System error

error:  Error during compilation of /web/na-motor/components/DisplayGPS.mhtml:
Can't locate Krusty/Coords.pm in @INC (@INC contains: /usr/local/lib/perl5 /usr/local/share/perl5 /usr/lib/perl5/vendor_perl /usr/share/perl5/vendor_perl /usr/lib/perl5 /usr/share/perl5 . /etc/httpd) at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
[/web/na-motor/components/DisplayGPS.mhtml:6]
[Krusty/Coords.pm:6]
[/usr/share/perl5/HTML/Mason/Interp.pm:816]
[/usr/share/perl5/HTML/Mason/Interp.pm:445]
[/usr/share/perl5/HTML/Mason/Request.pm:1115]
[/usr/share/perl5/HTML/Mason/Request.pm:1029]
[/usr/share/perl5/HTML/Mason/Request.pm:1226]
[/web/na-motor/components/TrackPage.mhtml:240]
[/web/na-motor/Tracks/FL/Homestead.html:1]
BEGIN failed--compilation aborted at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
[/web/na-motor/components/DisplayGPS.mhtml:6]
[/usr/share/perl5/HTML/Mason/Interp.pm:816]
[/usr/share/perl5/HTML/Mason/Interp.pm:445]
[/usr/share/perl5/HTML/Mason/Request.pm:1115]
[/usr/share/perl5/HTML/Mason/Request.pm:1029]
[/usr/share/perl5/HTML/Mason/Request.pm:1226]
[/web/na-motor/components/TrackPage.mhtml:240]
[/web/na-motor/Tracks/FL/Homestead.html:1]

context: 
... 
2:  $latitude
3:  $longitude
4:  </%args>
5:  <%init>
6:  use Krusty::Coords;
7:  </%init>
8:  % my $latstring = Krusty::Coords::toDD_MM_MMM( $latitude, "N", "S");
9:  % my $longstring = Krusty::Coords::toDD_MM_MMM( $longitude, "E", "W");
10:  GPS: <% $latstring %>, <% $longstring %>
... 
code stack:  /usr/share/perl5/HTML/Mason/Interp.pm:450
/usr/share/perl5/HTML/Mason/Request.pm:1115
/usr/share/perl5/HTML/Mason/Request.pm:1029
/usr/share/perl5/HTML/Mason/Request.pm:1226
/web/na-motor/components/TrackPage.mhtml:240
/web/na-motor/Tracks/FL/Homestead.html:1
raw error






























Error during compilation of /web/na-motor/components/DisplayGPS.mhtml:
Can't locate Krusty/Coords.pm in @INC (@INC contains: /usr/local/lib/perl5 /usr/local/share/perl5 /usr/lib/perl5/vendor_perl /usr/share/perl5/vendor_perl /usr/lib/perl5 /usr/share/perl5 . /etc/httpd) at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
  [/web/na-motor/components/DisplayGPS.mhtml:6]
  [Krusty/Coords.pm:6]
  [/usr/share/perl5/HTML/Mason/Interp.pm:816]
  [/usr/share/perl5/HTML/Mason/Interp.pm:445]
  [/usr/share/perl5/HTML/Mason/Request.pm:1115]
  [/usr/share/perl5/HTML/Mason/Request.pm:1029]
  [/usr/share/perl5/HTML/Mason/Request.pm:1226]
  [/web/na-motor/components/TrackPage.mhtml:240]
  [/web/na-motor/Tracks/FL/Homestead.html:1]
BEGIN failed--compilation aborted at /web/na-motor/components/DisplayGPS.mhtml line 6.

Stack:
  [/web/na-motor/components/DisplayGPS.mhtml:6]
  [/usr/share/perl5/HTML/Mason/Interp.pm:816]
  [/usr/share/perl5/HTML/Mason/Interp.pm:445]
  [/usr/share/perl5/HTML/Mason/Request.pm:1115]
  [/usr/share/perl5/HTML/Mason/Request.pm:1029]
  [/usr/share/perl5/HTML/Mason/Request.pm:1226]
  [/web/na-motor/components/TrackPage.mhtml:240]
  [/web/na-motor/Tracks/FL/Homestead.html:1]



Trace begun at /usr/share/perl5/HTML/Mason/Interp.pm line 850
HTML::Mason::Interp::_compilation_error('HTML::Mason::Interp=HASH(0x2cd75d0)', '/web/na-motor/components/DisplayGPS.mhtml', 'HTML::Mason::Exception::Compilation=HASH(0x300d580)') called at /usr/share/perl5/HTML/Mason/Interp.pm line 450
HTML::Mason::Interp::load('HTML::Mason::Interp=HASH(0x2cd75d0)', '/components/DisplayGPS.mhtml') called at /usr/share/perl5/HTML/Mason/Request.pm line 1115
HTML::Mason::Request::_fetch_comp('HTML::Mason::Request::ApacheHandler=HASH(0x3044110)', 'DisplayGPS.mhtml', 'HTML::Mason::Component::FileBased=HASH(0x2f270c8)', 'SCALAR(0x3050fa8)') called at /usr/share/perl5/HTML/Mason/Request.pm line 1029
HTML::Mason::Request::fetch_comp('HTML::Mason::Request::ApacheHandler=HASH(0x3044110)', 'DisplayGPS.mhtml', undef, 'SCALAR(0x3050fa8)') called at /usr/share/perl5/HTML/Mason/Request.pm line 1226
HTML::Mason::Request::comp('HTML::Mason::Request::ApacheHandler=HASH(0x3044110)', 'DisplayGPS.mhtml', 'latitude', 25.451451, 'longitude', -80.408635) called at /web/na-motor/components/TrackPage.mhtml line 240
HTML::Mason::Commands::__ANON__('version', 2, 'new', '1997-01-10', 'updated', '2007-05-22', 'license', 'CC-NC-SA', 'author', 'Richard Welty', 'owner', 'Krusty Motorsports, Limited', 'date', '2005-2007', 'oval', 'paved,active', 'road', 'paved,active', 'drag', '', 'kart', '', 'offroad', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Homestead Miami Speedway', 'trackStreetAddr', 'One Speedway Boulevard', 'trackCityState', 'Homestead, FL', 'trackZip', 33035, 'introduction', '(formerly Homestead Motorsports Complex)^Jconsists of an oval and^Jan infield road course located in Homestead Florida, near Miami.^JHomestead hosts NASCAR Winston Cup and Busch Grand National races,^JIRL races and^J<a href="/Organizations/SCCA/">SCCA</a> races^Jthroughout the year.^J</p>^J<p>^JThere is a kart facility located on site,^J<a href="HomesteadKart.html">Homestead Karting</a>.^J</p>^J', 'mapService', 'Google', 'foodService', 'Google', 'hotelService', 'Google', 'trackOffice', '^J<p>^JHomestead Miami Speedway<br />^JOne Speedway Boulevard<br />^JHomestead FL, 33055<br />^J<br />^J305-230-5200<br />^J305-230-5223 (fax)<br />^J</p>^J', 'timeZone', 'EST/EDT (-0500/-0400)', 'elevation', 'sea level', 'latitude', 25.451451, 'longitude', -80.408635, 'trackMap', '^J<p>^JThe following map, while somewhat crude,^Jgives a good idea of the intial layout of the Homestead^JComplex. Subsequently, the banked turns in the oval were^Jextensively rebuilt to address concerns raised by NASCAR.^JThe resulting layout may be seen in the aerial imagery.^J</p>^J<p>^J<a href="images/homestead-new.gif"><img^Jsrc="images/homestead-new-small.gif" width=150 height=78></a>^J</p>^J', 'trackImage', '', 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=1&s=11&lon=-80.4101613719891&lat=25.4510325608119&alon=-80.41613378&alat=25.45101972&w=1&opt=0&qs=One+Speedway+Boulevard%7cHomestead%7cFL%7c&addr=1+Speedway+Blvd%2c+Homestead%2c+FL+33035', 'googleMapLink', 'http://maps.google.com/maps?q=Homestead,+FL&ll=25.451267,-80.409365&spn=0.012516,0.020752&t=k&hl=en', 'historicalNote', '^J<p>^JOriginally built by Ralph Sanchez^J(now a partner in the Panoz-Sanchez Group,^Jwho promote IMSA events in the US),^Jthe track opened on November 3rd, 1995.^JThe original configuration was a cut down version^Jof <a href="/Tracks/IN/IMS.html">IMS</a>, with^Jsomewhat squarish, slightly banked corners.^JAfter the 1996 season, the corners were reconfigured in a^Jmore conventional manner in response to safety concerns.^JThe track is currently owned by International Speedways Corporation.^J</p>^J<p>^JThe track has variously been refered to as^JMiami-Dade Homestead Motorsports Complex,^JMetro-Dade Homestead Motorsports Complex^Jand^JHomestead Motorsports Complex.