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/vendor_perl/HTML/Mason/Interp.pm:816]
[/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
[/web/na-motor/components/TrackPage.mhtml:240]
[/web/na-motor/Tracks/KS/HeartlandPark.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/vendor_perl/HTML/Mason/Interp.pm:816]
[/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
[/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
[/web/na-motor/components/TrackPage.mhtml:240]
[/web/na-motor/Tracks/KS/HeartlandPark.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/vendor_perl/HTML/Mason/Interp.pm:450
/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115
/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029
/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226
/web/na-motor/components/TrackPage.mhtml:240
/web/na-motor/Tracks/KS/HeartlandPark.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/vendor_perl/HTML/Mason/Interp.pm:816]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
  [/web/na-motor/components/TrackPage.mhtml:240]
  [/web/na-motor/Tracks/KS/HeartlandPark.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/vendor_perl/HTML/Mason/Interp.pm:816]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm:445]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1115]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1029]
  [/usr/share/perl5/vendor_perl/HTML/Mason/Request.pm:1226]
  [/web/na-motor/components/TrackPage.mhtml:240]
  [/web/na-motor/Tracks/KS/HeartlandPark.html:1]



Trace begun at /usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm line 850
HTML::Mason::Interp::_compilation_error('HTML::Mason::Interp=HASH(0xb624a7e0)', '/web/na-motor/components/DisplayGPS.mhtml', 'HTML::Mason::Exception::Compilation=HASH(0xb5d86c08)') called at /usr/share/perl5/vendor_perl/HTML/Mason/Interp.pm line 450
HTML::Mason::Interp::load('HTML::Mason::Interp=HASH(0xb624a7e0)', '/components/DisplayGPS.mhtml') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1115
HTML::Mason::Request::_fetch_comp('HTML::Mason::Request::ApacheHandler=HASH(0xb5d7ffe8)', 'DisplayGPS.mhtml', 'HTML::Mason::Component::FileBased=HASH(0xb5e9d468)', 'SCALAR(0xb5f82be8)') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1029
HTML::Mason::Request::fetch_comp('HTML::Mason::Request::ApacheHandler=HASH(0xb5d7ffe8)', 'DisplayGPS.mhtml', undef, 'SCALAR(0xb5f82be8)') called at /usr/share/perl5/vendor_perl/HTML/Mason/Request.pm line 1226
HTML::Mason::Request::comp('HTML::Mason::Request::ApacheHandler=HASH(0xb5d7ffe8)', 'DisplayGPS.mhtml', 'latitude', 38.925696, 'longitude', -95.67461) called at /web/na-motor/components/TrackPage.mhtml line 240
HTML::Mason::Commands::__ANON__('dragTimesID', 'Heatland-Park-Topeka-TrackID-86', 'version', 2, 'new', '', 'updated', '2007-04-26', 'license', '', 'author', 'Richard Welty, Kris B. Mandt,  Guy Watney and Chris Ingle', 'owner', 'Krusty Motorsports, Limited, Kris B Mandt, Guy Watney and Chris Ingle', 'date', '1996-2007', 'oval', 'dirt,active', 'road', 'paved,active', 'drag', 'drag,NHRA,active', 'kart', 'paved,road,outdoor,active', 'offroad', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Heartland Park', 'trackStreetAddr', 'SE Gary Ormsby Dr & SW Topeka Blvd', 'trackCityState', 'Topeka, KS', 'trackZip', 66619, 'introduction', '^Jis a facility which includes a^Jmultiple-configuration Road Course^Jand a 3/8 mile clay oval which was added for the 2001^Jracing season after a brief experiment with a temporary^Jdirt oval located on the drag-strip.