As promised, Dodge has rolled out another special edition of the Viper. It’s called the SRT10 ACR-X, and it gets its own racing series.

The car is designed specifically for racing, it isn’t even street legal. It uses the same 8.4L V10 the SRT10 ACR gets, but it’s been given a set of racing headers and a low-restriction exhaust to bump the power up from 600hp to 640hp.

The suspension has been tuned as well, more track optimized. Weight has been decreased by 160 pounds (About 72 kilos), and the aerodynamics have been modified for improved downforce.

The interior gets plenty of racing bits, like a roll cage, racing seats with harnesses and a racing wheel. The result of all the modification is that the car is 3 seconds a lap quicker around Laguna Seca than the road-legal ACR.

The car will cost $110,000, and the racing series which it is part of, the Dodge Viper Cup spec series, will begin in July next year. There’s no word on production numbers, but expect them to be pretty low.

Here’s Dodge’s press release for more information:

Dodge Targets Road Racing Enthusiasts With 2010 Viper SRT10 ACR-X

• Turn-key, spec-series racer aimed at continuing Dodge Viper’s storied racing history
• Dodge and Street and Racing Technology (SRT) team combine best performance attributes of Viper ACR with Viper Competition Coupe
• Latest special-edition Viper ACR offers improved on-track performance and safety
• Dodge Viper Cup spec series will debut in July 2010

Orlando, Fla., Dec 10, 2009 – Dodge today pulled the cover off the newest special-edition model of the 2010 Viper SRT10 lineup. The Dodge Viper SRT10 ACR-X is a turn-key, non-street legal race car that is slated to make its on-track debut in the summer of 2010.

“The Dodge Viper ACR-X takes the performance attributes of Viper to an even higher level for a wide range of drivers starting with the grassroots racer all the way up to the professional,” said Ralph Gilles, President and CEO, Dodge Brand. “This project is a result of many years of performance engineering expertise from our SRT team, combined with the passion and dedication of Viper Nation, to keep the Viper racing tradition going strong on tracks around the country and the world.”

Combining the best performance attributes of the record-setting, street-legal Dodge Viper ACR (American Club Racer) and the safety equipment of championship-winning Viper Competition Coupe, the Viper ACR-X is powered by the SRT-developed 8.4-liter V10, equipped with factory headers and a low-restriction exhaust system, that produces 640 horsepower (40 more than production model).

The suspension also is tuned and upgraded specifically for on-track usage, while the weight is lightened by a full 160 pounds (versus the standard production Viper) to take on even the most challenging road course. Additional aerodynamic upgrades improve downforce, while enhancing stability and significantly improving grip in high-speed cornering.

Similar to the Dodge Viper Competition Coupe, the Viper ACR-X contains factory-installed safety equipment such as a factory-designed roll cage, fuel cell and race seat. Additional racing components are added to meet the significant durability and reliability requirements for on-track competition.

In what will be the final year of production for the current generation Viper, the ACR-X is the third limited, special-edition model to be introduced by Dodge. “”We’re going to make 2010 the most exciting year for Viper yet with specially developed cars for the street and the track,” added Gilles. “The ACR-X is targeted at road-racing enthusiasts who want to successfully compete in our ultimate American sports car.”

Last month, the SRT team used a testing session at Laguna Seca raceway to shake down the Viper ACR-X for the first time. Behind the wheel was professional driver Kuno Wittmer from the SCCA Pro Racing SPEED World Challenge Touring Car Championship series, who was able to run consistent 1:31.00 lap times around the 2.238-mile, 11-turn course. Wittmer’s lap times were more than 3 seconds faster than the street-legal Dodge Viper SRT10 ACR that holds the production car track record at Laguna Seca raceway.

“The Dodge Viper ACR-X is incredible,” said Wittmer. “After a short warm up, I was running lap times as quick as exotic GT race cars. I was blown away by the power and acceleration, and even more surprised at how the ACR-X navigated the challenging Laguna Seca corners and how friendly it was to drive at the limit.

“All aspects of the car work together perfectly to plant all that horsepower and torque without issue,” Wittmer added. “This will be a great package for someone coming out of grassroots racing with a desire to step-up to GT level competition. Dodge nailed it with this one!”

The Viper SRT10 ACR-X is designed to compete in the Viper Racing League, Sports Car Club of America and National Auto Sport Association events.

Manufacturer’s Suggested Retail Price (MSRP) for the Dodge Viper SRT10 ACR-X will be approximately $110,000. Production is slated to begin in Spring 2010.

For more information on the Dodge Viper ACR-X, call Viper Race Headquarters at (888) 960-3333 or visit www.viperheadquarters.com

Dodge Viper Cup:

The Dodge Viper SRT10 ACR-X will make its on-track debut in July 2010 in a newly developed spec series called the Dodge Viper Cup, which will be sanctioned by the existing Viper Racing League. Each vehicle in the new series must be the new Viper ACR-X.

Two races per weekend for five weekends will make up the 10-race 2010 Dodge Viper Cup schedule which includes July 9-11 at Virginia International Raceway; August 14-15 at Hallett Raceway; September 11-12 at Pocono Raceway; October 1-3 at Miller Motorsports Park and October 22-24 at Daytona International Speedway.

A contingency program sponsored by Dodge Motorsports and Mopar will pay out more than $200,000 during 2010. Payouts for each race are in cash and Mopar vouchers come as credit toward purchase of Mopar parts and accessories.

Per Race Cash Mopar Voucher Total
1st $6,500 $1,000 $7,500
2nd $4,500 $500 $5,000
3rd $2,500 $250 $2,750
4th $1,250 $150 $1,400
5th $500 $100 $600

Additional cash awards will be made to the top-3 finishers in the Dodge Viper Cup. The 2010 champion will win $25,000, second-place will receive $10,000 and third-place will pay $5,000.

Viper Racing Heritage:

The Dodge Viper has enjoyed a successful racing heritage that began in 1996 with the original Viper racing entry, the GTS-R, which earned five international GT championships and the 1997-1999 FIA GT championships. It also posted an amazing overall win at the Rolex 24 Hours of Daytona in 1999 – the first for a production-based American car.

The Dodge Viper Competition Coupe, introduced in 2003, delivered the next chapter with its coupe-shaped carbon/Kevlar body and a track-ready chassis, based on the Dodge Viper SRT10. The Viper Competition Coupe has continued the on-track prowess by capturing the 2004 SCCA Speed World Challenge GT title, championships in Formula D Drifting series in 2004 and 2006 and the British GT Championship in 2007 and 2008.

viperheadquarters.com:

Dodge has created a new website designed to showcase the Dodge Viper SRT10 both on the street and on the track. Check out the new online home for all things Viper at www.viperheadquarters.com

Viper Racing League:

The Viper Racing League is one race series within the group of three (including Challenge Series and Driving School) sanctioned by Viper Days. The series has 11-weekend events scheduled for the 2010 season at some of the country’s most prestigious race tracks. For more information including the 2010 race schedule, visit www.viperdays.com

Source: Autoblog

The FIA has released the provisional calendar for the 2010 season. Yet again, the F1 circus manages to avoid America, one of the largest media markets in the world.  While it may seem inconceivable to F1 that Americans show so little interest in the sport, the reasons for their disinterest should be obvious.  F1’s lack of success in the United States can be explained by the nature of the American racing spectator.

Americans are, by nature, deeply suspicious of anything that is foreign, which is perceived as exotic, expensive, and untrustworthy.  This is the country that tried to re-name fried potatoes as “freedom fries”.  There are no American drivers on the grid, and past attempts have failed miserably (Michael Andretti; Scott Speed).  American’s won’t pay to watch a Pole drive a French car that cannot be bought in a showroom.  Or a sport they cannot see on television unless they buy a cable package and obtain Speed TV.  It never ceases to amaze us that Bernie Ecclestone has never negotiated a decent TV deal for F1 in America.  Ever.

At its heart, America is also a meritocracy.  We do not like exclusionism in any form.  We eat corndogs and drink Budweiser, preferring to mingle with Nascar drivers at an autograph session.   The average American will not pay the price of a small Korean car for the privilege of sipping Sancerre in the Paddock Club.  Elitism is shunned and egalitarianism is exalted.  These principles are not shared in F1 circles.  F1 gives off the impresson of exclusion to its fans.

Recent discussions at F1’s Monaco business forum focused on making the sport more accessible to its fans.  Nascar, far and away the most popular form of racing in America, strives to be accessible.  Drivers make themselves available.  And egalitarianism prevails in the paddock: performance is monitored closely by the sanctioning body and adjustments are made to foster competition.

Because F1 operates on road courses, it tends to take place in awkward or distant destinations.  For many years, the US Grand Prix was held at Watkins Glen, where today Nascar runs one of its two road races.  The circuit is a beautiful, natural road course that would showcase F1 cars.  But the locale, far from New York City, is off-putting to the F1 circus and inconvenient to just about anyone else.   There are several other American circuits considered F1-worthy (Ricardo Zonta broke the lap time at Laguna Seca in a Toyota F1 car).  As with Watkins Glen, however, Laguna Seca has poor access and its non-profit sportscar club owners cannot pay F1’s fee.