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', 200, 'weatherID', '', 'weatherZIP', '', 'officialWebSite', 'http://www.homesteadmiamispeedway.com/', 'schedulePage', '', 'resultsPage', '', 'ticketsPage', '', 'racingReferenceID', 165, 'gettingThere', '', 'racersGuide', '', 'hotLap', '^J<p>^JA hot lap of Homestead-Miami International Raceway^Jsubmitted by Chris W. Ingle - 2005 & 2003 Southeast Division^JT1 National Champion.^JYou can get great in-car video of Homestead and other great tracks at^J<a href="www.tracktapes.com">www.tracktapes.com</a>.^J</p>^J<p>^JOverall.  Homestead is located south of Miami, Florida and is similar^Jto other NASCAR tracks which have an added road course in the infield.^JHomestead\'s primary surface however is glass smooth and the infield is^Jvery well cared for.  Tires and brakes hold up very well here and it\'s^Jan easy course to learn.  Depending on which course you drive and what^Jtime of year you go, will determine how hard it is on the driver.  If^Jyou get to use the Grand Am course (using NASCAR curves 3 and 4), it^Jtakes a lot of guts to go through those fast and it does strain neck^Jmuscles more than usual because you\'re driving counterclockwise, which^Jis different from most road courses.  If you use the cut through^J(which bypasses the banking), then it\'s a fairly boring course with^Jsome interesting/challenging braking zones.  The apex curbs are high,^Jbut the entry and exit curbing is low and rippled and give the driver^Jplenty of warning without upsetting the attitude of the car (or^Jdriver).  There are plenty of walls, both on the infield and of course^Jthe NASCAR portion of the track, but the most critical areas have^Jgravel traps in front of tire barriers.  I felt safe driving there.^JThe garages and overall facilities are what you\'d expect from a new,^Jpremier NASCAR circuit - immaculate.  There is plenty of both paved^Jand grass paddock space depending on your preference.  There are many^Jhotels and restaurants in the local area, but are pricey!  If you go^Jduring the late spring, summer or early fall months, I highly^Jrecommend using a driver cooling system!!!!^J</p>^J<p>^JAll shift points and approximate speeds are using a fully T1 prepared^J2001 Z06 with stock transmission and gearing.^J</p>^J<p>^J<b>Important Note:</b> If you are using the NASCAR banking, it\'s imperative^Jyou adjust your tire pressures (and driving) accordingly.  This track^Jhas predominately left hand corners so you will need more negative^Jcamber on the right and higher pressures too.  Watch the tires closely^Jfor blistering!!!  I increased my right side tires +2 while dropping^Jthe left side -1 (from my normal pressures).  I also increased the^Jnegative camber on the right side by .5 and if the time is available,^Jyou could decrease the negative camber on the left!  Do at least 1^Jgood warm up lap before trying to go through the high banking at full^Jspeed.  The speed and banking puts incredible force on the tires and^Jit\'s vital to get them up to temperature before making a banzai^Jrun.  Again,^Jwatch your tires carefully.^J</p>^J<p>^JFor practice sessions, get to the pit lane by going thru several open^Jareas in between the primary garages.  Races start from the false^Jgrid, located in a small area at the far end of the garages where pit^Jlane ends.  The false grid then enters the track at Pit Out.^J</p>^J<p>^JLeaving the pits, you must check your mirrors for cars flying thru^Jturn #1 and under heavy braking.  Stay to the left and hug the inside^Jof the left hand turn #2 until you\'re sure there\'s no traffic.^J</p>^J<p>^JOnce you\'re on the main racing line, move to the right and brake hard^Jfor yet another left hand curve.  I am in 3d gear here.  Late apex^Jthis one because you don\'t want to drift too far out on the exit.^JThis corner is slick and understeer is predominant upon entry.  You\'ll^Jgo slightly down hill and approach turn #4.  Brake and turn hard to^Jset the front end and rotate the car back up the hill.  Get on the^Jpower as soon as possible because this is the start of a long straight^Jaway.  Avoid undue rear tire spin by unwinding the wheel as you apply^Jthe power to the exit of #4 (which is the start of turn #5).  5 is^Jjust a left hand kink and most drivers will have their left side tires^Jalong the low rippled curbing.  It does not affect the suspension.^JKeep the power down and unwind the wheel exiting 5 to avoid scrubbing^Jany speed.  Shift to 4th gear and slowly work your way to the left^Jside of the track.^J</p>^J<p>^JTurn #6 is a sharp right hand corner with high apex curbing.  There^Jare braking markers on the left side of the track (on the fence) to^Jgive you some reference points.  Brake hard and heel-toe 4-3 shift.^JUse all of the track.  Trail brake the entry and apply the power to^Jthe exit which has more of the low and unobtrusive curbing.  You\'ll^Jneed to ride along the curbing to make the entry to #7 easier.^J</p>^J<p>^J7 is a flat-out right-hand corner with high apex curbing.  Keep the^Jpower down.  If your car is well set up and you have good tires, you^Jshould be able to keep your foot down all the way through the corner.^JSlight oversteer is evident toward the exit and is a real blast if you^Jget it right!  The exit curbing is nice, low and rippled to give you^Jexcellent feedback of remaining track space.  Shift to 4th upon^Jexiting 7 and slowly move back to the right.  Turns 6 and 7 are the^Jkey to having a good infield segment because of the long straight that^Jfollows down to #8.^J</p>^J<p>^JApproaching turn 8, there are braking markers on the right side fence.^JYou\'ll be well over 100 mph here and I could wait until nearly the 200^Jmarker before braking.  Heel-toe 4-3 downshift and really stand the^Jcar on its nose.  8 is a very tight, left hand, hair-pin corner^Jleading to the NASCAR portion and the most important corner on the^Jtrack.  It\'s a key to having a fast lap.  If you have good torque, you^Jcan go thru the corner in 3d.  If not, or if you get held up by^Jtraffic, you can downshift to 2d.  It\'s easy to loop the car though if^Jyou drop that far down.  3d gear seems to be best for overall^Jconsistent lap times and tire conservation.  [The 2006 SCCA National^JRace that I have on video is a perfect example of this.  Late in the^Jrace, as I am gaining on Phil Croyle in his yellow #6 Corvette, you^Jcan distinctly hear him downshift to 2d gear trying to get a better^Jrun out of the corner.  As he applies the throttle, he gets power-on^Joversteer and loops the car right in front of me.  I select 3d gear on^Jentry and zag to the left at the exit to avoid him nearly backing into^Jme.  2d gear can work, but you must be very, very gentle on the^Jthrottle!]  