[CBS]

I was only posting a letter I got......any car on an unsafe track is an issue.....Stop with the throttle stop stuff....its about the track....

The point is maybe we can get some data together that may lead to a base standard of track conditions.....

"We have been looking at track preparation issues all season long.
There are definitely steps that can be taken to improve things. Please see the attached letter from my racing partner who is an engineer at Roush.

In response to the point about a minimum track temperature, we have made good runs on tracks that had temperatures as low as 54 and made bad runs on tracks that were 65 or more. Unfortunately there is not just one measure of track adhesion quality. Your grip meter torque device idea is sound, although it is going to take time to build a database to determine what torque and what track position will work for most cars. One S/C car at Atco runs over 200 mph, what track criteria does he need? I sure dont want to make that call.

As far as the Division Director in this case, Bob Lang, sipping coffee in the tower, Bob was on the track dealing with the traction issue all event long.

My racing partner spoke with the Atco track owner Joe Sway, when we were leaving, and Joe was heartbroken that they could not come up with a solution to the traction issue. I feel like they put the best effort possible to provide a suitable race track, but ultimately could not.

Here is My partners letter......

Observations regarding track preparation

Forward:
This seasons most popular topic of discussion has been track preparation. Have adjustments to the track prep procedure been made in an attempt to minimize tire chunking in the fuel classes? Sportsman racing postponed at Phoenix. Super Comp cars not able to negotiate the right lanes at Charlotte. More sportsman crashes than many can remember. Perhaps the risk and liability of the fuel cars blowing a tire have caused changes to be made. But it is undeniable. Something has changed. There is a new fuel tire now, and conditions at Topeka were excellent. Perhaps the issues have been fixed. Even if there has been a change in the formula or application of the traction compound there are a number of procedures that could lead to more consistent and equally performing lanes.
In today’s industry and business world, procedures are everything. ISO compliance is mandatory. Why? So the results are predictable and repeatable. The following is a series of observations and facts from attending National events and discussions with racers, track operators and the guys actually preparing the track(s).

There are a huge number of variables to deal with when it comes to track preparation.

Weather variables;
Temperature, wind, sun, humidity and rain.

Track surface variables;
Paving surface finish, amount of aggregate, concrete mixture, amount and type of rubber on the surface along with how well it is adhered. Bumps, ruts and transitions add another dimension to the equation.

Track preparation variables;
1) Sweeping with the tractor: It is not uncommon for the tractor to drive 100’ downtrack with the sweeper brush down and rotating, then lift the sweeper, turn around and head back to the starting line. Where does the pile of debris go?
How to resolve this issue?
a) Sweep both lanes only in one direction, toward the starting line and through to beside the water box.
b) Run the vacuum truck to vacuum up the pile left by the tractor.

2) Dragging with the tractor(s): The dragging process appears to be done with consistency, but the process may be flawed. In most situations the tractor driver alternates directions between lanes, and may always go toward the water box in the left lane and away from the water in the right lane. Imagine the rubber that is adhered to the track surface as small flakes, these flakes are folded back to the starting line by the action of the rotation of the rear tires during the course of a run. By running the drag in the direction of the track, these microscopic flakes may actually be “stood up” or torn off during the dragging process. In some cases two tractors are used. How can you be certain that the pressure on the drag is the same?
How to resolve this situation?
a) Drag both lanes in only one direction, opposite of the direction the cars run.
b) If two tractors are used, alternate lanes between track prep sessions.

3) Application of traction compound, (spray) downtrack: The speed and direction of the wind have a marked impact on the amount of the spray that is applied. You can see a visible difference in the “wetness” of the application dependant on the direction the spray is applied. Almost always, the spray is applied up one lane and down the other.
How to resolve this issue?
Spray both lanes only in one direction, in the direction that yields the maximum product to track ratio.

4) Application of traction compound, starting line: The wind also has an impact on the spray applied by the manual sprayer. There are many inconsistencies in this manual application process.
How to resolve this issue?
Pay closer attention to ensure even application. Put procedures in place.

4) Traction compound:
a) There are many questions as to the formulation and consistency of the product.
b) There are multiple variables in the mixing of the traction compound by the end user(s). The type of reducing agent (solvent/thinner) can vary as well as the mixing ratios being varied based on relative humidity. The actual mixing process is often done in the tank mounted on the sprayer, with no means to insure a homogenous mixture.
c) There is no method in place to measure the actual ratio of traction compound to reducing agent prior to application. A portion of the reducing agent can evaporate in a “batch” that has been sitting for only a few hours.

How to resolve these issues?
a) Have the product periodically tested by an independent laboratory.
b) Set procedures for mixing criteria and change from using relative humidity to an absolute measure of water content in the air, like grains of water per pound.
c) Use of an electric drill driven mixer.
d) Put in place a system to measure the actual ratio of the traction compound and document each application.

The men and women of the Safety Safari work tirelessly to prepare the tracks for competition. Their efforts should be applauded, but I believe that it is time to stop and look at the track preparation procedures and get away from “that’s the way we’ve always done it” mentality.

Its time we had this discussion.....