It is the sanctioning fee that deals the fatal blow.  Tony George could not make F1 work at the Indianapolis Motor Speedway, America’s temple of speed.  Despite expensive renovations and the development of an (awkward) infield road course, the US Grand Prix at Indy never took off, and the contract was not extended.  Tony George is now out of a job with the Indycar Series, and the days of a US Grand Prix at Indy seem a distant memory.

Bernie Ecclestone has offered ideas such as a race in New York City (will never happen), or Las Vegas (maybe; F1’s last forray into Sin City took place in a casino parking lot).   There remains no natural venue to show off the capabilities of a modern F1 car, which is also accessible enough to generate sufficient revenue for the promoter.  F1 loses the business case in America, and that is the key reason there will be no F1 in America again. 

We can be certain that F1’s stakeholders would like to see a greater foothold in America.  Rest assured, that cannot occur until F1 develops a better understanding of the American audience.

by Michael Harley (RSS feed) on Dec 2nd 2009 at 12:48PM

The 2010 model year marks the last run of the 600-hp Dodge Viper. To keep performance (and consumer interest) high for the next 12 months, the automaker is adding new colors, enhancing performance and releasing several limited-edition models.

Standard Viper SRT10 models receive two new exterior colors: Toxic Orange Pearl Coat and Bright Silver Metallic Clear Coat. A new shorter fifth gear ratio (changing from .74 to .80) improves high speed acceleration (the 0-200 mph run drops by 14 seconds). The track-bred ACR models get a new short-throw shifter, and new aerodynamic tweaks to the rear wing lower drag while improving downforce (top speed bumps up to 184 mph on the ACR model).

As of today, the automaker has announced the first two special variants of the Viper, and they promise more will come. The Dodge Viper ACR 1:33 Edition, paying tribute to the record-setting run at Laguna Seca, is identified by its unique two-tone Black Clear Coat/Red Clear Coat exterior color (the opposite of the original Viper ACR color). Other cosmetic enhancements include piano black console bezels with red gauge highlights and red stitching on the seats. The Vooodoo-edition Viper ACR gets an all Black Clear Coat exterior with a Graphite stripe outlined in red. Talk about exclusivity – only 10 cars will be produced with the unique striping on both the exterior and steering wheel. You can check out both limited edition models in our live gallery below and read Dodge’s press release after the jump.

(autoblog) press release [Source: Dodge]

Dodge Viper SRT10® Lives On As The Ultimate American Sports Car

• Last model year for current generation Dodge Viper
• More exclusive than ever before with more than 7,600 possible appearance combinations available for limited production run of 500 cars
• Two new exterior colors, including Toxic Orange Pearl Coat and Bright Silver Metallic Clear Coat
• New wider, dual racing stripe pattern
• Revised fifth gear ratio
• New wing endplate and revised wing profile on American Club Racer (ACR) model
• Short-throw shifter on ACR model
• Various special, limited-edition models available across 2010 lineup

Auburn Hills, Mich., Dec 2, 2009 -

To celebrate the final production year of the current generation Dodge Viper SRT10, Dodge plans to deliver a vehicle lineup like no other since the introduction of the iconic American sports car in 1992.

At the heart of the 2010 Dodge Viper SRT10 remains the venerable 8.4-liter (510 cu. in.) V-10 engine that produces 600 (450 kW) horsepower and 560 lb.-ft. (760 N•m) of torque. Benchmark performance numbers, including 0-60 mph in less than 4 seconds, quarter-mile time in the mid 11-second range and 0-100-0 mph in 11 seconds flat, and a top speed of 202 mph, continue to prove how the serious, race-inspired, street-legal two-seater performs without apology.

Body style offerings remain unchanged with the availability of Roadster and Coupe models along with the ACR (American Club Racer) package. Approximately 500 vehicles will be built for the 2010 model year.

With the introduction of two new exterior colors–Toxic Orange Pearl Coat and Bright Silver Metallic Clear Coat–Dodge Viper SRT10 is now available in 12 different colors – the most regularly available choices in one model year. And with six stripe options in the new wider configuration, five different interior color combinations, four different wheel choices and three available interior bezels; the 2010 Viper SRT10 will be available in more than 7,600 combinations–the most for any one model year–significantly adding to the exclusivity of each car like never before.

New across the Viper lineup is a shorter fifth gear ratio (changing from 0.74 to 0.80) for improved high-speed acceleration and higher straightaway speeds. Acceleration from 0-200 mph has improved by 14 seconds. This improvement is a direct result of the Chrysler Group LLC Street and Racing Technology team’s experience at the 12.9-mile Nürburgring Nordschleife circuit in Germany where during the lap-record run in 2008, it was found that a revised gear ratio would have resulted in higher top gear acceleration and a quicker lap time.

The Viper SRT10 channels its power through a ZF Sachs twin-disc clutch that reduces rotating inertia by 18 percent, reduces clutch-pedal effort and improves engagement feel. Transferring power to the rear wheels is a heavy-duty six-speed manual transmission.

Stopping power is another carefully developed part of the Viper SRT10 equation, with 14-inch brake rotors gripped by Brembo 44/40 dual-opposing piston calipers in the front and Brembo 42/38 dual-opposing calipers in the rear. This system results in world-class braking performance of 60-0 mph in less than 100 feet.

Interior color options for 2010 include: standard black, two-tone black and red with red accent stitching, two-tone black and blue with blue accent stitching, two-tone black and medium slate grey with medium slate grey accent stitching and the two-tone black and natural tan with premium tan Nappa leather seats, tan center console, lower instrument panel and door panels introduced for the 2009 model year. On the Roadster model, the black and tan package includes a matching tan cloth convertible top.

Viper SRT10 ACR

The Dodge Viper SRT10 ACR receives a new short-throw shifter in 2010 for enhanced driver experience and better performance. The rear wing profile and end plates are redesigned to further optimize the vehicle aerodynamics and improve rear yaw downforce. These changes combined with the new fifth gear ratio result in an increased top speed of 4 mph (to 184 mph for the ACR model).

The enhanced four-wheel independent suspension features high-performance aluminum control arms and knuckles, KW suspension with two-way adjustable competition coil-over shock absorbers with remote reservoirs.

The aerodynamic package features a carbon fiber “fanged” splitter in front and adjustable carbon-fiber wing with seven-position stanchions that allow up to an amazing 1,000 lbs. of downforce at 150 mph. Lightweight wheels, two-piece slotted StopTech brake rotors and Michelin PS Cup tires round out the Dodge Viper ACR package.

New Special, Limited-edition Models

Numerous special, limited-edition models are planned for the 2010 model year, including the Dodge Viper ACR 1:33 Edition, which will pay tribute to the new production car lap record set on Nov. 24 at Laguna Seca raceway. The unique two-tone Black Clear Coat/Red Clear Coat exterior color scheme on this model is the opposite form of the original Viper ACR. Interior highlights include piano black console bezels with red gauge highlights complemented with red accent stitching in the seats. Only 33 cars will be produced as 1:33 Edition Viper ACR models.

The 2010 Vooodoo-edition Viper ACR will feature an all Black Clear Coat exterior with a Graphite Driver’s Stripe outlined in red. Only 10 cars will be produced with the unique striping on both the exterior, as well as on the steering wheel.

Additional special edition models will be announced closer to their individual introductions. Pricing on the 2010 Dodge Viper lineup also will be announced at a later date.

According track-side sources, the 2010 Dodge Viper ACR has set a new unofficial

lap record at Laguna Seca of 1:33.944 as the final year production cars make their

debut. At least they’re going out with a bang.

Team Falken Tire takes 8th Place at 2009 ALMS Finale, Laguna Seca from Falken Tire on Vimeo.

Great vid, nice result!

Or in Team Falkens words…

FONTANA, CA (Oct. 12, 2009)
Finishing eighth in a crowded field of 14 entries in the GT2 class, Team Falken Tire came out ahead in its quest to build experience during its short 2009 race season as it prepares to contend the 2010 ALMS GT2 schedule with its Porsche 911 GT3 RSR. Driven by Bryan Sellers and Dominic Cicero, the team took on a shrewd fuel economy strategy to gain position on teams that did not enjoy as much efficiency.

Pitting as little as possible, Team Falken ran as high as second during the race, a noteworthy accomplishment after qualifying 12th. It ultimately shaped up as a Porsche v. Corvette battle as race winners Jorg Bergmeister and teammate Patrick Long took the win and the GT2 championship in their Porsche 911 RSR. Congratulating the two drivers upon their victory, Team Falken Tire Race Manager Rod Everett also credited Porsche for the cars durability and the support of its personnel, who have helped Falken throughout the season. Well look forward to working with Porsche during the off-season as well, as we refine our package and perfect our Falken Azenis RT slicks, Everett said.