Use all the low curbing at the exit of 8 to avoid wheel^Jspin and to get the best possible exit.^J^JTurn 9 is just a left hand kink and is basically the back straight on^Jthe NASCAR track.  Shift 3-4 and keep the hammer down to the entry of^JNASCAR #3.^J</p>^J<p>^JCircle track drivers are experts in making their car turn left.  If^Jyou can set yours up perfectly, there is quite a bit of time to be had^Jfor #3 and #4.  There\'s also multiple lines thru this high bank, so^Jit\'s important to experiment and find the quickest way.  The lowest^J(quickest) lap time could be earned by going either high or low.  I^Jlike to enter NASCAR 3 high, and on the power.  I keep the throttle^Jdown until I see God, and then lift a bit to control either the over^Jor understeer through there.  Normally you just need a quick \'breathe\'^Jof the gas and then you can plant your foot again.  It\'s important^Jthat you don\'t coast through here or make any dramatic moves.  The^JG-forces are around 1.5 on most cars/drivers and consistent, smooth^Jpower is key.  I slowly drop the car down the banking and am on the^Jlow/inside line at mid corner.  Keep the power down and unwind that^Jwheel to help the car maintain the speed and transition easier.  Track^Jout all the way to the wall and avoid tire scrubbing.  I exit this^Jcorner in 4th gear and over 6K rpms.  I stay in 4th all the way down^Jthe front straight and end up around 7K.  You can shift to 5th if you^Jchoose or just stay in 4th.  I didn\'t notice any difference in lap^Jtimes between the two.  Shifting to 5th is easier on the engine, but^Jadds 2 additional (and somewhat un-needed) shifts and possible places^Jto make a mistake.^J</p>^J<p>^JYou\'ll cross start/finish and still be accelerating.  You want to stay^Ja few feet off the right side wall and SMOOTHLY apply the brakes to^Jset up for turn 1.  4th gear at 7K rpms is around 150-155 mph in my^Jcar so it\'s vital to apply the brakes smoothly here.  If you stab the^Jbrakes, that could send the car off to the left or into the wall.  If^Jyou miss your mark, don\'t brake enough, or just don\'t feel you can^Jmake it through Turn 1, don\'t force the issue.  Keep going straight^J(on the main NASCAR circuit), punt a few cones and continue on through^JNASCAR turn 1 and 2 until you link up with the rest of the racing^Jcircuit (turns 8 and 9) on the other side of the track.  It\'s better^Jto do this than to push a bad situation and bend your car and/or get^Jhurt!^J</p>^J<p>^JAssuming you do brake well and slow the car appropriately, stay in 4th^Jgear and turn left for the entry into Turn #1.  It\'s a reasonably^Jsmooth transition into the actual road course part and there\'s rippled^Jcurbing on the left, inside.  I like to put my left tires on that^Jcurbing, but not much over it.  If you get it right, as soon as you^Jturn in, you can be back to full throttle thru the corner.  This^Jagain, helps settle the car and plant the suspension.  Once thru,^Junwind the wheel to the exit and prepare for a \'dicey\' braking zone.^J</p>^J<p>^JOnce thru #1, you must get the car straight immediately and stand the^Jcar on it\'s nose.  It\'s a SHORT, downhill, braking zone and slightly^JbumpyM-Iand you\'re doing well over 100 mph to boot.  Brake harder than^Jyou think necessary and make sure the car is in a straight line.^JSmoothly heel-toe downshift 4-3.  You should try to aim for the end of^Jthe curbing on the right side of the track.  That is the end of the^Jbraking zone and turn-in point for #2.^J</p>^J<p>^JTurn #2 is an off camber left-hand turn that looks very simple, but^Jit\'s very easy to miss the apex.  It\'s slick upon entry and the tires^Jjust don\'t seem to bite well, especially later in the race.  After^Jslowing the car from #1, trail brake the entry to #2 and then get back^Jon a smooth throttle.  Nail that apex.  Unwind the wheel gradually and^Japply the power all the way to the low, rippled curbing on the^Joutside.^J</p>^J<p>^JSet up on the right side of the track and take a late apex through^Jturn #3 and you should now be up to \'full song.\' As I said before,^Jundersteer is predominant here.  If possible, try to get back to the^Jleft side to set up for turn 4 and the upcoming long infield straight.^J</p>^J<p>^JIf possible, you can be fairly aggressive on set up here.  Stiff^Jsprings, sway bars and shocks would certainly work because the track^Jis very smooth and the banking is high and very, very fast.  A neutral^Jset up would probably work the best because of the myriad of corners^J(oversteer and understeer).  Toward the end of the race, you may end^Jup a bit loose in some, but still pushing in others.  The banking^J(NASCAR 3 and 4) and turn 1 separates the contenders from the^Jpretenders.^J</p>^J<p>^JIf you\'re unfortunately not able to run the NASCAR 3-4 banking, then^Jyou\'ll exit turn 9 and still shift 3-4.  Stay a foot or so off the^Joutside wall and medium brake for the left-hand entry at turn #10.^JThis next series of turns is essentially just a large chicane that^Jby-passes the fast banking.  Once you turn in for 10, it\'s very^Jsimilar to #1, so get back on full throttle and unwind the wheel to^Jthe right side of the track in preparation for, you guessed it,^Janother left-hand turn.  You should still be in 4th gear.^J</p>^J<p>^JTurn #11 is fast and I like dropping to 3d gear.  Smoothly heel-toe^J4-3 and apply big power thru this fast cornerM-Iunwind that wheel to the^Jexit curbing.  Once through, get back to the left quickly for the next^Jreally tight \'S\' turn.^J</p>^J<p>^J#12 and #13 are short, slick and tight, but vitally important because^J13 leads to the front straight and big speed.  Late apex both these^Jturns.  Sacrifice exit position in 12 for a perfect entry into 13.^JGet on the power as soon as possible and unwind the wheel as far out^Jas the sanctioning body will allow.  Some clubs put up tires, cones,^Jor other barriers on the exit of 13 to slow you down even more.  What^Jare they thinking????^J</p>^J<p>^JFinal note.  It\'s unwise to try to enter the pit lane from the NASCAR^Jbanking (exit of #4).  Because of the deceptive speeds and the fact^Jthat the car is still essentially turning, it\'s easy to loop the car^Jtrying to get into the pits.  Instead, enter the pit lane road before^Jentering NASCAR #3.  There may be a speed limit there so watch it.^J</p>^J<p>^JDrive hard and enjoy!!!!^J</p>^J<p>^JChris Ingle<br />^J<a href="www.tracktapes.com">www.tracktapes.com</a>^J</p>^J', 'workersGuide', '', 'foodInsert', '', 'hotelInsert', '', 'TOCInsertLink1', '', 'TOCInsertText1', '', 'TOCInsertLink2', '', 'TOCInsertText2', '', 'TOCInsertLink3', '', 'TOCInsertText3', '', 'TOCInsertLink4', '', 'TOCInsertText4', '', 'TOCInsertLink5', '', 'TOCInsertText5', '', 'TOCInsertLink6', '', 'TOCInsertText6', '', 'offsiteTOCInsertLink1', '', 'offsiteTOCInsertText1', '', 'offsiteTOCInsertLink2', '', 'offsiteTOCInsertText2', '', 'offsiteTOCInsertLink3', '', 'offsiteTOCInsertText3', '', 'offsiteTOCInsertLink4', '', 'offsiteTOCInsertText4', '', 'offsiteTOCInsertLink5', '', 'offsiteTOCInsertText5', '', 'offsiteTOCInsertLink6', '', 'offsiteTOCInsertText6', '') called at /usr/share/perl5/HTML/Mason/Component.pm line 135
