SCDA New Jersey Motorsports Park High Performance Driving & Track Events (HPDE)

NJMP Lightning – Turn by Turn Track Guide

1.9 Mile Lap

T1 – Headed down the front straight, position the car on the left side of the track, mindful of the downhill slope resulting in extra speed. Finesse onto a hard brake, 9/10ths pedal pressure just shy of the ABS. As the road begins a gradual slope up, it can be a bit bumpy so we want to stay away from the ABS. The turn in point is typically a couple car lengths after the beginning of the entry curb on driver’s left. A *slight* amount of trail brake is acceptable here, however we want to transition onto a maintenance throttle a little before the apex curb. The apex curb is friendly here, provided our steering angle has peaked (not increasing) and we are on a light throttle position. The crest of the hill is blind and the car can inadvertently end up at the wrong trajectory here. Always following the golden rule of keeping the eyes ahead of the car, we must start conservatively with our rolling speed and incrementally increase as we build confidence on where the track goes over the crest. Establish reference points to fine tune this.

T2-3-4 – This is a combination corner sequence. In any sequence, we want to prioritize car placement in the last corner of the sequence, and work backwards thinking *what’s next, where do I need to be* to connect the dots. For T4, we know that we want the car on the right side of the road with balanced suspension to negotiate a smooth turn. As such, we know we want a slightly later apex for T3, and a delay of initial throttle to help the car stay to the right. The turn in for T3 does not need to come from the very left hand side of the track, it can come from 7/8ths of the way to the left side of the track. This connects the dots better for T2, which should air on the side of an earlier turn in to bring the car where we want in anticipation for the turn in of T3. The braking for T2 should be an earlier, medium brake pressure (not late and hard) and there should be no downshifting going into T2, prioritizing rolling speed and smooth brake pedal adjustments. It’s especially important to proactively get the eyes up and to the right sooner than later through T2 & 3 transition, recognizing your trajectory through the corner sooner. If there’s a downshift required in this sequence, downshift into T4. T4 is typically a medium brake, with trail brake into the corner. Make sure the brake release is smooth, execute the downshift, and get tight to the apex. Squeeze throttle only once the eyes tell the hands they can unwind. 

T5 – This corner has a significant elevation change where the car compresses on its suspension on the up-slope of the hill and gets light on its suspension on the down-slope of the hill. The goal is to get the car to change direction on the compression of the hill, so that we’re able to gradually open steering as we go over the crest. The brake wants to be *reasonably* late and hard here, so that we benefit from additional load over the front when we turn in. It’s important to get the eyes up into the corner, it’s tempting to stare at the turn in point too long. Keep the brake release smooth, and much like T1, take your time getting up to speed here. It’s important to recognize the trajectory of the car early (eyes up) and where it will end up when we crest and the corner exit comes into view. Since we can’t see the corner exit on the upslope of the hill, we must use a set of references either on the horizon or in relation to the apex curb. The turn in should air on the side of late sharp, not early and slow. This will ensure the majority of direction change is completed on the upslope of the hill when the car has grip. As such, there should be room at the corner exit if done correctly. Important note here, if you don’t find yourself using the full width of the track at corner exit, that’s fine. Never take steering out just for the sake of getting to the edge of the road, because you’ll have to add it again to stay on the track. This unloads and reloads the car, making it unsettled. Over time, eyes up using reference points and incremental changes, the rolling speed is what will make the car challenge the exit. 

T7 – The brake zone here can be pretty bumpy, so we want to utilize a 9/10 brake, just shy of the ABS. Into the ABS and the tires will “skip” over the pavement, much like a stone over water. This is a great corner for practicing string theory, or hands and feet working together. The turn in point is at the end of the entry curb on driver’s right, and the gradual release of the brake should be in sync with the addition of steering. Final release of brake pressure should be roughly halfway between turn in and apex. It’s acceptable to let the car “coast” for a second here, a pause between brake release and initial throttle. This keeps load over the front, and ensures the car changes direction. The cue for acceleration comes from the eyes, when the eyes tell the hands that enough direction change has been completed and steering can be opened. The throttle squeeze should always be smooth and progressive, in sync with steering removal. 

T8 – More or less straight here in many cars, however be aware that steering input is necessary as the straight curves a little bit. This means in the higher horsepower cars the driver should be “on their toes” treating their awareness and concentration as if it were a corner. If throttle adjustment is needed, keep it smooth and progressive. 

T9 – Otherwise known as the “lightbulb” corner. A very simple, yet effective corner strategy here. Approach the corner from 3/4ths left (not all the way left). Brake at an earlier, medium brake pressure so we retain control over car placement. Once you turn in, aim to hold the middle of the road all the way around the corner. Keep the brake release very slow and smooth, and transition to maintenance throttle. There is good camber here, as the road leans in in your favor. About 2/3rds of the way through, the road cambers up even more in your favor, and the car falls down the hill and finds its way to apex. You shouldn’t really need additional steering to make apex, the additional camber and “eyes up” early in the corner should put you there automatically. Great corner to practice a stretch of the eyes to look way ahead. Only squeeze throttle out of the corner once the eyes say there’s room to do so. 

T10 – Very similar advice to T8. Essentially a front straight away, but it does have a slight curve to it. High horsepower cars will need to be smooth, aware and cautious when putting power down as even a couple degrees of steering can get the car unsettled under heavy throttle. Keep any throttle or steering adjustments smooth. 