The season marked the end of Team Falkens second year in ALMS, having worked with a privateer in 2008 before electing to develop and manage a factory-run team in 2009. We are very pleased with our efforts this year, noted Andrew Hoit, Falken Director of Marketing, and while naturally, due to our overriding competitive nature, we wanted to do better, we are clearly showing steady improvement as we move up the standings each race. We anticipate doing even better in 2010, particularly after an aggressive off-season testing program.

Racing is incredibly important to Falken, added Mark Richter, Senior Manager of Dealer Marketing. We have incredible products and continue to believe that ALMS is the perfect venue to profile Falkens brand and demonstrate the companys capabilities to our customers, retailers and media. The GT2 class will continue to be tough, but were determined to get tougher as well. I cant wait for next year.

For Team Falken, preparing for next year begins immediately as the team sets its goals on competing throughout the 2010 season.

Since a lot of our races will be held on Laguna Seca I figured a track guide may be useful for some of you.

Track Map

View Larger Map

Turn 1

(I’m not a pro, probably not even very good, but I’ve been fortunate enough to do about 100 laps of Laguna Seca in an S2000. Speeds and gears for a stock S2000… Adjust all speeds gears for the appropriate car.)

Although it doesn’t seem like much of a turn but is possibly the scariest. Since the approact to T1 is uphill and the turn itself is on the crest, this can leave the rear end light at high speed on fast cars with low downforce.

For now just picture yourself winding out full throttle at 90-95 mph in 3rd or just having shifted to 4th and hitting 100-105 having just cleared the Start / Finish hitting a speed of 90-100 miles an hour as you approach the Andretti Hairpin.

This is a full throttle corner that has poor approach visibility. That’s the challenge. A ‘chicken lift’ rising over the hill means less pucker and a lot of lost time. With the lift your approach to Corner 2 is about 90-95 instead of 100-105 mph. My first visit to Laguna I lifted for about 30 consecutive laps before getting up the gumption to go full out. A big smile followed my 31st attempt.

Exiting, you should be aiming for the #1 or #2 Brake Marker (BM) of Corner 2.

Turn 2 “The Andretti Hairpin”

“The Andretti Hairpin” 190 deg left hand hairpin – 45mph 3rd gear or 2nd if challenged:

Corner 2 is the first corner you hit if you enter right after exiting the pits the way the Champ Cars do. Motorbikes use the FIA entrance which enters the track after corner 2. I’ve used both and prefer the FIA entrance for safety (this enters the track right *after* the hairpin.

Single Apex Method (Novice): Usually when approaching this corner I’m aiming for the #2 or #1 Brake Marker (BM) and hard on the brakes at or just before #4. You need all of the braking you can get since you’re going about 100-110mph if you have done Corner 1 correctly. You heel and toe downshift from 4 to 3 (or 2) but be sure to get speed down below 50 before releasing if in 2nd or you will have a big problem. The key (on the single apex approach) to this corner is remember to stay outside until at nearly halfway around the corner. By this time you should have come in from the right about 1/3 of the way. Remember to hit a late apex here since an apex too early is how my friend made his S2000 a sub-compact. Use all the track and the rumble strip to “track out”. Come back in to the left slightly and straighten and THEN turn toward the BM 4. Get over left and then turn along the outside of the track. A slight right kink will force you to turn right slightly… brake in a straight line between 2 and 1 and turn at one. Stay in 3rd unless you are heavily challenged.

Double Apex Method: If you are trying for higher times you might try the double apex approach to Corner 2. Use the same approach to the corner but instead of braking hard at brake marker (BM) 4 to BM 1 turn in to the corner on the left and brake late (BM2?) which takes you right at the apex to the outside of the hairpin. then turn in and hit the exact same apex at before.

Turn 3

Corner 3 right hander – 50-55mph 3rd gear or 2nd if challenged:

Corner 3 approach is as above and in 2nd or 3rd you hit a moderately late apex and track out. Turn in is BM 1 (this is the standard on this track) and use the rumble strip if necessary (this is optimal). You are now on the far left of the track… stay there going under the big tire.

If you have entered T3 at the proper entry speed and hit your apex, you should gain good momentum to carry you through T4 and up to T5 where the uphill really begins.

Turn 4

Corner 4 right hander – 70mph 3rd gear:

Corner 4 is probably my favourite. Hard on the gas to BM 2. Punch the brakes for a spit second to slow slightly and turn in early… about 2/3 the way between BM 2 and 1 (like BM 1.3). Don’t shift. You’ll be on the power still in 3rd as you turn and hit a surprising EARLY apex. Weird, I know, but it works. You are going to take this very fast and will need to get 2 tires on the left hand rumble strip. This sets you up nicely for a sweeping kink with no name. I call it “the sweeping kink with no name”.

Run through this at full speed and if I’m getting the hang of the track I’ll be shifting into 4th and hitting nearly 105 before hitting the brakes for 6.

Turn 5

Corner 5 left hander – 50-55mph 3rd gear:

The biggest challenge for me in Corner 5 is the inevitable downshift to 3rd. This is a pretty fast corner so getting the shift completed without upsetting the car is tricky. Other than that… textbook. Brake between 4 and 2 turn in at 1, moderately late apex and on the gas to the right outside of the track to set up for 6.

Due to the slight kink prior to the bridge preceding the turn, T5 can be deceiving. Watch your markers and brake earlier than you think in order to exit this corner quickly and safely.

Turn 6

Corner 6 left hander – 70-75mph 3rd gear:

I love Corner 6 for its high speed and the cool little gutter on the apex (left side). You don’t brake much in the approach… say BM 3 to 2. You will take this uphill lefthander VERY fast. Maybe 70-75mph. If you can hit a medium apex and get two tires in the “gutter” it will swing you nicely around the corner and zoom up the hill. The temptation in a well executed corner is to NOT track out. WRONG! Track out using the rumble on the right to set up perfectly for the uphill climb to the “little kink”. By doing this you have just straightened the entire climb to Corner 7 and probably gone as quickly through Corner 6 as you can.

T6 is another deceptive corner. You can enter this corner a little faster if you can nail it correctly.

“The Rahal Straight”

This is a long uphill straight that actually has a little kink going up the hill that’s hard to see on the map. The kink is a left hander – full throttle 3rd gear:

Here I’d like to describe an important feature of the track. There is a slight “little kink” in the track between corners 6 and 7. It is right after the bridge (or is it a sign?) and kinks to the left. You should aim for the spot one third to the right of the left side of the sign ( If this is the sign, aim for the asterisk |…..*……….| ) This will have you run OVER the rumble strip and completely straighten the kink. You will now be approaching Corner 7 perfectly.

Turn 7

Corner 7 right hander – 50-55mph 3rd gear:

When you are through the “little kink” as described above you will approach Corner 7. This is barely a corner at all but is super important as a setup for the Corkscrew. Just before Corner 7 the up hill approach steepens abruptly. There is typically a bunch of rubber laid down on the track here. The beginning of this rubber is my start braking mark. Nebulous I know but that’s how I do it.

The track attitude will level off at this kink, leading blindly right into the corkscrew (T8). The fastest times will require careful braking and bravery. As you crest this area of the track watch where your car is pointed as it may go light.

I take this corner differently than I did the first time out at LS and now brake hard setting up for seven. Let off and turn long the outside (right side of the track and STAY to the right. I.e. do not track out. I then hit the accelerator a second and brake again for the Corkscrew.

Turn 8 & 8a “The Corkscrew”

Corner 8A &8B “the Corkscrew” left right “S” curve – 50mph then 60mph 3rd gear or 2nd through 8A and short shift to 3 on the “straight” part:

Here it is. What everyone is waiting for. Corners 8A and 8B are the Corkscrew. The key to the Corkscrew is to straighten between A and B. The natural inclination is to use an “S”… don’t. Turn through Corner 8A with a moderately late apex and then straighten for a split second aiming for the oak… then turn to a medium to late apex on 8B and use all the track. Then aim for the last oak on the left to brake straight and set up for the dreaded Rainey.

Careful modulation of the throttle will keep gravel in this famous turn from spinning your car. After the sharp downhill your suspension will load up allowing you to feed in the power prior to Rainey Curve (T9).

Corner Nine “The Rainey Curve”

Corner 9 “The Rainey Curve” left hand sweeper – 65mph 3rd gear:

Pointing straight at the last oak get on the brakes for about 100 feet. Then let off and begin the turn. Easy does it on this corner carving out a long sweeper. Hit a VERY late apex on the Rainey and run off using all the track on the right to “track out”.

When I drove the track there was a very hazardous concrete gutter on the right side of the track as you come out of the corner. This is exactly where you’d want to track out but if you hit it this became a bit problem. In 2006 the track was redone and happily the gutter was removed.

Corner Ten

Corner 10 right hander – 60-65mph 3rd gear:

Full bore on aiming at the BM#1 for corner 1 and hard brake between 3 and 2 using the BM#1 as the turn in point. hard on the gas here just before the apex. This is surprisingly high speed and you get a lot of room on the left to track out… but you need it.