HTML::Mason::Component::run('HTML::Mason::Component::FileBased=HASH(0x2f270c8)', 'version', 2, 'new', '1997-01-10', 'updated', '2007-05-22', 'license', 'CC-NC-SA', 'author', 'Richard Welty', 'owner', 'Krusty Motorsports, Limited', 'date', '2005-2007', 'oval', 'paved,active', 'road', 'paved,active', 'drag', '', 'kart', '', 'offroad', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Homestead Miami Speedway', 'trackStreetAddr', 'One Speedway Boulevard', 'trackCityState', 'Homestead, FL', 'trackZip', 33035, 'introduction', '(formerly Homestead Motorsports Complex)^Jconsists of an oval and^Jan infield road course located in Homestead Florida, near Miami.^JHomestead hosts NASCAR Winston Cup and Busch Grand National races,^JIRL races and^J<a href="/Organizations/SCCA/">SCCA</a> races^Jthroughout the year.^J</p>^J<p>^JThere is a kart facility located on site,^J<a href="HomesteadKart.html">Homestead Karting</a>.^J</p>^J', 'mapService', 'Google', 'foodService', 'Google', 'hotelService', 'Google', 'trackOffice', '^J<p>^JHomestead Miami Speedway<br />^JOne Speedway Boulevard<br />^JHomestead FL, 33055<br />^J<br />^J305-230-5200<br />^J305-230-5223 (fax)<br />^J</p>^J', 'timeZone', 'EST/EDT (-0500/-0400)', 'elevation', 'sea level', 'latitude', 25.451451, 'longitude', -80.408635, 'trackMap', '^J<p>^JThe following map, while somewhat crude,^Jgives a good idea of the intial layout of the Homestead^JComplex. Subsequently, the banked turns in the oval were^Jextensively rebuilt to address concerns raised by NASCAR.^JThe resulting layout may be seen in the aerial imagery.^J</p>^J<p>^J<a href="images/homestead-new.gif"><img^Jsrc="images/homestead-new-small.gif" width=150 height=78></a>^J</p>^J', 'trackImage', '', 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=1&s=11&lon=-80.4101613719891&lat=25.4510325608119&alon=-80.41613378&alat=25.45101972&w=1&opt=0&qs=One+Speedway+Boulevard%7cHomestead%7cFL%7c&addr=1+Speedway+Blvd%2c+Homestead%2c+FL+33035', 'googleMapLink', 'http://maps.google.com/maps?q=Homestead,+FL&ll=25.451267,-80.409365&spn=0.012516,0.020752&t=k&hl=en', 'historicalNote', '^J<p>^JOriginally built by Ralph Sanchez^J(now a partner in the Panoz-Sanchez Group,^Jwho promote IMSA events in the US),^Jthe track opened on November 3rd, 1995.^JThe original configuration was a cut down version^Jof <a href="/Tracks/IN/IMS.html">IMS</a>, with^Jsomewhat squarish, slightly banked corners.^JAfter the 1996 season, the corners were reconfigured in a^Jmore conventional manner in response to safety concerns.^JThe track is currently owned by International Speedways Corporation.^J</p>^J<p>^JThe track has variously been refered to as^JMiami-Dade Homestead Motorsports Complex,^JMetro-Dade Homestead Motorsports Complex^Jand^JHomestead Motorsports Complex.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', 200, 'weatherID', '', 'weatherZIP', '', 'officialWebSite', 'http://www.homesteadmiamispeedway.com/', 'schedulePage', '', 'resultsPage', '', 'ticketsPage', '', 'racingReferenceID', 165, 'gettingThere', '', 'racersGuide', '', 'hotLap', '^J<p>^JA hot lap of Homestead-Miami International Raceway^Jsubmitted by Chris W. Ingle - 2005 & 2003 Southeast Division^JT1 National Champion.^JYou can get great in-car video of Homestead and other great tracks at^J<a href="www.tracktapes.com">www.tracktapes.com</a>.^J</p>^J<p>^JOverall.  Homestead is located south of Miami, Florida and is similar^Jto other NASCAR tracks which have an added road course in the infield.^JHomestead\'s primary surface however is glass smooth and the infield is^Jvery well cared for.  Tires and brakes hold up very well here and it\'s^Jan easy course to learn.  Depending on which course you drive and what^Jtime of year you go, will determine how hard it is on the driver.  If^Jyou get to use the Grand Am course (using NASCAR curves 3 and 4), it^Jtakes a lot of guts to go through those fast and it does strain neck^Jmuscles more than usual because you\'re driving counterclockwise, which^Jis different from most road courses.  If you use the cut through^J(which bypasses the banking), then it\'s a fairly boring course with^Jsome interesting/challenging braking zones.  The apex curbs are high,^Jbut the entry and exit curbing is low and rippled and give the driver^Jplenty of warning without upsetting the attitude of the car (or^Jdriver).  There are plenty of walls, both on the infield and of course^Jthe NASCAR portion of the track, but the most critical areas have^Jgravel traps in front of tire barriers.  I felt safe driving there.^JThe garages and overall facilities are what you\'d expect from a new,^Jpremier NASCAR circuit - immaculate.  There is plenty of both paved^Jand grass paddock space depending on your preference.  There are many^Jhotels and restaurants in the local area, but are pricey!  If you go^Jduring the late spring, summer or early fall months, I highly^Jrecommend using a driver cooling system!!!!^J</p>^J<p>^JAll shift points and approximate speeds are using a fully T1 prepared^J2001 Z06 with stock transmission and gearing.^J</p>^J<p>^J<b>Important Note:</b> If you are using the NASCAR banking, it\'s imperative^Jyou adjust your tire pressures (and driving) accordingly.  This track^Jhas predominately left hand corners so you will need more negative^Jcamber on the right and higher pressures too.  Watch the tires closely^Jfor blistering!!!  I increased my right side tires +2 while dropping^Jthe left side -1 (from my normal pressures).  I also increased the^Jnegative camber on the right side by .5 and if the time is available,^Jyou could decrease the negative camber on the left!  Do at least 1^Jgood warm up lap before trying to go through the high banking at full^Jspeed.  The speed and banking puts incredible force on the tires and^Jit\'s vital to get them up to temperature before making a banzai^Jrun.  Again,^Jwatch your tires carefully.^J</p>^J<p>^JFor practice sessions, get to the pit lane by going thru several open^Jareas in between the primary garages.  Races start from the false^Jgrid, located in a small area at the far end of the garages where pit^Jlane ends.  The false grid then enters the track at Pit Out.^J</p>^J<p>^JLeaving the pits, you must check your mirrors for cars flying thru^Jturn #1 and under heavy braking.  Stay to the left and hug the inside^Jof the left hand turn #2 until you\'re sure there\'s no traffic.