has been adopted for occasional track days (these are particularlaly good for beginners as they have plenty of run-off and few barriers), through to the full Silverstone Grand Prix circuit, although the more popular circuits tend to be more expensive.
Some of my personal favourites are Blyton Park (great for beginners), Anglesey and Cadwell Park (like a cross between a race circuit and a country road – lovely!).
Preparing Your Car
You do not need to carry out any special modifications in order to take part in a track day. Unlike competitive motorsport, there are no requirements for roll cages, fire extinguishers, full harnesses or external electrical cut-off switches.
Pretty much any car of any type can be used on a track day. As long as it is safe and roadworthy, you’ll be able to take it on track, but it is sensible to carry out a few checks before the track day.
Firstly, give it a good clear-out inside. Take out anything which is loose in the cabin – umbrellas, phone chargers, tissue boxes on the back shelf, loose change, phone holders, air fresheners and small children. You’ll be very surprised how easily all these items will fly around inside your car the first time you use the brakes in anger or take a corner at very high speed, so for your own safety, take out anything which isn’t fastened down in the car.
Check your tyres and tyre pressures. There isn’t really any need to change your tyres for a track day, but your tyres should at least be in good condition and the pressures should be correct. It’s also important to check your tyre pressures regularly during the day, so invest in a cheap tyre pressure gauge as your pressures will increase with heat and you may need to adjust them occasionally. Track driving can increase the wear on your tyres, so keep an eye on them as the day goes along – particularly if you intend to drive home on them at the end of the day.
Your brakes will receive more hard use than they ever receive on the road. It’s important that they are in good condition with plenty of friction material and fresh brake fluid.
You’ll use more fuel than you might expect on a track day, so fill up before you arrive and keep an eye on your levels during the day. To avoid trekking out to a filling station at lunchtime, I have a couple of jerry cans which I take with me, but only when I have an accompanying vehicle to lock them in.
Most circuits have a noise limit for track days. If you’re driving a standard road car, you should almost certainly (with only a very few exceptions) pass the noise test, but if you do have a very noisy car, there are additional mufflers and other noise reduction devices you can use. Best advice if you’re unsure is to go to a track day as a spectator (should usually be free of charge), and see if the circuit staff will be kind enough to check your car for you. This will save you from being turned away when you’ve booked a track day and losing your fee.
If you want to fix a camera to your car, it will have to be via a mechanical mount as most circuits do not allow suction mounts for cameras.
One problem with track days is that they highlight the compromises made when a car is designed for road use – by which I mean that as you get better at track driving, you find that tyres, brakes and suspension which usually fine for road use, start to feel sloppy, soft and unresponsive when used on the track.
If you decide that you want to make some small modifications to your car, my advice is to start with tyres and brakes. The first time I tried proper track day tyres was a revelation – once they were warm, the increase in grip, laterally and under heavy braking, was remarkable. For your brakes, there is no need to spend too much at first – a set of fast road pads and some high boiling-point brake fluid will bring better and more long-lasting braking performance at higher temperatures.
Weight reduction is a cheap way to improve performance as well – removing noise insulation, spare wheels & jack, rear seats, carpets, door trims etc. can bring real performance advantages with very little outlay.
But beware – once you start going down that road, it can become ruinously expensive! It won’t be long before you’re fitting adjustable suspension, stiffened anti-roll bars, racing seats and harnesses, roll cage and change-up lights!
I should quickly mention helmets at this point. Most track day operators will have a stock of helmets they will lend out on the day, but they’ve usually been worn by hundreds of previous drivers and there will be a cost to rent them. If you’re going to do more than two or three track days a year, it’s probably best to invest in your own helmet.
My advice is to buy the best you can afford. Motorcycle helmets are fine, but some circuits can be funny about open face helmets, so you’re probably best to get a full-face. Buy new, as you do not know the history of a second-hand helmet, and look for at least the British Standard kite mark and ACU approval – FIA standard helmets are more expensive, but approved for motorsport. As with anything, you get what you pay for, so it just depends how much value you put on your head and its contents.
If you’re worried about damaging your car, some companies do offer track day insurance. It can be expensive, but will give you peace of mind if you’re worried about damaging your car. My track day car is worth about £7.65, so I don’t bother, but if you intend to take a new or valuable car on track, it’s something to consider.
Getting There
Should you just jump in your car and drive to the track day, or is there more to it than that?
Well, you can just drive there if you like and many do, but just remember that you have to get home at the end of the day. You’ll probably be pushing your car harder than usual, so there is a chance of a breakdown or some damage (albeit only a small chance), so the ideal is probably to take your car to the circuit on a trailer, so you’re at least able to get home at the end of the day.
I don’t want to scaremonger though, and I’ve always driven my car to and from the track without incident so far. What I do tend to do, though, is make sure I’m accompanied by a friend or relative in a separate car. This allows me to transport some tools, track wheels & tyres etc. in the second car, and ensures I have a spare pare of hands to help out during the day. I’m not really precious about my track car, so I always share the driving with my partner for the day, which is a great incentive to come along.
