Weather permitting, can I run with the top down?

 

I always run with mine down. It won't help much in any case so I leave it down, ---better visibility.

 

Z roadster pilots must recognize their inherent vulnerability at any kind of track day event and take personal responsibility. I'd strongly recommend that EVERYONE have a SA-rated (auto racing specs) helmet on order NOW (if you don't already have one in hand).

 

Happy New Year to all Z and G pilots (and let's throw the SR guys in there as well)! To keep the buzz about this thread going, I found a nice link to LaJunta Raceways to post up:

http://www.na-motorsports.com/Tracks/CO/LaJunta.html

It includes a track layout map, for those who haven't been there before. For those that have, I'll try to post some driving tips from time-to-time for your comment. The winter weather has continued to be pretty mild, particularly in SE Colorado, so I expect that this event will be a GO!

 

I've got a motorcycle helmet--i hope that's acceptable. I know it's my noggin i'm risking, but i thought i'd try it once.

Can you recommend a place to order automobile helmets (open face)?

do you folks run open face helmets? I've read, and I can't immediately provide the source, but that full faced helmets are pretty dangerous in an airbag deployment scenario. Any thoughts?

 

I've never done the track days--could you guys give a checklist of what to bring? I know I should clean out the car, etc., but is there a paddock, etc. to store a lunch/drink cooler and perhaps tools, if needed?

 

Funkymonkey1111- Just keep in mind that a motorcycle helmet is rated for ONE hit- unlike a SA-rated helmet which is designed for multiple impacts (which is usually the case in car accidents). Your head only gets ONE chance in case the S%#! hits the fan.

SCCA now recommends open faced SA-rated helmets for airbag equipped cars. The reasoning is that airbag deployment could injure your jaw with a full faced helmet.

For ordering helmets, I'd recommend Bill Simpson's new company: Impact Racing. I've got their latest closed face helmet and like the design and features. You can order direct from them and I believe their new SA05 rated open-faced helmet runs about $300.

The LaJunta paddock is paved (old concrete) and offers a place to store coolers, tools, etc. Lots of water or gatorade is a must, even on a cool day. Consider bringing tools to do the basics (ie. verify your wheels are torqued properly, metric wrenches, etc.) and some supplies (extra oil, brake fluid, lug nuts, etc.). I also recommend you consider gloves and stuff like glass cleaner for the windshield. Some of us usually bring a lightweight jack and stands, but hope we don't need to use them.

Please check items like wheel bearings for excess play or bed in new brake pads NOW, as it's never a good thing to wait until the last moment to find that they're a problem.

 

Time to revitalize this thread and post a few tips. First of all, while LaJunta does not look like a particularly difficult track, it is deceptive in that the transitions from throttle-to brake-and back onto throttle (with a gearchange or two thrown in for good measure) must be done as smoothly and as seamlessly as possible.

Sound fundamental footwork in performing a heel-and-toe downshift is the best way to handle this task. While I won't go into a detailed description of the entire process, I will say that by slightly turning your right foot counterclockwise and using the ball of your foot to engage the brake, while also positioning the right side of that same foot (near the heel), you can simaltaneously brake AND blip the throttle. It's like having three legs (no comments on those X-rated thoughts) and allows you to happily rev-match engine speed to road speed as you wind your way around LaJunta.

Besides being the quick way around, it's much kinder on your engine, clutch and syncros! Practice your heel-and-toe downshifts around the neighborhood TODAY to make it second nature. You'll find that once you master this technique, it frees your mind to concentrate on finding additional smoothness...and speed.

 

I'm working the 19th. Wish I could go. Let me know if it gets moved up or back a weekend.

 

Had to look WAY to far down the forum list to find this thread again.. so I guess this my very first official "BUMP" ever!

Who all is planning to stay the night and sampling some of "La Junta's ROARING night-life"?

And is anyone bringing their wife, girlfriends or even their own dedicated cheering fans along?

 

I'll obviously be going and spending the night. LaJunta does have some good Mex restaurants, so hopefully that'll be good for everybody.

The weather is whipping around today. Keep those fingers crossed for Feb!

 

Man... I really wish I had this weekend off.
Are any of you wanting/coming to the Dyno Day @ Mac Autosport on the 25th? https://my350z.com/forum/south-west/165118-co-dyno-day-25-feb.html

 

Would anyone mind if I brought my Miata down for the day? It would be towed my a Nissan.

La Junta is an easy track BTW. Corner off the front straight is a little hairy, esp if you get air on that bump. Almost all the corners are right angle corners. There are really only 2 corners that aren't basic.

 

I'll be going down early to party and will be bringing my wife and my girlfriend.

Mudd

 

The MILKMAIDS are coming?!

 

Hmmm- not sure how you catch air on the "corner off the front straight". Are you referring to the expansion joint between T2 and T3? Also, which two corners are you referring to "that aren't basic"?

 

I don't know the turn #s. But the long (120 degrees?) turn from front straight that slowly gets tighter and tighter it is right before the 90*right/90* left where that tree is (just before the back straight).

And if I remember right, the turn before the last turn... making those 2 into 1 corner. It has been 2+ years since I have been there. it is like 1.5 miles or something IIRC.

 

Robert you set up the Dyno day but u cant go WTF~!~! U gotta be there.

 

I can't go to the track day, I'm working. I will be at the dyno day.

 

You must be referring to T3 which, as we'll see, is more complex than it first appears. The problem for this critical turn really stems from a lack of visual cues: there are no brake markers, trees, bushes. etc. lining this turn (and if there were, they'd have been RUN OVER by now-LOL). The track is quite wide at the entrance to T3 and you'll only see a bunch of black tire lines (skid marks!) on the surface. Nothing to indicate where you should position the car, begin braking and downshifting, etc.

IMHO, the key to managing this high speed turn is to use ALL your senses. First, as you approach at Warp Nine (you'll be practically flat out through T1-2 as we learn the line), there is a expansion joint between the two concrete slabs that make up these old runways. You'll FEEL and HEAR your suspension hit this joint (it'll unload the suspension for an instant, but I've never seen anyone get airborne because of this) and that will be your cue to ease off the throttle and smoothly engage the brakes. You'll need to erase 20-25 MPH and come down one gear to make this turn.

Positioning the car for this turn is another key: rather than looking down at that confusing entrance to T3, I advise using your peripheral vision to line up your car with a silo/farm structure that is several miles away in the distance. I'll show you this when we do the track walk through. Using this method will keep you from either starting too wide (and making a bigger arc than is needed) or cutting the corner (which will make a smaller & tighter arc and may result in a spin). Holding the wheel at 9 and 3 o'clock, you should be able to turn the wheel in one smooth arc and complete this turn. If you're sawing away at the wheel, you're either catching small skids or on the wrong line. Either way, you're scrubbing off speed. Done right, you should catch the 'dirt apex' of the turn and come to the left edge of the track as you exit T3. Then, it's time to rocket down the short chute that follows and get ready to throw another shift!

That probably sounds like a lot to think about for one relatively "simple" turn at LaJunta. But those are some of the much-vaunted "secrets of speed" that I can contribute here. Hopefully, we'll all get a chance to fully integrate them as we get into our lapping sessions. There will be a few "follow-the-leader" lapping sessions to make sure everybody gets plenty of practice. Being smooth and quick really counts on this corner and as a bonus, I've found that the characteristics of LaJunta's T3 mirror some of the fastest, scariest turns at other major racetracks throughout the U.S. Bottom line: driving LaJunta at a modest speed is not difficult, but to fully explore your car's potential there is plenty of challenge awaiting you!