^J</p>^J<p>^JOnce you\'re on the main racing line, move to the right and brake hard^Jfor yet another left hand curve.  I am in 3d gear here.  Late apex^Jthis one because you don\'t want to drift too far out on the exit.^JThis corner is slick and understeer is predominant upon entry.  You\'ll^Jgo slightly down hill and approach turn #4.  Brake and turn hard to^Jset the front end and rotate the car back up the hill.  Get on the^Jpower as soon as possible because this is the start of a long straight^Jaway.  Avoid undue rear tire spin by unwinding the wheel as you apply^Jthe power to the exit of #4 (which is the start of turn #5).  5 is^Jjust a left hand kink and most drivers will have their left side tires^Jalong the low rippled curbing.  It does not affect the suspension.^JKeep the power down and unwind the wheel exiting 5 to avoid scrubbing^Jany speed.  Shift to 4th gear and slowly work your way to the left^Jside of the track.^J</p>^J<p>^JTurn #6 is a sharp right hand corner with high apex curbing.  There^Jare braking markers on the left side of the track (on the fence) to^Jgive you some reference points.  Brake hard and heel-toe 4-3 shift.^JUse all of the track.  Trail brake the entry and apply the power to^Jthe exit which has more of the low and unobtrusive curbing.  You\'ll^Jneed to ride along the curbing to make the entry to #7 easier.^J</p>^J<p>^J7 is a flat-out right-hand corner with high apex curbing.  Keep the^Jpower down.  If your car is well set up and you have good tires, you^Jshould be able to keep your foot down all the way through the corner.^JSlight oversteer is evident toward the exit and is a real blast if you^Jget it right!  The exit curbing is nice, low and rippled to give you^Jexcellent feedback of remaining track space.  Shift to 4th upon^Jexiting 7 and slowly move back to the right.  Turns 6 and 7 are the^Jkey to having a good infield segment because of the long straight that^Jfollows down to #8.^J</p>^J<p>^JApproaching turn 8, there are braking markers on the right side fence.^JYou\'ll be well over 100 mph here and I could wait until nearly the 200^Jmarker before braking.  Heel-toe 4-3 downshift and really stand the^Jcar on its nose.  8 is a very tight, left hand, hair-pin corner^Jleading to the NASCAR portion and the most important corner on the^Jtrack.  It\'s a key to having a fast lap.  If you have good torque, you^Jcan go thru the corner in 3d.  If not, or if you get held up by^Jtraffic, you can downshift to 2d.  It\'s easy to loop the car though if^Jyou drop that far down.  3d gear seems to be best for overall^Jconsistent lap times and tire conservation.  [The 2006 SCCA National^JRace that I have on video is a perfect example of this.  Late in the^Jrace, as I am gaining on Phil Croyle in his yellow #6 Corvette, you^Jcan distinctly hear him downshift to 2d gear trying to get a better^Jrun out of the corner.  As he applies the throttle, he gets power-on^Joversteer and loops the car right in front of me.  I select 3d gear on^Jentry and zag to the left at the exit to avoid him nearly backing into^Jme.  2d gear can work, but you must be very, very gentle on the^Jthrottle!]  Use all the low curbing at the exit of 8 to avoid wheel^Jspin and to get the best possible exit.^J^JTurn 9 is just a left hand kink and is basically the back straight on^Jthe NASCAR track.  Shift 3-4 and keep the hammer down to the entry of^JNASCAR #3.^J</p>^J<p>^JCircle track drivers are experts in making their car turn left.  If^Jyou can set yours up perfectly, there is quite a bit of time to be had^Jfor #3 and #4.  There\'s also multiple lines thru this high bank, so^Jit\'s important to experiment and find the quickest way.  The lowest^J(quickest) lap time could be earned by going either high or low.  I^Jlike to enter NASCAR 3 high, and on the power.  I keep the throttle^Jdown until I see God, and then lift a bit to control either the over^Jor understeer through there.  Normally you just need a quick \'breathe\'^Jof the gas and then you can plant your foot again.  It\'s important^Jthat you don\'t coast through here or make any dramatic moves.  The^JG-forces are around 1.5 on most cars/drivers and consistent, smooth^Jpower is key.  I slowly drop the car down the banking and am on the^Jlow/inside line at mid corner.  Keep the power down and unwind that^Jwheel to help the car maintain the speed and transition easier.  Track^Jout all the way to the wall and avoid tire scrubbing.  I exit this^Jcorner in 4th gear and over 6K rpms.  I stay in 4th all the way down^Jthe front straight and end up around 7K.  You can shift to 5th if you^Jchoose or just stay in 4th.  I didn\'t notice any difference in lap^Jtimes between the two.  Shifting to 5th is easier on the engine, but^Jadds 2 additional (and somewhat un-needed) shifts and possible places^Jto make a mistake.^J</p>^J<p>^JYou\'ll cross start/finish and still be accelerating.  You want to stay^Ja few feet off the right side wall and SMOOTHLY apply the brakes to^Jset up for turn 1.  4th gear at 7K rpms is around 150-155 mph in my^Jcar so it\'s vital to apply the brakes smoothly here.  If you stab the^Jbrakes, that could send the car off to the left or into the wall.  If^Jyou miss your mark, don\'t brake enough, or just don\'t feel you can^Jmake it through Turn 1, don\'t force the issue.  Keep going straight^J(on the main NASCAR circuit), punt a few cones and continue on through^JNASCAR turn 1 and 2 until you link up with the rest of the racing^Jcircuit (turns 8 and 9) on the other side of the track.  It\'s better^Jto do this than to push a bad situation and bend your car and/or get^Jhurt!^J</p>^J<p>^JAssuming you do brake well and slow the car appropriately, stay in 4th^Jgear and turn left for the entry into Turn #1.  It\'s a reasonably^Jsmooth transition into the actual road course part and there\'s rippled^Jcurbing on the left, inside.  I like to put my left tires on that^Jcurbing, but not much over it.  If you get it right, as soon as you^Jturn in, you can be back to full throttle thru the corner.  This^Jagain, helps settle the car and plant the suspension.  Once thru,^Junwind the wheel to the exit and prepare for a \'dicey\' braking zone.^J</p>^J<p>^JOnce thru #1, you must get the car straight immediately and stand the^Jcar on it\'s nose.  It\'s a SHORT, downhill, braking zone and slightly^JbumpyM-Iand you\'re doing well over 100 mph to boot.  Brake harder than^Jyou think necessary and make sure the car is in a straight line.^JSmoothly heel-toe downshift 4-3.  You should try to aim for the end of^Jthe curbing on the right side of the track.  That is the end of the^Jbraking zone and turn-in point for #2.^J</p>^J<p>^JTurn #2 is an off camber left-hand turn that looks very simple, but^Jit\'s very easy to miss the apex.  