On arrival
Set off with enough time to get to the circuit well ahead of the published start time. On arrival, there may be some pit garages available – try to get one if you can as it gives you a nice base for the day. If there are no garages available, park yourself up in the paddock, preferably on some hard standing if you intend to change your tyres (it’s a better base for a jack).
The day will begin with signing on, during which you’ll be expected to produce your driving licence (both parts), so don’t forget them!
You’ll then be directed to a café or classroom for a driver briefing. Don’t miss the briefing, as you won’t be allowed out on track if you do. After the briefing you’ll be issued with a wrist band which you should keep on for the rest of the day to show to the marshal at the pit lane exit. If you lose it, you won’t be allowed out on track.
During the briefing, the organisers will run through the rules of the day and give appropriate advice to all drivers. Some of the rules will be as follows:
No racing – racing is very much discouraged on track days. The day should be completely non-competitive and is an opportunity for you to drive your own car on track without testing yourself against other cars and drivers.
No lap timing – lap timing is strongly discouraged as it adds a competitive element to the driving and drivers attempting to improve their lap times can start to take unnecessary risks.
No drifting – track days (unless it is specifically a drift day) are not for drifting, sliding or deliberately skidding around, so anyone spotted drifting will be warned and then removed from the track if they continue.
Passing – Passing is allowed, of course, but must be with the co-operation of the driver being passed. Essentially, the slower cars should watch their mirrors carefully and allow faster cars to pass whenever it is safe to do so. Passing is only usually allowed on one side – usually on the left – and is prohibited in corners, so if you’ve a faster car approaching in your mirror, wait until you’re on the next straight and then move to the right – with a right indicator if you remember – to allow the faster car to pass. Remember to lift off the throttle too if necessary to help them pass.
Flags – you’ll be shown the different flags used by the circuit marshals and an explanation of their meaning:
Yellow = An incident ahead – be prepared to slow and do not overtake.
Red = The session is being stopped – slow down and pull in to the pits at the end of the lap.
Yellow & Red Stripes = Oil, water or other substance or debris on the track – take care.
Blue = A faster car wishes to pass you.
Black = There is a problem with your car or you’ve done something wrong – pull in to the pits at the end of the lap.
Instruction
Most track day companies will provide one or more instructors on the day. They are usually experienced racing drivers and qualified circuit instructors with plenty of experience of the track you’re visiting. They will be introduced during the briefing and will be available during the day to anyone who wishes to book them – sometimes at extra cost and sometimes without, depending on the organiser.
If you get the chance, please try to go out with an instructor – even just for a few laps. Their experience is invaluable and their input will make more difference to your abilities than any number of car modifications. Don’t try to impress them – you’ll fail. Instead, take it steady, discuss your lines and braking points and follow their advice. Whatever your ability level, it’s always worth going out with an instructor when you get the chance.
Sighting Laps
Before the start of the first session, you’ll be given the opportunity to go out on the circuit for two or three “sighting” laps. You will usually follow an instructor in a road car at moderate speed, and this is your first chance to drive round the circuit, have a look at the layout and examine the corners, straights, cambers, kerbs, surface condition etc.
You shouldn’t pass other vehicles on the sighting laps – you should just follow the other vehicles, leaving a reasonable gap, and use the laps to learn the circuit.
After the sighting laps, you’ll pull back into the pit lane and paddock, be subjected to a noise test (if you haven’t already) and then wait in the paddock for the start of your session.
In part two, I’ll look at the techniques required for track driving and how it differs from road driving.
Another excellent post RU. 
I second your point about the downside for novices of an open pit lane day. Indeed I would go as far as to say they should be actively avoided. The 'open' bit means that you can find extremes of ability from seasoned veterans to first timers. The latter can cause problems for the former (often unwittingly). When you factor in those whose self-belief vastly outweighs their actual abilities the potential for problems to arise is markedly increased. I would definitely suggest cutting your teeth on some session days first. Learn to jog before trying to do a triathlon straight out of the box!
Doing them with an owners club is best of all because with sufficient take up it is possible to block book the whole 30 minute slot. On the last one I attended there were only two people whom I hadn't already met face to face via other activities. The circuit staff said that fact that we were such a tight knit group probably explained why our track manners were the best they had seen for some time.
Brands Hatch paddock is 15 minutes from my front door but, for me, Cadwell Park takes pole position.
The scariest place by far though is the 'Ring. Especially if you happen to be on the same part of the track as mongs like these two.
https://www.youtube.com/watch?v=-PUlP5Rm6is
Looking forward to part 2.
I second your point about the downside for novices of an open pit lane day. Indeed I would go as far as to say they should be actively avoided. The 'open' bit means that you can find extremes of ability from seasoned veterans to first timers. The latter can cause problems for the former (often unwittingly). When you factor in those whose self-belief vastly outweighs their actual abilities the potential for problems to arise is markedly increased. I would definitely suggest cutting your teeth on some session days first. Learn to jog before trying to do a triathlon straight out of the box!