Corner Eleven

Corner 11 110degree right hander – 35-40mph 2nd gear:

You only get a little while to accelerate because #11 is a b*tch. Brake hard between 4 and 1 and downshift to 2nd. Late apex on this corner OR ELSE!. Track out to the right but geez watch out. That wall is made of concrete.

Start Finish Straight

Start/Finish Straight 2nd to 3rd to 4th 90-95 at the S/F line:

Stay right on the straight ’til about halfway down to the bridge. Then aim for the “AZ” in “MAZDA” This helps straighten out the kink and set up for Corner 1. Right at the bridge is where you’ll hit about 90 and shift to 4th. I think next time I’m aiming for the “Z” to keep me more to the right for Corner 1; driving the kink down the middle and turning in to the left to straighten Corner 1 instead.

VT completo!!

Indy Light – T3 2009 – 30/10/2009 – Laguna Seca

The Bulgogi Brothers have now been online for one month! Keep watching this space for Bulgogi-approved car and non-car-related content alike. Thanks for your readership- bookmark us, blogroll us, leave us feedback, spread the word

Random snap of a race-prepped Porsche 911 on display at the 2009 Monterey Historics because- well, why not?

Photo credit: Kevin McCauley

- Gyro

It’s pretty hard to elevate this stuff to the level of artform, but we think he achieves it.

See more here.

- Gyro

Have a look at this:

I’m still not entirely sold on the terrified look on the front end of the new ones, but this car – for the Speed World Challenge – looks awfully damned sharp.  I know mine handles like a kart as it is, I’m nearly down to the wear blocks after about 30000 miles, and a good chunk of that was on the winter tires, too.  Heh.  I was looking at an RX-8 at the dealer when I was there the last time and it had 140 tread-wear tires on it, I’d be surprised if you could get around the block twice without needing a new set of those.

Imagine if Mazda would release a Mazda3 GT-R, right?  Like the race-built Mustangs or the Viper ACR.  I don’t know what the spec motor for that series is, but I’d take the force-fed four from the MAZDASPEED3.  Add a stripped interior, two meaningful seats, anchors for harnesses, a cage, and a nice coat of white paint.  Bin the radio, the air conditioning, all the airbags, the sunroof, etc.  Add lighter, wider rims, gummy tires, and appropriate brakes* to adjustable shocks, and it gets interesting in an almighty hurry.

*As in, the lightest that will stop the car for 11 at Laguna Seca:

Lucky guy, right there.  I’d be glad for a chance to go around that track in a shopping cart powered by a poorly-tuned weed eater.

ETA: I went to make the picture of the Mazda my wallpaper.  The magnification it defaulted to?  Zoom.  IMMD.

Damn, I watched the last 20 minutes of the race at Laguna Seca earlier and that was some of the most intense battling I have seen. Really wish I could have been there to see that race in person. The GT2 battle had me at the edge of my seat.

Also the Brazillian GP in Sao Paolo is this coming weekend. Practice sessions friday, practice/qualifying saturday, and race on sunday.

Gil de Ferran beendete seine Karriere als Profi-Rennfahrer mit einem Sieg mit “Co” Simon Pagenaud beim Finale der American Le Mans Series in Laguna Seca. Den Meistertitel holte jedoch das Highcroft-Duo David Brabham und Scott Sharp. Eine klare Sache für Hondas Nobelmarke Acura, die damit auf Anhieb sowohl den LMP1- als auch den LMP2-Meistertitel sicherte.

Porsche den 100. ALMS-Sieg, mit dem Porsche 911 GT3 RSR von Flying Lizard Motorsports gewannen die Porsche-Werksfahrer Jörg Bergmeister (Langenfeld) und Patrick Long (USA) und sicherten sich so den Meistertitel in Fahrer-, Team- und Marken-Wertung der Klasse GT2.

Jules Bianchi gewann das Sonntagsrennen in Dijon und sicherte sich damit vorzeitig die Nachfolge von Nico Hülkenberg als Meister der Formel 3 Euroserie.

Gary Paffett siegte beim DTM-Lauf in Dijon nach einem Reifenschaden von Matias Ekström und verlegt damit die Titelentscheidung aufs Finale in Hockenheim.

Resultate von Samstagnacht und Sonntagmorgen:

ALMS LMP1 Klasse: Mazda Raceway – Laguna Seca: 1. Simon Pagenaud/France, 2. Luis Diaz/Adrian Fernandez, 3. David Brabham/Scott Sharp, 4. Chris McMurry/Bryan Willman, 5. Johnny Mowlem/Stefan Johansson

ALMS GT2 Klasse: Mazda Raceway – Laguna Seca: 1. Jörg Bergmeister/Patrick Long, 2. Jan Magnussen/Johnny O’Connell, 3. Wolf Henzler/Pierre Ehret, 4. Dominik Farnbacher/Ian James, 5. Johannes van Overbeek/Seth Neiman

Formel 3 Euroserie – Dijon: 1. Jules Bianchi, 2. Sam Bird Mucke, 3. Roberto Mehri, 4. Esteban Gutierrez, 5. Alex Sims, 6. Christian Vietoris

Gil de Ferran terminated his career as a professional race driver by winning together with Simon Pagenaud the American Le Mans Series finale at Laguna Seca. The 2009 ALMS title went to Highcroft’s David Brabham and Scott Sharp. It was an Acura cleanweap with the LMP1 title follwoing the already securde LMP2 title

In the GT2-class Jörg Bergmeister and Patrick Long took Porsche’s 100th ALMS win, securing the GT  title for drivers, Flying Lizard Motorsports are crowned champions among teams and Porsche takes the manufacturer’s honours.

Jules Bianchi clinched the Sunday race at Dijon and succeeds Nico Hülkenberg as Fornmula 3 Euroseries champion.

Saturday night and first Sunday results:

ALMS LMP1 class: Mazda Raceway – Laguna Seca: 1. Simon Pagenaud, 2. Luis Diaz/Adrian Fernandez, 3. David Brabham/Scott Sharp, 4. Chris McMurry/Bryan Willman, 5. Johnny Mowlem/Stefan Johansson

ALMS GT2 class: Mazda Raceway – Laguna Seca: 1. Jörg Bergmeister/Patrick Long, 2. Jan Magnussen/Johnny O’Connell, 3. Wolf Henzler/Pierre Ehret, 4. Dominik Farnbacher/Ian James, 5. Johannes van Overbeek/Seth Neiman

Formula 3 Euroseries – Dijon: 1. Jules Bianchi, 2. Sam Bird, 3. Roberto Mehri, 4. Esteban Gutierrez, 5. Alex Sims, 6. Christian Vietoris

Haarknapp: Rookie Mario Romancini gewinnt sein zweites Rennen seiner ersten Firestone Indy Lights-Saison denkbar knapp vor dem berits gekrönten ChampionJ.R. Hildebrand. Gerade mal 57/10.000 einer Sekunden trennt die beiden auf der Ziellinie.

Weitere Resultte des Samstags:

Indy Lights: Miami – Homestead Raceway: 1. Mario Romancini, 2. JR Hildebrand, 3. Sebastian Saavedra, 4. Mike Potekhen, 5. James Davison, 6. Wade Cunningham, 7. Martin Plowman, 8. Pippa Mann, 9. Logan Gomez, 10. Andrew Prendeville

Formula 3 Euro Series: Dijon – Race 1: 1. Vietoris, 2. Bianchi, 3. Mäki, 4. Caldarelli, 5. Merhi, 6. Bird, 7. Zanella, 8. Sims, 9. Geronimi, 10. Shaaban

DTM : Dijon – Qualifying : 1. Spengler, 2. Di Resta, 3. Kristensen, 4. Ekstrom, 5. Engel, 6. R. Schumacher, 7. Green, 8. Paffett, etc.

NASCAR Pepsi 500 – Qualifying : 1 Denny Hamlin 2 Greg Biffle 3 Jimmie Johnson 4 Juan Montoya 5 Martin Truex Jr.

Formel Atlantic: Mazda Raceway Laguna Seca : 1. John Edwards, 2. Jonathan Summerton, 3) Jonathan Bomarito, 4) Markus Niemela, 5) Simona De Silverstro. John Edwards stellte einen inoffiziellen Streckenrekord auf: 1:15.444

Rennberichte in der nächsten Ausgabe von P1Mag.

He’s crewing for Rahal-Letterman at Laguna Seca. Speedhunters has been doing a lot of nice glossy coverage of the Rahal-Letterman ALMS BMW lately, but since Hatch Life is kind of like the Rota of blogs all you get are phone pix taken from Jason’s Facebook lol. Catch the race on Speed at 2:30 Sunday.

I hope you all enjoy this recounting of Karl’s hunt for that elusive professional racing championship.  If you enjoy this telling tale of a brand and a dream, please rate/comment and pay it forward by sharing it.