It\'s slick upon entry and the tires^Jjust don\'t seem to bite well, especially later in the race.  After^Jslowing the car from #1, trail brake the entry to #2 and then get back^Jon a smooth throttle.  Nail that apex.  Unwind the wheel gradually and^Japply the power all the way to the low, rippled curbing on the^Joutside.^J</p>^J<p>^JSet up on the right side of the track and take a late apex through^Jturn #3 and you should now be up to \'full song.\' As I said before,^Jundersteer is predominant here.  If possible, try to get back to the^Jleft side to set up for turn 4 and the upcoming long infield straight.^J</p>^J<p>^JIf possible, you can be fairly aggressive on set up here.  Stiff^Jsprings, sway bars and shocks would certainly work because the track^Jis very smooth and the banking is high and very, very fast.  A neutral^Jset up would probably work the best because of the myriad of corners^J(oversteer and understeer).  Toward the end of the race, you may end^Jup a bit loose in some, but still pushing in others.  The banking^J(NASCAR 3 and 4) and turn 1 separates the contenders from the^Jpretenders.^J</p>^J<p>^JIf you\'re unfortunately not able to run the NASCAR 3-4 banking, then^Jyou\'ll exit turn 9 and still shift 3-4.  Stay a foot or so off the^Joutside wall and medium brake for the left-hand entry at turn #10.^JThis next series of turns is essentially just a large chicane that^Jby-passes the fast banking.  Once you turn in for 10, it\'s very^Jsimilar to #1, so get back on full throttle and unwind the wheel to^Jthe right side of the track in preparation for, you guessed it,^Janother left-hand turn.  You should still be in 4th gear.^J</p>^J<p>^JTurn #11 is fast and I like dropping to 3d gear.  Smoothly heel-toe^J4-3 and apply big power thru this fast cornerM-Iunwind that wheel to the^Jexit curbing.  Once through, get back to the left quickly for the next^Jreally tight \'S\' turn.^J</p>^J<p>^J#12 and #13 are short, slick and tight, but vitally important because^J13 leads to the front straight and big speed.  Late apex both these^Jturns.  Sacrifice exit position in 12 for a perfect entry into 13.^JGet on the power as soon as possible and unwind the wheel as far out^Jas the sanctioning body will allow.  Some clubs put up tires, cones,^Jor other barriers on the exit of 13 to slow you down even more.  What^Jare they thinking????^J</p>^J<p>^JFinal note.  It\'s unwise to try to enter the pit lane from the NASCAR^Jbanking (exit of #4).  Because of the deceptive speeds and the fact^Jthat the car is still essentially turning, it\'s easy to loop the car^Jtrying to get into the pits.  Instead, enter the pit lane road before^Jentering NASCAR #3.  There may be a speed limit there so watch it.^J</p>^J<p>^JDrive hard and enjoy!!!!^J</p>^J<p>^JChris Ingle<br />^J<a href="www.tracktapes.com">www.tracktapes.com</a>^J</p>^J', 'workersGuide', '', 'foodInsert', '', 'hotelInsert', '', 'TOCInsertLink1', '', 'TOCInsertText1', '', 'TOCInsertLink2', '', 'TOCInsertText2', '', 'TOCInsertLink3', '', 'TOCInsertText3', '', 'TOCInsertLink4', '', 'TOCInsertText4', '', 'TOCInsertLink5', '', 'TOCInsertText5', '', 'TOCInsertLink6', '', 'TOCInsertText6', '', 'offsiteTOCInsertLink1', '', 'offsiteTOCInsertText1', '', 'offsiteTOCInsertLink2', '', 'offsiteTOCInsertText2', '', 'offsiteTOCInsertLink3', '', 'offsiteTOCInsertText3', '', 'offsiteTOCInsertLink4', '', 'offsiteTOCInsertText4', '', 'offsiteTOCInsertLink5', '', 'offsiteTOCInsertText5', '', 'offsiteTOCInsertLink6', '', 'offsiteTOCInsertText6', '') called at /usr/share/perl5/HTML/Mason/Request.pm line 1284
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HTML::Mason::Request::comp(undef, undef, 'version', 2, 'new', '1997-01-10', 'updated', '2007-05-22', 'license', 'CC-NC-SA', 'author', 'Richard Welty', 'owner', 'Krusty Motorsports, Limited', 'date', '2005-2007', 'oval', 'paved,active', 'road', 'paved,active', 'drag', '', 'kart', '', 'offroad', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Homestead Miami Speedway', 'trackStreetAddr', 'One Speedway Boulevard', 'trackCityState', 'Homestead, FL', 'trackZip', 33035, 'introduction', '(formerly Homestead Motorsports Complex)^Jconsists of an oval and^Jan infield road course located in Homestead Florida, near Miami.^JHomestead hosts NASCAR Winston Cup and Busch Grand National races,^JIRL races and^J<a href="/Organizations/SCCA/">SCCA</a> races^Jthroughout the year.^J</p>^J<p>^JThere is a kart facility located on site,^J<a href="HomesteadKart.html">Homestead Karting</a>.^J</p>^J', 'mapService', 'Google', 'foodService', 'Google', 'hotelService', 'Google', 'trackOffice', '^J<p>^JHomestead Miami Speedway<br />^JOne Speedway Boulevard<br />^JHomestead FL, 33055<br />^J<br />^J305-230-5200<br />^J305-230-5223 (fax)<br />^J</p>^J', 'timeZone', 'EST/EDT (-0500/-0400)', 'elevation', 'sea level', 'latitude', 25.451451, 'longitude', -80.408635, 'trackMap', '^J<p>^JThe following map, while somewhat crude,^Jgives a good idea of the intial layout of the Homestead^JComplex. Subsequently, the banked turns in the oval were^Jextensively rebuilt to address concerns raised by NASCAR.^JThe resulting layout may be seen in the aerial imagery.^J</p>^J<p>^J<a href="images/homestead-new.gif"><img^Jsrc="images/homestead-new-small.gif" width=150 height=78></a>^J</p>^J', 'trackImage', '', 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=1&s=11&lon=-80.4101613719891&lat=25.4510325608119&alon=-80.41613378&alat=25.45101972&w=1&opt=0&qs=One+Speedway+Boulevard%7cHomestead%7cFL%7c&addr=1+Speedway+Blvd%2c+Homestead%2c+FL+33035', 'googleMapLink', 'http://maps.google.com/maps?q=Homestead,+FL&ll=25.451267,-80.409365&spn=0.012516,0.020752&t=k&hl=en', 'historicalNote', '^J<p>^JOriginally built by Ralph Sanchez^J(now a partner in the Panoz-Sanchez Group,^Jwho promote IMSA events in the US),^Jthe track opened on November 3rd, 1995.^JThe original configuration was a cut down version^Jof <a href="/Tracks/IN/IMS.html">IMS</a>, with^Jsomewhat squarish, slightly banked corners.^JAfter the 1996 season, the corners were reconfigured in a^Jmore conventional manner in response to safety concerns.^JThe track is currently owned by International Speedways Corporation.^J</p>^J<p>^JThe track has variously been refered to as^JMiami-Dade Homestead Motorsports Complex,^JMetro-Dade Homestead Motorsports Complex^Jand^JHomestead Motorsports Complex.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', 200, 'weatherID', '', 'weatherZIP', '', 'officialWebSite', 'http://www.homesteadmiamispeedway.com/', 'schedulePage', '', 'resultsPage', '', 'ticketsPage', '', 'racingReferenceID', 165, 'gettingThere', '', 'racersGuide', '', 'hotLap', '^J<p>^JA hot lap of Homestead-Miami International Raceway^Jsubmitted by Chris W. Ingle - 2005 & 2003 Southeast Division^JT1 National Champion.