Author: Jonathan Goring

Pro Driver Coach
www.jonathangoring.com

Want an analysis on your own driving? Check out Jonathan Goring’s Remote Coaching page for more information on purchasing a Driver Performance Analysis Session of AiM, Vbox or Garmin files.

NJMP Thunderbolt – Turn by Turn Track Guide

2.25 Mile Lap

T1 – Position the car all the way to the left hand side of the road. Utilizing the brake markers on the driver’s left, apply a hard initial brake with the goal of overslowing. If successful, incrementally move the brake point deeper. One downshift is usually sufficient here, allowing revs to fall focusing on rolling speed into apex. Pick up initial throttle just before right side tires use a little bit of apex curb here, bringing the car “nose up” before it transitions onto curbing. Eyes up, understand the trajectory of the car here. Exit curbing is friendly so long as you are in the process of unwinding the hands. 

T2 – This turn has an elevation change that peaks at apex. This means the car gains grip potential on its springs as it compresses into the upslope of the hill, and loses grip potential as the suspension droops over the crest. This means that the turn in point should be on the side of slightly late and sharp (avoid early slow turn in.) Before turning in, make sure the left side tires have returned to pavement, fully transitioned off the exit curb of T1. By the time the car crests the hill alongside the apex, the car positioning should be such that the steering is in the process of unwinding. This supports the later & sharper turn in. The exit curb is very wide, it’s good practice to always keep the right side tires on the pavement, allowing the left to use the curbing but never the right. The transition onto the curb should fall in sync with the opening of steering. 

T3 – This is a fairly high speed right hand corner. As such, it’s best to keep the car “flat” on the pavement, meaning not using any of the curbs in this corner. The speed adjustment is typically small here, and it’s safest to lift off the throttle while the car is still straight and then return to a maintenance throttle before turning in. A little lap time can be gained by bringing a smooth throttle lift in sync with a slow turn in, but this comes with proportionate risk and confidence in car control must be strong. 

T4-5 – Turns 4 and 5 are “combination corners” where T4 is compromised slightly in anticipation of T5. The brake zone of T4 is more about brake pressure than brake point. Brake a touch earlier and a touch lighter to maintain control over direction change. 

Thinking backwards, the priority is getting a clean momentum exiting T5. As such, it’s crucial to turn into T5 from the very right hand side of the road. This means we may have to “pinch” the exit of T4. We do this by delaying initial throttle at apex of T4, only tracking out to mid track. This will ensure the car arrives on the right side of the road, with balanced suspension, for a firm brake and smooth trail brake into T5. 

T6 – This is a high speed corner that baits you into too early an apex. On corner approach, position the car fully on the left side of the road. Much like T4, think about an earlier, medium brake rather than a late hard one. This mitigates the nose drip and subsequent rebound of the suspension, providing a stable car through the corner. The turn in can air on the side of early, as long as the hands turn in SLOWLY. This loads the tire gradually and thus it produces more grip. There are two sections of apex curbing, a “flat” section and a “raised” section. Drop the right side tires onto the flat section (staying off the raised) and the car takes a great set. Ensure the eyes are up well in advance towards the exit of the corner to understand overall corner trajectory. 

T7 – A great corner to practice “string theory” – that is hands and feet working together. On the initial brake and with a straight steering wheel, we should go to a late, hard brake, getting as much load energy towards the front of the car as possible. Gradually, at turn in, we will smoothly ease off the brake in proportion to the amount we turn. Initial throttle should occur around the apex, once again using the flat section of curb with our right side tires. The cue for acceleration out of the corner is when: the eyes tell the hands the steering wheel can be straightened. This means we pick up the throttle out of the corner only in proportion to the straightening of the wheel. 

T8-9 – Another combination corner. After exiting T7, you should gradually begin making your way over to the full right hand side of the track. You should hug strictly to the right up until your brake point, which typically coincides with a curbing driver’s right as a visual reference. Initial brake should be a smooth, but firm application on, and a *slight* straightening of the hands here brings the car to the middle of the road, in anticipation for turn in of T9. With a reasonably heavy brake and steering still in the car, we must come off the brake smoothly, never suddenly dropping brake pressure. Get the eyes up early into T9, and aim for a slightly late apex. 

T10 – This is a long duration corner, a great place to experiment with lateral grip (cornering force) in your car, as long as you keep your feet smooth, no abrupt changes. This is also a great corner to practice “eyes up,” executing a big stretch of the eyes perhaps even out the driver’s side window (thinking outside the contours of the windshield.) There is no benefit to double apex, or late apex, just get the car to the inside and practice smooth, incremental adjustments in throttle position. As you get through the corner, with eyes up early towards the exit, the eyes will cue the hands to straighten and the throttle can be smoothly squeezed at that point. 

T12 – This is a high speed, high consequence corner. Much like T3, it is recommended that any speed adjustment be done in a straight line, and a return to maintenance throttle before turn in. It can be a tick faster to lift as you turn, following string theory, but it does come with a proportionate risk and should be left for a higher intermediate/advanced driver. The apex curb is very wide and inviting, however you should only touch the right side tires against the curb, always keeping the left side on the pavement. Stretch the eyes up early to see through the corner and only squeeze throttle smoothly once the cue from the eyes appears. If you do find yourself running wide, avoid “pinching” the car, even if you accidentally end up too wide in the grass. 

Author: Jonathan Goring

Pro Driver Coach
www.jonathangoring.com

Want an analysis on your own driving? Check out Jonathan Goring’s Remote Coaching page for more information on purchasing a Driver Performance Analysis Session of AiM, Vbox or Garmin files.