My Thoughts Enclosed…Rb

2003 – The Birth of a Brand

2004 – The Up-Start Crew

2005 – Building Upon a Dream

2006 – A Partnership of Sorts

2007 – A Hard Fought Year

2007 would mark a breakout year for Compass360 now running under the banner Kensai Racing with Compass360/Racing. The racing season started off with the announcement of an extended partnership between the two teams. Skunk2 engineering would provide the engines and mechanical backbone to their Acura program.

Karl had found his ultimate Crew Chief in Ray Lee and he wanted to build upon that foundation. Together, they would be fielding two new Acura TSX with last years RSX-S making a return appearance. Having helped Acura win the Manufacturer’s Championship and showing much promise in 2006, they set their goals high for the year.

Karl paired up with Billy Johnson in the #76 for a full season schedule. This brought Karl his much sought after consistency with his weekend pairing. Travis Walker continued to run the #75 and was joined by equally fast Beau Buisson. Last year’s RSX-S would now sport the #74 with rookie Matt Pritiko at the wheel.

Matt Pritiko is a World Karting Association Champion.  Matt was part of Ron Fellows’ Team Sunoco Ultra 94 Formula 2000 team in 2005.   Finishing second in the Championship he turned to Touring cars and Compass360 Racing to further his career.  Prior to his race at Daytona, he never raced a closed cockpit race car.

The series saw a name change to the KONI Challenge. Despite the name change, it was still run by Grand-Am and sanctioned indirectly by NASCAR.

Fresh from Florida 200 (January 25 – 26, 2007)

As with every year, the series kicked off supporting the Rolex 24 at Daytona. I made my way down to Daytona looking forward to seeing the new cars and the improved driver lineup challenge the field. Daytona was never kind to Karl and after missing last year, he was looking forward to seeing the green flag. I was very fortunate to spend the race in the pits with the team. Watching a race unfold surrounded by the energy of the team beats watching from the grounds anyday.

Qualifying saw Beau Buisson land pole position in the #75. With much fanfare, Karl qualified the #76 in second spot. Kensai Racing with Compass360 would be starting the race on the front row. Matt Pritiko found himself in twelfth in the RSX-S in his debut race.

Sadly, as is the case with Daytona and Karl, a front row start was not to be. Post qualifying inspection would send him to the back of the field due to an infraction on the trunk lid of his #76. He would once again start Daytona from the rear of the field.

This was starting to be a recurring situation for Karl and he was getting tired of it. Karl had learned over the years to take the fight to the track and not with the race officials. After the first hour, Karl had brought the #76 from last to third with Beau still leading the field.

Matt in the RSX-S showed increased familiarity with the car and brought the car up to fifth. However, numerous race contacts would see him lose ground going into the driver changes.

With Travis and Billy now driving the #75 and #76, we witnessed a spectacular four way fight at the front of the pack for the lead. This great battle made for great TV coverage and Speed TV did not disappoint with their coverage of the teams cars. Karl’s branding efforts for Compass360 was starting to see some serious television exposure. Such aggressive battles tend to leave the cars the worse for wear.

With only three laps to go, Travis Walker in the #75 experienced a race ending drive shaft failure. The pain on Travis’ face was clear to see as he was forced to watch his teammates battle for the lead from the pits. Travis had seen numerous missed opportunities disappear due to mechanical issues with Kensai Racing and this was starting to take its toll on him. When a teammate DNF so close to a podium, it leaves the entire team feeling their pain. As I was consoling Travis, the team had to stay focused on the real story of the day.

Billy was behind the wheel of the #76 and Karl was chewing his nails in the pits. The laps drew to a close and the checkered flag was being shown. Normally, this would see the team start to pack up their gear and make their way back to the garage. However, Daytona decided that day to reward Karl for all his hard work since 2003. Billy Johnson would take the checkered flag in first place with less than a second separating first, second and third. Karl not only got to reach the podium at Daytona, but would be standing on its figurative top step.

Seeing Karl on the podium of Daytona was an emotional moment for me and without a doubt for him as well. I had seen Karl fail to start 2003, trying valiantly in 2004, and failing to race in 2005. Seeing someone achieve their dream finish at Daytona is quite rewarding. I was glad I was there to see it having missed his first win at VIR.

Karl fully immersed himself in the moment and flung a flurry of podium hats to the crowd in celebration. Getting to watch Karl being interviewed in the same media room as past Daytona winners was a surreal experience. Last year’s RSX-S finished nineteenth. The #75 finished a heartbreaking 24th.

(2007 Fresh from Florida 200 Results)

Homestead-Miami Speedway (April 13 – 14, 2007)

Homestead saw rookie Matt Pritiko beat out the two Kensai Racing TSX in qualifying with a stunning 10th place in his RSX-S. In an early driver change, Karl passed the driving duties over to Billy in the #76. Billy brought the car up to second going into their final fuel stop. Travis, now driving the #75, was leading the race much to his joy. However, contact would see his tire deflate leaving him stranded on the track unable to finish yet again. The #75 would register a 21st and Travis would once again feel the pain of mechanical woes. Contact by another car caused the #74 RSX-S to struggle, but finish an impressive 9th. Karl and Billy left Miami still leading the championship having finished 4th.

(2007 Homestead-Miami Speedway Results)

Away from the race track, Karl won the Ontario Indoor Karting Championship. Karl had also won the series back in 2006 and was a constant presence in the series history. The karting also brought the addition of “racing in the dark” events much to the delight of the drivers. I have only karted in the dark once and it was quite a memorable experience.

Karl was now off to Iowa with over 10,000 fans gracing the stands. The team would be hounded at the hotel for autographs.

The cars showed promise in practice and Travis qualified the #75 second. Karl and Matt qualified twelfth and thirteenth respectively in the #76 and #74.

In the first corner, Travis was taken out of the race by an overzealous driver trying to pass seemingly the entire field. Another great race for Travis ended with in another DNF (24th).

Still in Homestead, Karl found himself dealing with a deteriorating driveshaft, which explained his lackluster qualifying attempt. With Billy now behind the wheel of the #76, the car soldiered on cautiously to finish ninth.

Iowa Speedway (April 20 – 22, 2007)

Matt was showing his improved skill in the #74 RSX-S by having the car in fourth. Sadly, additional mechanical problems led it to fall down to eighteenth by the end of the race. That weekend, Karl lost his lead in the championship.

(2007 Iowa Speedway Results)

Mazda Raceway Laguna Seca (May 17 – 20, 2007)

A trip to Laguna Seca clearly would make up for Iowa. With track specialist Billy Johnson behind the wheel, nothing would stop Karl and the #76. Handing over the car in seventh to Billy, the #76 made good use of Billy’s knowledge of the track. Billy is also a Skip Barber instructor at the track and the ease at which he navigates the track is a sight to see.

With a strategy that put them very low on fuel at the end of the race, Billy was balancing aggression with conservation. With second and third on his heels, Billy crossed the finish line first earning Karl his second victory of the season.

Matt took the #74 RSX-S from seventeenth at the driver change to a well deserved 9th. The #74 finished 17th with Taz Harvey filling in for Travis Walker. Travis’ frustration with reliability issues led to him moving to Blackforest Motorsports to drive their #5 Mustang.

(2007 Mazda Raceway Laguna Seca Results)

Lime Rock Park (May 25 – 28, 2007)

With a victory at Laguna Seca, the team made their way to Lime Rock with high hopes. Qualifying would see one of the teams worse outings much to the surprise of the team.

The #75 qualified a team leading fourteenth. Karl in the #76 put the other TSX in seventeenth. Last years RSX-S was a distant 21st. This dismal qualifying session followed them throughout the race weekend.

Lime Rock would not be kind to the two Acura TSX. Early driver changes for both the #76 and the #75 had the two cars racing each other for position. With close quarters bringing close calls, the two TSX made contact with each other. This would lead to the #75 ending the race with a damaged radiator (27th). The contact also led later to an overheating engine in the #76 due to a cracked header.

This marked Karl’s first DNF (21st) of the season in the #76. Rookie Matt Pritiko continued to show promise during the race by finishing eight.

(2007 Lime Rock Park Results)

Mosport International Raceway (June 15 – 17, 2009)

With the disappointment of Lime Rock behind them, the team traveled back to their home track Mosport.  Karl had performed numerous laps around Mosport.

I was unable to attend the race that weekend. I did however drop by on the way to Ottawa on the Friday. It is quite a shame really as Karl and Mosport work so well together. The Toronto Star shared my insight and wrote an article on Karl and Compass360.

With the championship taking form at the midway mark, it looked like it would come down to a close fight between Karl and Billy in the #76 and Trevor Hopwood and Adam Burrows in last years championship winning Turner Motorsports. Mosport would prove how true this was to become.

Karl would bring in the #76 for a driver change in fifth. An off, in world famous Corner Two, by Billy would see him fall back to fifteenth during the race.

With passion in his eyes, Billy would overtake one car followed by another until he was in second. With a last lap pass, Billy Johnson overtook Trevor Hopwood for first. This would give Karl and Billy their third win of the year. This put them within one point of the championship lead.