^JYou can get great in-car video of Homestead and other great tracks at^J<a href="www.tracktapes.com">www.tracktapes.com</a>.^J</p>^J<p>^JOverall.  Homestead is located south of Miami, Florida and is similar^Jto other NASCAR tracks which have an added road course in the infield.^JHomestead\'s primary surface however is glass smooth and the infield is^Jvery well cared for.  Tires and brakes hold up very well here and it\'s^Jan easy course to learn.  Depending on which course you drive and what^Jtime of year you go, will determine how hard it is on the driver.  If^Jyou get to use the Grand Am course (using NASCAR curves 3 and 4), it^Jtakes a lot of guts to go through those fast and it does strain neck^Jmuscles more than usual because you\'re driving counterclockwise, which^Jis different from most road courses.  If you use the cut through^J(which bypasses the banking), then it\'s a fairly boring course with^Jsome interesting/challenging braking zones.  The apex curbs are high,^Jbut the entry and exit curbing is low and rippled and give the driver^Jplenty of warning without upsetting the attitude of the car (or^Jdriver).  There are plenty of walls, both on the infield and of course^Jthe NASCAR portion of the track, but the most critical areas have^Jgravel traps in front of tire barriers.  I felt safe driving there.^JThe garages and overall facilities are what you\'d expect from a new,^Jpremier NASCAR circuit - immaculate.  There is plenty of both paved^Jand grass paddock space depending on your preference.  There are many^Jhotels and restaurants in the local area, but are pricey!  If you go^Jduring the late spring, summer or early fall months, I highly^Jrecommend using a driver cooling system!!!!^J</p>^J<p>^JAll shift points and approximate speeds are using a fully T1 prepared^J2001 Z06 with stock transmission and gearing.^J</p>^J<p>^J<b>Important Note:</b> If you are using the NASCAR banking, it\'s imperative^Jyou adjust your tire pressures (and driving) accordingly.  This track^Jhas predominately left hand corners so you will need more negative^Jcamber on the right and higher pressures too.  Watch the tires closely^Jfor blistering!!!  I increased my right side tires +2 while dropping^Jthe left side -1 (from my normal pressures).  I also increased the^Jnegative camber on the right side by .5 and if the time is available,^Jyou could decrease the negative camber on the left!  Do at least 1^Jgood warm up lap before trying to go through the high banking at full^Jspeed.  The speed and banking puts incredible force on the tires and^Jit\'s vital to get them up to temperature before making a banzai^Jrun.  Again,^Jwatch your tires carefully.^J</p>^J<p>^JFor practice sessions, get to the pit lane by going thru several open^Jareas in between the primary garages.  Races start from the false^Jgrid, located in a small area at the far end of the garages where pit^Jlane ends.  The false grid then enters the track at Pit Out.^J</p>^J<p>^JLeaving the pits, you must check your mirrors for cars flying thru^Jturn #1 and under heavy braking.  Stay to the left and hug the inside^Jof the left hand turn #2 until you\'re sure there\'s no traffic.^J</p>^J<p>^JOnce you\'re on the main racing line, move to the right and brake hard^Jfor yet another left hand curve.  I am in 3d gear here.  Late apex^Jthis one because you don\'t want to drift too far out on the exit.^JThis corner is slick and understeer is predominant upon entry.  You\'ll^Jgo slightly down hill and approach turn #4.  Brake and turn hard to^Jset the front end and rotate the car back up the hill.  Get on the^Jpower as soon as possible because this is the start of a long straight^Jaway.  Avoid undue rear tire spin by unwinding the wheel as you apply^Jthe power to the exit of #4 (which is the start of turn #5).  5 is^Jjust a left hand kink and most drivers will have their left side tires^Jalong the low rippled curbing.  It does not affect the suspension.^JKeep the power down and unwind the wheel exiting 5 to avoid scrubbing^Jany speed.  Shift to 4th gear and slowly work your way to the left^Jside of the track.^J</p>^J<p>^JTurn #6 is a sharp right hand corner with high apex curbing.  There^Jare braking markers on the left side of the track (on the fence) to^Jgive you some reference points.  Brake hard and heel-toe 4-3 shift.^JUse all of the track.  Trail brake the entry and apply the power to^Jthe exit which has more of the low and unobtrusive curbing.  You\'ll^Jneed to ride along the curbing to make the entry to #7 easier.^J</p>^J<p>^J7 is a flat-out right-hand corner with high apex curbing.  Keep the^Jpower down.  If your car is well set up and you have good tires, you^Jshould be able to keep your foot down all the way through the corner.^JSlight oversteer is evident toward the exit and is a real blast if you^Jget it right!  The exit curbing is nice, low and rippled to give you^Jexcellent feedback of remaining track space.  Shift to 4th upon^Jexiting 7 and slowly move back to the right.  Turns 6 and 7 are the^Jkey to having a good infield segment because of the long straight that^Jfollows down to #8.^J</p>^J<p>^JApproaching turn 8, there are braking markers on the right side fence.^JYou\'ll be well over 100 mph here and I could wait until nearly the 200^Jmarker before braking.  Heel-toe 4-3 downshift and really stand the^Jcar on its nose.  8 is a very tight, left hand, hair-pin corner^Jleading to the NASCAR portion and the most important corner on the^Jtrack.  It\'s a key to having a fast lap.  If you have good torque, you^Jcan go thru the corner in 3d.  If not, or if you get held up by^Jtraffic, you can downshift to 2d.  It\'s easy to loop the car though if^Jyou drop that far down.  3d gear seems to be best for overall^Jconsistent lap times and tire conservation.  [The 2006 SCCA National^JRace that I have on video is a perfect example of this.  Late in the^Jrace, as I am gaining on Phil Croyle in his yellow #6 Corvette, you^Jcan distinctly hear him downshift to 2d gear trying to get a better^Jrun out of the corner.  As he applies the throttle, he gets power-on^Joversteer and loops the car right in front of me.  I select 3d gear on^Jentry and zag to the left at the exit to avoid him nearly backing into^Jme.  2d gear can work, but you must be very, very gentle on the^Jthrottle!]  Use all the low curbing at the exit of 8 to avoid wheel^Jspin and to get the best possible exit.^J^JTurn 9 is just a left hand kink and is basically the back straight on^Jthe NASCAR track.  Shift 3-4 and keep the hammer down to the entry of^JNASCAR #3.^J</p>^J<p>^JCircle track drivers are experts in making their car turn left.  If^Jyou can set yours up perfectly, there is quite a bit of time to be had^Jfor #3 and #4.  