Doing them with an owners club is best of all because with sufficient take up it is possible to block book the whole 30 minute slot. On the last one I attended there were only two people whom I hadn't already met face to face via other activities. The circuit staff said that fact that we were such a tight knit group probably explained why our track manners were the best they had seen for some time.
Brands Hatch paddock is 15 minutes from my front door but, for me, Cadwell Park takes pole position.
The scariest place by far though is the 'Ring. Especially if you happen to be on the same part of the track as mongs like these two.
https://www.youtube.com/watch?v=-PUlP5Rm6is
Looking forward to part 2.
Good stuff. Here is some advice I posted some years ago which may be relevant for part 2. It's regarding letting people past...
People asked the best strategy for getting back on line after you've pulled over to let faster cars past. It was a pretty busy trackday and at times there was what could be seen as a 'train' of faster cars coming past hence the newbie was a bit stranded offline or uncertain what to do approaching the next corner. This isn't explained in most trackday briefings.
That said, the owness is always on the faster car to overtake safely and by consent. This strategy was just a bit of real world advice to make sure that happens.
Hope it's helpful:
Clear the previous corner fully, check mirrors, indicate and pull smoothly right (I've seen people spin trying to dive out of the way too quick).
Only then lift off as/if required but don't slow down too much, harder to slot in when you're doing 30 and I'm doing 130!
If you're happy for multiple cars to overtake get right over to the right edge of the track and keep right indicator on.
When you want to move back on line (even if faster cars are still coming) cancel indicator and smoothly position your car in the 'middle lane' of the track. Still leaving a 'lane' on the left for safety. Look to do this as you approach the normal braking point, maintain reasonable speed. At some point a faster car in the train will realise it's not on to overtake - you haven't given them consent and you're now in a braking zone. Left indicate and smoothly retake the line.
Any 'lane' changes make them smooth and slow - don't swerve. That gives everyone time to see whats going on and react.
It's alot down to common sense, vision and anticipation from the faster cars but doing the above will clearly signal your intentions which is all that can be asked. The faster cars must abide by the rules and everyone should be safe. I don't get overtaken much these days but still use the above on cooldown laps.
People asked the best strategy for getting back on line after you've pulled over to let faster cars past. It was a pretty busy trackday and at times there was what could be seen as a 'train' of faster cars coming past hence the newbie was a bit stranded offline or uncertain what to do approaching the next corner. This isn't explained in most trackday briefings.
That said, the owness is always on the faster car to overtake safely and by consent. This strategy was just a bit of real world advice to make sure that happens.
Hope it's helpful:
Clear the previous corner fully, check mirrors, indicate and pull smoothly right (I've seen people spin trying to dive out of the way too quick).
Only then lift off as/if required but don't slow down too much, harder to slot in when you're doing 30 and I'm doing 130!
If you're happy for multiple cars to overtake get right over to the right edge of the track and keep right indicator on.
When you want to move back on line (even if faster cars are still coming) cancel indicator and smoothly position your car in the 'middle lane' of the track. Still leaving a 'lane' on the left for safety. Look to do this as you approach the normal braking point, maintain reasonable speed. At some point a faster car in the train will realise it's not on to overtake - you haven't given them consent and you're now in a braking zone. Left indicate and smoothly retake the line.
Any 'lane' changes make them smooth and slow - don't swerve. That gives everyone time to see whats going on and react.
It's alot down to common sense, vision and anticipation from the faster cars but doing the above will clearly signal your intentions which is all that can be asked. The faster cars must abide by the rules and everyone should be safe. I don't get overtaken much these days but still use the above on cooldown laps.
alicrozier said:
Some useful stuff about being passed by faster cars
Thanks for sharing - I've learned something new! Especially as my track car is usually one of the slowest.I quite like being passed by faster cars - it can be very impressive being passed by something much faster, particularly if it's something race prepared and loud and I've got the roof down. I remember a very exciting Porsche 935 replica at Oulton Park a couple of years ago - very lightweight, very race prepared, very open exhausts and very well driven. It must have been plus 70mph on me as it passed on the approach to The Knicker Brook chicane.
Red Devil said:
The scariest place by far though is the 'Ring. Especially if you happen to be on the same part of the track as mongs like these two.
https://www.youtube.com/watch?v=-PUlP5Rm6is
Highly entertaining to watch on youtube but terrifying to think that they might be on the same track as me!! Or indeed, on the same road...https://www.youtube.com/watch?v=-PUlP5Rm6is
I've attended track days where they start off with a novice session and then move on to open pit lane format, which seems to work well. I find that on most road cars the component that feels the pressure the most is the brakes so I like to go out for a few laps at a time so that the brakes have a chance to cool down. Even so, I think that the act of putting on a helmet and the consequent reduction in perceived noise reduces my usual level of mechanical sympathy substantially. Normally, I'll rev round to the red line briefly and then change up or slow down. On a track with a helmet on, however, it somehow seems natural to hold the engine near maximum revs (9,000 in the Honda) for extended periods. Top quality oil is definitely recommended!
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