Beau Buisson in the #75 finally finished a race with the team in fifth. This was admirable considering the car had a major accident in practice requiring quite a bit of repair.

Matt and Dave Ciekiewicz would pilot the #74 RSX-S to eleventh after a green flagged pitstop. The weekend would mark all three Kensai Racing with Compass360 cars finishing the race for the first time this season.

(2007 Mosport International Raceway Results)

Mid-Ohio Sports Car Course (June 21 – 24, 2007)

The racing gods must have been vexed with Kensai Racing with Compass360 recent success going into Mid-Ohio. The weekend started well with the #75 qualifying on the front row and the #76 of Karl in sixth. The RSX-S however qualified at the back of the field in 22nd.

Very quickly the #75 took the lead with both the #76 and the #74 making up ground. Going into the keyhole, Karl was squeezed off track by another car and ran afoul of the #95 BMW.  Contact between the two championship rivals would see Karl’s suspension collapse on impact. After much work on the part of the team, Billy was sent out with a misaligned #76 to secure valuable championship points. While in 29th, a failed driveshaft ended the weekend for Karl.

David would bring the RSX-S from the back to seventh going into his driver change. Matt got tangled with another car later in the race and would slam the tire wall ending the race in 31st.

Beau in the #75 was involved with a Roar Racing RX-8 in the carousel causing damage to the front left hub. After forging on, the #75 finally failed on Lap 54 finishing 28th.

From zero DNF in the last race to three DNF, the team was happy to see Mid-Ohio in their rear view mirror.  The anger of Mid-Ohio would be wrought upon Watkins Glen.

(2007 Mid-Ohio Sports Car Course Results)

Watkins Glen International (July 6 – 7, 2007)

After their collision at Mid-Ohio, the race would see Turner Motorsports and Karl fighting for every corner. Billy once again performed a last lap pass for the lead. A fourth win in one season showed the racing community a much improved team. Watkins Glen saw Karl and the team retake the championship lead.

Matt brought the #74 up to fourth when the car started to lose horsepower. His Co-Driver for the weekend would manage to keep the car in the top ten with a ninth.

Another front row start by the #75 would see the TSX be pulled mid-race with a failing engine giving it an eighteenth.

(2007 Watkins Glen International Results)

Barber Motorsports Park (July 19 – 22, 2007)

A trip south to Alabama would start badly and end with the team scrambling again for the championship lead. In practice at Barber, Karl hit the wall missing out on valuable setup time. An all green-flag race would make Karl thirteenth qualifying position problematic.

Billy was up to the challenge and was outpacing the leaders in his hunt for much needed points. Billy would almost reach sixth, but would have to settle for seventh. This was no small feat seeing Billy was also racing in another car that same weekend.

Beau Buisson in the #75 finished ninth. Matt who had outqualified both TSX brought the car up to third going into the driver change. However, Matt would have to settle for 12th when the race was over.

(2007 Barber Motorsports Park Results)

Le Grand Prix de Trois-Rivieres (August 17 – 19, 2007)

Trois Rivieres is a special track for both Kensai Racing and Compass360. It is considered the teams second home track. Karl was now also sporting a new orange on black livery on the #76 giving hint to next year’s plans. Karl and the team headed into the race weekend with the goal of reclaiming their lead in the championship.

Benoit Theetge, a local favourite, qualified the #75 TSX fourth. Karl again qualified the #76 thirteenth with only one second effectively separating the top 15 cars, which happened to be the #74.

The championship rivals fought pace for pace and strategy for strategy that weekend. Karl however would edge them out by finishing second. This was not enough to reclaim the championship lead.

Matt continued to impress in his rookie season by earning 4th. A broken rear hub would see the #75 end the race missing a wheel in thirteenth.

(2007 Le Grand Prix de Trois-Rivieres Results)

Miller Motorsports Park (September 12 – 15 , 2007)

With only two races left in the season and four points behind Turner Motorsports, the team headed to Miller Motorsport Park. The higher altitude of Utah always prove difficult when tuning normally aspirated race cars. The very long 23 corner track tends to reward turbos and superchargers. The cars would qualify surprisingly well with the #75 fourth, the #76 fifth, and the #74 eight.

With a failed ABS, Karl would pit early turning the car over to Billy. Matt in the #74 would DNF with another broken drive shaft (24th). Billy would spend the race hounding Hopwood in the #95 Turner BMW. By running a different strategy, the #75 led for a lap going into a caution. With a last dash of fuel, the #76 and the #95 returned to the track seconds apart. The race ended with Johnson in seventh just behind their championship rivals. The #75 would be in eight with the RSX-S ending in 24th with another failed drive shaft.

(2007 Miller Motorsports Park Results)

VIR Twin 6 Hour Enduros (October 5 – 7, 2007)

Trailing the driver’s championship by only five points, Karl had much on his mind. VIR had shown him a great weekend with his first professional win. It also suffered him horrible weekends. What kind on weekend did VIR have in mind for Kensai Racing with Compass360.

Daytona had been finally conquered. Both drivers won their home tracks (Laguna Seca and Mosport). Even The Glen bowed down to the #76 of Karl Thomson and Billy Johnson. Yet as racing luck would leave it, they were still the underdogs of the championships going into the series finale at VIR.

Billy was running second at the beginning of the race. The #76 started dropping fluid and put it back. Adam Burrows, in the #95, was now running fifth position with Billy in front of him. The RSX-S pulled off course while leading the race. Billy was now in fifth with the #95 in third. A rare mistake by Burrows allowed Billy to pass him for fourth. Billy was now spraying fuel onto the windshield of the #95. The team begged their case for an overflow and a black flag was avoided.

Aaron Povoledo reported that the #74 could no longer can turn right, while on a caution lap. On Lap 39, Billy took charge for the lead. Guy Cosmo proceeded to take it right back. Shane Lewis storming from the back past both of them. With some repairs, the RSX-S returned from the pits only to drop fuel on the track.

Lap 55 saw both teams make driver changes putting Karl in the #76. The #69 Mazda made contact with Karl at the two and half hour mark. With the Turner BMW now in first and Karl in third, the hunt for the championship would have to be earned lap for lap. After 100 laps of racing, the #75 was leading the race with the Turner car in second. The #95 was now followed by Matt Plumb now racing the #76. Two laps later, Matt would be in the pits with a leaking brake system.

After six laps of repairs, Billy returned to the track in seventh. The #75 was still leading the race at the hands of Beau Buisson. The #74 was still suffering from fuel leakage and spent more time in the pits. The Turner BMW started falling backwards in the field. Things were looking up for the #76 now in fourteenth.

The six hour race came to an end and so did Karl’s quest for the championship. Karl and the #76 TSX would end the race in twelfth  The #95 fought back to finish the year on the podium in third.

The #75 would cross the line in seventh having fought all year for respect.The tired RSX-S would end the race in 23rd. Perhaps to old for its young aspiring driver lineup. The #74 saw quite the rookie talent behind the wheel that year.

(2007 VIR Twin 6 Hour Enduros Results)

2006 Season Enclosed Thoughts

Early contact with aggressive drivers early in the season would hurt Karl the most that year.  Mid-Ohio would prove to be the point of no return for his quest for a championship. The track schedule favoured the front-wheeled Acura early in the season. The second half of the season would reward the rear-wheeled BMW.  Sixteen points defined the season.

Adam Burrows and Trevor Hopwood were crowned the 2007 Grand-Am KONI Challenge Series Driver Co-Champions. Turner Motorsport won the Team Championship. Karl and Billy’s wins would bring Acura yet another Manufacturer’s Championship.

That year, Karl Thomson and Billy Johnson won more races than any other duo or team in the series. Yet, their valiant wins were not enough to secure the championship. Only sixteen points Karl wanted the top podiums at the races and at the banquet. He had to feel somewhat compensated securing second in the Championship in only his three full season of competition.

Of equal note, the manufacturers had to thank Karl for three back to back championships years (2005 BMW, 2006 Acura, 2007 Acura). In Las Vegas for the Banquet, a particular manufacturer would listen more attentively to Karl.

(Standings – Driver Points 2007)

2007 Grand-Am KONI Sports Car Challenge Trophies and Contributions

• 2nd in Driver Championship – C360R Drivers Karl Thomson and Billy Johnson
• 2nd in Team Championship – Kensai Racing with Compass360
• Manufacturer’s Championship – Acura
• Wins – Daytona International Speedway, Mazda Raceway Laguna Seca, Mosport International Raceway, Watkins Glen International – Long Course

The story of Karl’s quest continues in 2008 – A Change of Focus.

2008 – A Change of Focus

My huge thanks to Kensai Racing with Compass360 driver Beau Buisson for editing and uploading the above race footage onto YouTube (please thank him by subscribing).

I hope you all enjoy this recounting of Karl’s hunt for that elusive professional racing championship.  If you enjoy this telling tale of a brand and a dream, please rate/comment and pay it forward by sharing it.