There\'s also multiple lines thru this high bank, so^Jit\'s important to experiment and find the quickest way.  The lowest^J(quickest) lap time could be earned by going either high or low.  I^Jlike to enter NASCAR 3 high, and on the power.  I keep the throttle^Jdown until I see God, and then lift a bit to control either the over^Jor understeer through there.  Normally you just need a quick \'breathe\'^Jof the gas and then you can plant your foot again.  It\'s important^Jthat you don\'t coast through here or make any dramatic moves.  The^JG-forces are around 1.5 on most cars/drivers and consistent, smooth^Jpower is key.  I slowly drop the car down the banking and am on the^Jlow/inside line at mid corner.  Keep the power down and unwind that^Jwheel to help the car maintain the speed and transition easier.  Track^Jout all the way to the wall and avoid tire scrubbing.  I exit this^Jcorner in 4th gear and over 6K rpms.  I stay in 4th all the way down^Jthe front straight and end up around 7K.  You can shift to 5th if you^Jchoose or just stay in 4th.  I didn\'t notice any difference in lap^Jtimes between the two.  Shifting to 5th is easier on the engine, but^Jadds 2 additional (and somewhat un-needed) shifts and possible places^Jto make a mistake.^J</p>^J<p>^JYou\'ll cross start/finish and still be accelerating.  You want to stay^Ja few feet off the right side wall and SMOOTHLY apply the brakes to^Jset up for turn 1.  4th gear at 7K rpms is around 150-155 mph in my^Jcar so it\'s vital to apply the brakes smoothly here.  If you stab the^Jbrakes, that could send the car off to the left or into the wall.  If^Jyou miss your mark, don\'t brake enough, or just don\'t feel you can^Jmake it through Turn 1, don\'t force the issue.  Keep going straight^J(on the main NASCAR circuit), punt a few cones and continue on through^JNASCAR turn 1 and 2 until you link up with the rest of the racing^Jcircuit (turns 8 and 9) on the other side of the track.  It\'s better^Jto do this than to push a bad situation and bend your car and/or get^Jhurt!^J</p>^J<p>^JAssuming you do brake well and slow the car appropriately, stay in 4th^Jgear and turn left for the entry into Turn #1.  It\'s a reasonably^Jsmooth transition into the actual road course part and there\'s rippled^Jcurbing on the left, inside.  I like to put my left tires on that^Jcurbing, but not much over it.  If you get it right, as soon as you^Jturn in, you can be back to full throttle thru the corner.  This^Jagain, helps settle the car and plant the suspension.  Once thru,^Junwind the wheel to the exit and prepare for a \'dicey\' braking zone.^J</p>^J<p>^JOnce thru #1, you must get the car straight immediately and stand the^Jcar on it\'s nose.  It\'s a SHORT, downhill, braking zone and slightly^JbumpyM-Iand you\'re doing well over 100 mph to boot.  Brake harder than^Jyou think necessary and make sure the car is in a straight line.^JSmoothly heel-toe downshift 4-3.  You should try to aim for the end of^Jthe curbing on the right side of the track.  That is the end of the^Jbraking zone and turn-in point for #2.^J</p>^J<p>^JTurn #2 is an off camber left-hand turn that looks very simple, but^Jit\'s very easy to miss the apex.  It\'s slick upon entry and the tires^Jjust don\'t seem to bite well, especially later in the race.  After^Jslowing the car from #1, trail brake the entry to #2 and then get back^Jon a smooth throttle.  Nail that apex.  Unwind the wheel gradually and^Japply the power all the way to the low, rippled curbing on the^Joutside.^J</p>^J<p>^JSet up on the right side of the track and take a late apex through^Jturn #3 and you should now be up to \'full song.\' As I said before,^Jundersteer is predominant here.  If possible, try to get back to the^Jleft side to set up for turn 4 and the upcoming long infield straight.^J</p>^J<p>^JIf possible, you can be fairly aggressive on set up here.  Stiff^Jsprings, sway bars and shocks would certainly work because the track^Jis very smooth and the banking is high and very, very fast.  A neutral^Jset up would probably work the best because of the myriad of corners^J(oversteer and understeer).  Toward the end of the race, you may end^Jup a bit loose in some, but still pushing in others.  The banking^J(NASCAR 3 and 4) and turn 1 separates the contenders from the^Jpretenders.^J</p>^J<p>^JIf you\'re unfortunately not able to run the NASCAR 3-4 banking, then^Jyou\'ll exit turn 9 and still shift 3-4.  Stay a foot or so off the^Joutside wall and medium brake for the left-hand entry at turn #10.^JThis next series of turns is essentially just a large chicane that^Jby-passes the fast banking.  Once you turn in for 10, it\'s very^Jsimilar to #1, so get back on full throttle and unwind the wheel to^Jthe right side of the track in preparation for, you guessed it,^Janother left-hand turn.  You should still be in 4th gear.^J</p>^J<p>^JTurn #11 is fast and I like dropping to 3d gear.  Smoothly heel-toe^J4-3 and apply big power thru this fast cornerM-Iunwind that wheel to the^Jexit curbing.  Once through, get back to the left quickly for the next^Jreally tight \'S\' turn.^J</p>^J<p>^J#12 and #13 are short, slick and tight, but vitally important because^J13 leads to the front straight and big speed.  Late apex both these^Jturns.  Sacrifice exit position in 12 for a perfect entry into 13.^JGet on the power as soon as possible and unwind the wheel as far out^Jas the sanctioning body will allow.  Some clubs put up tires, cones,^Jor other barriers on the exit of 13 to slow you down even more.  What^Jare they thinking????^J</p>^J<p>^JFinal note.  It\'s unwise to try to enter the pit lane from the NASCAR^Jbanking (exit of #4).  Because of the deceptive speeds and the fact^Jthat the car is still essentially turning, it\'s easy to loop the car^Jtrying to get into the pits.  Instead, enter the pit lane road before^Jentering NASCAR #3.  There may be a speed limit there so watch it.^J</p>^J<p>^JDrive hard and enjoy!!!!^J</p>^J<p>^JChris Ingle<br />^J<a href="www.tracktapes.com">www.tracktapes.com</a>^J</p>^J', 'workersGuide', '', 'foodInsert', '', 'hotelInsert', '', 'TOCInsertLink1', '', 'TOCInsertText1', '', 'TOCInsertLink2', '', 'TOCInsertText2', '', 'TOCInsertLink3', '', 'TOCInsertText3', '', 'TOCInsertLink4', '', 'TOCInsertText4', '', 'TOCInsertLink5', '', 'TOCInsertText5', '', 'TOCInsertLink6', '', 'TOCInsertText6', '', 'offsiteTOCInsertLink1', '', 'offsiteTOCInsertText1', '', 'offsiteTOCInsertLink2', '', 'offsiteTOCInsertText2', '', 'offsiteTOCInsertLink3', '', 'offsiteTOCInsertText3', '', 'offsiteTOCInsertLink4', '', 'offsiteTOCInsertText4', '', 'offsiteTOCInsertLink5', '', 'offsiteTOCInsertText5', '', 'offsiteTOCInsertLink6', '', 'offsiteTOCInsertText6', '') called at /web/na-motor/Tracks/FL/Homestead.html line 1
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