My Thoughts Enclosed…Rb

2003 – The Birth of a Brand

2004 – The Up-Start Crew

2005 – Building Upon a Dream

2006 – A Partnership of Sorts

2006 was a transition year for Karl Thomson and Compass360/Racing. It marked major changes to the team infrastructure, a new manufacturer, a reduced racing schedule, and a significant expansion of Karl’s Compass360 branding endeavors in professional racing both inside and outside the paddock. Karl’s day job as Creative Director and Managing Partner at Compass360 was gaining success and awards as well.

A mere month before the Daytona race, Karl, while skiing, was cut off by a snowboarder and suffered a bad fall. Surgery for a broken clavicle meant two months of therapy before having the strength to drive the race car.

(Karl’s Blog)

This is one of the reasons why racing drivers often feel safer on a race track than off it. A Daytona victory again proved itself illusive to Karl. It also meant that for the first time in years, I would be going to Daytona solo.

This year also brought the start of a new relationship for the team. Compass360 would team up with fellow Toronto entrants Kensai Racing for a partial 2006 season. This partnership allowed Karl to focus on his driving duties and leave the team and car management to Ray Lee. In addition, Karl now handled the branding, promotions and public relations efforts for Kensai Racing. This marked a very strong partnership of two very talented racing professionals.

This new program saw a significant shift from rear wheel to front wheel drive. Kensai would be prepping an Acura RSX-S for Karl racing now under the #76.

Daytona International Speedway (January 26 – 29, 2006)

Regular Kensai Racing driver Travis Walker set pole position at Daytona in his first attempt. Kensai Racing was bringing the right racing attitude and mechanical capabilities to Compass360/Racing.

(2006 Daytona International Speedway Results)

Virginia International Raceway (April 21 – 23, 2006)

Virginia marked the return of Karl Thomson behind the wheel of a race car. It also saw the 3-day old #76 Acura RSX-S see a race track for the first time. The defending race champion experienced a weekend full of rain and track carnage.

Starting from the back of the pack, they ended the race at the end of the pack. Karl finished twentieth in the #76 with the #75 in 22nd. This was not what Karl had in mind when he partnered with Kensai Racing. Ray Lee knew however that VIR was not a true representation of the cars potential.

(2006 Virginia International Raceway Results)

Mazda Raceway Laguna Seca (May 5 – 7, 2006)

Laguna Seca saw the return of super fast and track specialist Billy Johnson as Karl’s co-driver. Billy had impressed Karl when they paired up the previous year. Having Billy in the car would lead to increased television coverage of the Compass360 brand. Billy kept the eye of the camera on the #76 as he challenged the field.

Laguna Seca also saw my return to a race track as I was in Santa Monica on business that week. It was well worth the drive up to Monterey to watch Karl race at my second favourite track in the world. I even got to take a rental car for a parade lap with Karl giving me insight on his racing line. Racing Tip: The key to the corkscrew is the tree going down the hill.

I got to watch the race from all parts of the track with the occasional visits to the pits to watch the team in action. Seeing Karl go through the corkscrew in race conditions needed to be seen in person. I am glad I could make the race. Karl had the car in eight when a yellow brought forth a driver change. Billy took the car and led the field until contact with another car gave him pause. A penalized contact by another car put him off the track losing valuable positions.  The tension and frustration in the pits was noticeable. With the end of the race in sight, Billy forged on and brought the #76 home in fourth with the win just out of reach.

(2006 Mazda Raceway Laguna Seca Results and Blog)

Avendale Mazda Twin 200s (May 11 – 13, 2006)

Karl would miss Phoenix having opted for a partial schedule this year. The race would see green to green flag racing with mechanical woes affecting both cars.  The team earned a ninth and frustrating 24th after showing much promise in the race.

(2006 Avendale Mazda Twin 200s Results and Blog)

Lime Rock Park (May 26 – 29, 2006)

Karl returned to the team for the Lime Rock race. The #75 experienced weekend ending damage at the hands of Tom Nastasi during practice. Karl would go on to qualify the #76 fourth.

In only the third lap of the race, while attempting to pass for third, Karl would be nudged damaging the suspension. This left both cars out of the race and very little to show for the promise of a strong driver lineup and well prepared cars.  The team left Ohio with two busted cars and only a DNS and a DNF for their efforts.

(2006 Lime Rock Park Results and Blog)

Karl and Compass360/Racing also fielded a 1994 Mazda RX-7 in selected CASC events. Karl would win all three OCC GTA sprints and finished second in TGTC. In only his first weekend in the #360, Karl made it clear to the regional racers that his time was well spent in Grand-Am Cup.

Mid-Ohio Sports Car Course (June 23 – 25, 2006)

In Ohio, Karl qualified the #76 in seventh. He would bring the Acura RSX-S for the drivers change in fourth having run as high as second. Travis Walker in the #75 also ran as high as second. With two podium positions in sight, the team was rewarded with another shunt that destroyed the #75.

Veteran Taz Harvey would barrel role the car five time in a three-way fight through corner one. This was the same corner that Shawn Greene had his major accident back in 2005. Mid-Ohio was not being kind to the team’s cars.  With a late race penalty, for too many crew members over pit wall, Karl and the #76 were regulated from fourth to fifth.

(2006 Mid-Ohio Sports Car Course Results and Blog)

Barber Motorsports Park (July 28 – 30, 2006)

With the #75 destroyed and no replacement built in time for Barber, Karl would sit out the race. The #76 would be driven instead by Travis Walker.

Travis had just earned Inside Track’s “Up and Coming Road Racer of the Year” award. He went on to put the car on pole for the race. Clearly his desire for a win was fueled further by past failed attempts. A race incident brought Travis in for a stop-and-go penalty dashing his chances for a win in Alabama.  The team would again not have the results that matched the car and team’s potential.

(2006 Barber Motorsports Park Results and Blog)

Trois-Rivieres, Quebec (August 4 – 6, 2006)

Trois Rivieres saw a new #75 take the field and the return of Karl behind the wheel of the #76. Karl was fortunate to have Mathieu Audette as his Co-Driver that weekend. Mathieu was leading the Federation de l’Automobile du Quebec championship and knew the track very well.

Since Barber, the #76 had developed some mechanical and electrical gremlins. Those gremlins turned into a complete engine failure during practice. A new engine installed that evening would prove unreliable during qualifying. The #76 would be starting near the back of the field with the #75 starting fourteenth in its first race.

Eager to make up for lost ground, Mathieu was dashing through the field with great skill and familiarity in the #76. In the fastest part of the course, he made contact with another car and hit both side walls hard. To make matters worse, the Acura was then hit by another car at full speed while stationary. Audette was removed from the car by the safety crew and brought to a hospital for tests.

This accident caused a 20 minute caution as the debris and damage was so excessive. With the car severely damaged, Kensai Racing would not have a car ready for the next race.  The #75 would go on to finish eleventh in its racing debut.  Karl failed to race in Trois Rivieres.  The #76 registered a DNF.

(2006 Trois-Rivieres, Quebec Results and Blog)

Due to the accident, Kensai Racing decided not to field any cars at Miller. Instead, Ray and the team would focus on the season finale at VIR. Roar Racing opted to hire Karl for some on track and off track experience and exposure.

(Karl’s Blog)

Miller Motorsports Park (August 31 – September 2, 2006)

Utah would see Billy Johnson and Karl Thomson again as Co-Drivers. This time however, it would be in the #62 Mazda RX-8. After some tuning advice from the new drivers, the car was ready for the race, setting third fastest time in final practice.  Roar Racing was still learning to work as a team and the RX-8 was fuel hungry requiring additional stops. This left the #62 finishing in eleventh. A very disappointed Karl returning to Kensai Racing.

(2006 Miller Motorsports Park Results and Blog)

Awaiting the next race in Virginia, Karl returned to compete in the regional Ontario Challenge Cup. The Compass360/Racing RX-7 #360 reached the podium with a second in TGTC-GT and a 3rd in OCC GTA.

VIR Twin 6 Hour Enduros (October 6 – 8, 2006)

Virginia would see only the lone surviving Kensai Racing RSX-S entered in the race. Karl Thomson joined Travis Walker in the #75. Being a six-hour race, Nick Wittmer signed on making for an all Canadian entry.

Travis qualified the car in sixth in a field of 34 cars. Travis started and finished the race with Nick and Karl doing the middle stints.  Through heads-up driving and pit calls with mixed results, the team would finish the race an impressive fourth.

(2006 VIR Twin 6 Hour Enduros Result and Blog)

2006 Season Enclosed Thoughts

In a reduced season, Karl had registered three top five finishes in only six races. Karl ranked nineteenth with 115 points edging out Travis Walker. Class of the field Turner Motorsports would win the championship with 295 points.

(Standings – Driver Points 2006)

Kensai Racing’s efforts during the season helped give Acura the Manufacturer’s Championship.

2006 Grand-Am Cup Trophies and Contributions

• Manufacturer’s Championship – Acura

The story of Karl’s quest continues in 2007 – A Hard Fought Year.

2007 – A Hard Fought Year

I hope you all enjoy this recounting of Karl’s hunt for that elusive professional racing championship.  If you enjoy this telling tale of a brand and a dream, please rate/comment and pay it forward by sharing it.

My Thoughts Enclosed…Rb

2003 – The Birth of a Brand

2004 – The Up-Start Crew

2005 – Building Upon a Dream

2005 was another building year for Karl and Compass360/Racing. With his Z3 Coupe program ironed out and a new branded livery, Karl decided to field two BMWs for the season. This would bring in two more funded drivers and provide some economy of scale on his team infrastructure.

Courtesy Compass360/Racing

Sadly, work commitments and other factors made it impracticable for me to directly assist anymore. However, from that point forward, Compass360/Racing had no bigger emotional supporter than me outside of Karl’s immediate family.

I made a point of wishing Karl luck before the weekend. I looked forward to the results and the ensuing dialogue that followed a race weekend. The races were tape delayed on Speed TV, so I enjoyed the live Internet streams when available.

Grand-Am Cup 200 (February 3 – 4, 2005)

As was my habit, I flew down to Daytona for the Rolex 24. As planned, Karl was now fielding two Z3 Coupes in the Grand-Am Cup series. Practice brought on a clutch failure with an incompatible spare. Even though Karl was fielding two Z3s, there was significant variations between the two models. After significant delays and lost practice time searching for a clutch, the car failed to qualify. Karl would start again at the back of the pack in Daytona.

However, this was no longer the Karl from 2004. Karl had mastered the art of the Z3 after a grueling first season. In only 20 laps, Karl had gone from the back of the back to sixth in class. A timely yellow would see a driver change with fifth place within reach.

Additional heavy clutch abuse by Karl’s Co-Driver marked the first DNF for Compass360/Racing. The worn out #06 was showing its age and Karl’s frustration with revolving co-drivers was starting to fuel his desire for additional team improvements. Daytona would show a twelfth and an upsetting twentieth for the dual entrant.  Daytona was still very much Karl’s nemesis.

Courtesy Compass360/Racing

(2005 Grand-Am Cup 200 Results and Blog)

California 200 (April 1 – 2, 2005)

California (Fontana) would see Karl again qualifying and thus starting the race. This routine started earning Karl a good reputation around the paddock for caring for the car during the first stint. Sadly, the same could not always be said about the remaining driver lineup.

Another weekend, another engine failure for the #36. This one was caused by aggressive turtle humping (technical term for bouncing off the apex cement ). Karl showed his skill with the old Z3 by bringing the car up to sixth going into the driver change. Karl and the #06 finished seventh and the #36 would do enough snail laps to earn twentieth.

(2005 California 200 Results and Blog)

In between races, Karl went on to win our local karting championship beating his own crew chief. Ian is not only a great race mechanic, but a consistent and super fast karter beating pros his junior.

U.S. Sports Car Invitational (April 29 – 30, 2005)

Going into Laguna Seca, the cars enjoyed a much needed refresh having remained in California between races.

Laguna Seca is my second favourite track in the world (Mosport being #1). It is home however to my favourite corner in the world, the famous corkscrew. The corkscrew was made even more famous by Alex Zanardi’s last lap pass on Brian Herta in 1986. The move is simply remembered as “the pass.”

The racing spirit of Alex Zanardi must have been with Karl that weekend. In one of his attempts at mastering the corkscrew, Karl found himself involuntarily mimicking Zarnadi’s line. Thankfully a fan managed to film Karl narrowly avoiding writing off the car.

Laguna welcomed the addition of future regular Compass360 driver and Laguna Seca master Billy Johnson. In addition, one of NASCAR’s grandsons drove for Compass360/Racing. J.C. France is the grandson of NASCARs founder Bill France and nephew of Bill France, Jr. He is also known for his on track aggression. J.C. was using the support race as a means of familiarizing himself with Laguna. His normal ride is a Brumos Porsche Daytona Prototype running in the primary series.

J.C. France qualified the car and started the race in the #06. Billy in the #36 would easily outpower J.C. France during the opening stint earning him the grunt of J.C. bruised ego. A large off by J.C. caused the #06 to spend most of the race in the garage. This earned the #06 a disappointing twentieth with Billy Johnson in the #36 finishing a happy ninth.

(2005 U.S. Sports Car Invitational Results and Blog)

Awaiting the next Grand-Am Cup race, Compass360/Racing continued fielding entries in the GT-A Ontario Regional Championship. Compass360/Racing driver Dave Ciekiewicz was consistently earning top spots putting him in the lead in the GT-A championship.

The team also made use of these regional races to put in some additional track time with the Z3s. This allowed Crew Chief Ian his chance to race the Z3 at our local tracks: Mosport and Shannonville.

(Karl’s Blog)

Chemung Canal Trust 200 (June 9 – 11, 2005)

Regional racing behind them, the team headed off to Watkins Glen. As with every Watkins Glen event, the field count was quite large. A total of 74 entered the race making it quite hazardous. Avoidable penalties and unavoidable contact would take their toll on Compass360/Racing that weekend. The race would be a series of cautions breeding cautions with only the cautious and the lucky surviving to tell the tale.

With a growing TV audience (over a million at this point) the need to perform was now equally matched by the need to entertain. Caution filled races do not make up for the temporary excitement that comes from watching accidents play out. Grand-Am needed to take note.

The team left The Glen with the #36 finishing in sixteenth place and the #06 in 27th.

(2005 Chemung Canal Trust 200 Results and Blog)

The next two months brought a flurry of activity and four Grand-Am Cup races: Mosport, Barber, Trois Rivieres and Mid-Ohio.

Mosport 200 (June 17 – 19, 2005)

Mosport marked the first time since Daytona that I would be able to watch the race live and in person. Paul Bruch continued to lend a helping hand for the “local” races. It was that weekend where I realized how much I was missing being at the track with the team.

This was Karl’s home track and the pressure was on to get a good result. Karl managed a disappointing eleventh in the #06, while the #36 came in an even more disappointing twentieth.

(2005 Mosport 200 Results)

Barber Park 200 (July 29 – 30, 2005)

The next race brought the team to Alabama. Little is known about this race weekend apart from those in attendance. Barber would see the #06 finish ninth with the #36 finishing seventeenth.

(2005 Barber Park 200 Results)

Trois-Rivieres 150 (August 5 – 7, 2005)

Trois-Rivieres saw Karl finish 8th in the #06 in front of a well televised and enthusiastic crowd. The team really enjoys going to Trois-Rivieres to this day. Crew Chief Ian in a rare entry in the #36 finished a distant 22th due to driver error. The irony was that Ian hit the tire wall while making sure Karl was safely lapping him.

(2005 Trois-Rivieres 150 Results)

EMCO Gears Classic (August 26 – 28, 2005)

Mid-Ohio saw the spectacular crash of driver Shawn Greene in the #36. During final practice, an aggressive Porsche made contact with the #36 in Turn One sending it spinning off the track. Shawn was airlifted to have surgery to repair his femur and pelvis. The #36 clearly would not start the race and potentially would never race again.

Billy Johnson narrowly missed getting pole position in the #06. Billy started the race in second and Karl finished the race in eight.

(2005 EMCO Gears Classic Results)

Phoenix Twin 200’s (September 8 – 9, 2005)

Phoenix saw the lone #06 take the field after the crash of the #36 at Mid-Ohio. It made it to second place only to retire to the garage in a cloud of smoke a blown drive shaft. The team left Phoenix with a missed opportunity and a seventeenth for their traveled distance.

(2005 Phoenix Twin 200’s Results)

VIR 400 presented by SunTrust (October 7 – 8, 2005)

The missed opportunity of Phoenix must have been weighing heavily on the team going into the final race in Virginia. The #36 finished the race in a heartbreaking 26th.

The story of the race was Karl Thomson winning his first professional race in the #06. With a great call from the pits and a rain shortened race, the #06 was in the lead when it mattered most.

Any driver who says that winning under yellow is not as rewarding as under green is lying to you. A win is a win and every one that you get could be your last for a lifetime. You only have to look at Karl’s face to recognize the joy of someone achieving a dream in their lifetime.

(2005 VIR 400 presented by SunTrust Results)

2004 Season Enclosed Thoughts

Karl put an exclamation point on his 2005 season with his first professional win. Not only as a driver, but also as a team owner. In only his second full year of professional racing, Karl made it clear that he and Compass360/Racing were becoming a force to be contended with.

Karl finished the season sixteenth in the championship with 167 points. Defending champion Sylvain Tremblay with his fully funded program again won the championship with 287 points.

(Standings – Driver Points 2005)

2005 Grand-Am Cup Trophies and Contributions

• Win – Virginia International Raceway
• Manufacturer’s Championship – BMW

The story of Karl’s quest continues in 2006 – A Partnership of Sorts.

2006 – A Partnership of Sorts