^JFor 2006, a large asphalt pad was built in the infield^Jfor use by SCCA Solo programs; this pad is now the home^Jof the SCCA Solo Nationals, which for several years^Jpreviously had been held at Forbes Field, just to the^Jnorth of Heartland Park.^J</p>^J<p>^JHeartland Park is located just^Jsouth of Topeka, Kansas.  The track is used by the^J<a href="/Organizations/SCCA/">SCCA</a>,^J<a href="/Organizations/IMSA/">IMSA</a>,^J<a href="/Organizations/AMA/">AMA</a>,^J<a href="/Organizations/IKF/">IKF</a>,^J<a href="/Organizations/NASCAR/">NASCAR</a>,^J<a href="/Organizations/ASA/">ASA</a>,^Jand^J<a href="/Organizations/ARCA/">ARCA</a>.^JThere are 4 road course^Jconfigurations that are regularly used, including the 2.5 mile^J"Grand Prix" circuit and the 1.8 mile "Full NASCAR^Jcircuit", used by ARCA, ASA, SCCA, and NASCAR.^J</p>^J<p>^JIn 2006, the <a href="/Organizations/SCCA/">SCCA</a>^JRunoffs (the Sports Car Club of America\'s national championship^Jin Club Racing) moved to Heartland Park.^JThe first year\'s event was generally well received, with^Ja few understandable first time glitches.^JIt is likely that changes will be made to turns 1 &amp; 2 and^Jturn 8 for 2007 to address some of the issues.^J</p>^J<p>^JThe contract^Jbetween Heartland Park and the SCCA is for 3 years, but usually^Jthese contracts are renewed a number of times. Typically the^Jrunoffs are held at the same track for 15 to 20 year stretches.^JThis^J<a href="http://www.mohud-scca.org/Discuss/phpBB2/viewtopic.php?t=83">Link</a>^Jprovides a copy of a letter from a member of the SCCA BoD and an^Jarticle from a Topeka area newspaper on the subject.^J</p>^J<p>^JThe oval has 8 degrees of banking in 90 foot radius^Jturns, with 6 degrees of banking in the straightaways.^J</p>^J<p>^JThe original version of this page was supplied by Kris B. Mandt.^JSince 2004, major updates have been^Jprovided by Guy Watney, Kansas City Region SCCA.^J</p>^J', 'trackOffice', '^J<p>^JCorporate Office:<br />^J<br />^JHeartland Park Topeka<br />^J1805 SW 71st Street<br />^JTopeka, KS 66619<br />^J<br />^J785-862-4781<br />^J785-862-2016 (fax)^J</p>^J</p>^J', 'timeZone', 'CST/CDT (-0600/-0500)', 'elevation', '1070 feet', 'latitude', 38.925696, 'longitude', -95.67461, 'mapService', 'Google', 'foodService', 'Google', 'hotelService', 'Google', 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=4&s=12&lon=-95.67478&lat=38.92686835&alon=-95.70149600&alat=38.938871&w=2&opt=0&qs=1805+SW+71st+Street%7ctopeka%7cks%7c&addr=SW+71st+St%2c+Topeka%2c+KS+66619', 'googleMapLink', 'http://maps.google.com/maps?f=q&hl=en&q=Topeka,+KS&layer=&ie=UTF8&z=15&ll=38.925696,-95.67461&spn=0.016293,0.029097&t=h&om=1', 'trackMap', '^J<p>^J<h3>General Layout</h3>^J<h2><a href="images/hrtpark/hptgen.gif"><img src="images/hrtpark/hptgens.gif" ^Jwidth="250" height="130" border="0"></a></h2>^J<h3>Original Configurations</h3>^JUsed from 1989 to 2003. These configurations used the dragstrip for the^Jmain straight, and were plagued with problems with rubber from the drag^Jracing interfering with the road racing.^J</p>^J<p>^J<a href="images/hrtpark/hpt25.gif"> <img src="images/hrtpark/hpt25s.gif" ^Jborder="0" width="227" height="100" alt="2.5 Mile Grand Prix Circuit"/></a>^J<br />^JThe 2.5 mile "Grand Prix" circuit used ^Jby the SCCA, IMSA, AMA, and IKF.^J</p>^J<p>^J<a href="images/hrtpark/hpt18.gif"> <img src="images/hrtpark/hpt18s.gif" ^Jborder="0" width="227" height="100" alt="Full NASCAR Circuit" /> </a>^J<br />^JThe 1.8 mile "Full NASCAR" circuit, used ^Jby the SCCA, NASCAR, ASA, and ARCA.^J</p>^J<p>^J<a href="images/hrtpark/hpt22.gif"> <img src="images/hrtpark/hpt22s.gif" ^Jwidth="227" height="100" border="0"  alt="Modified NASCAR-A" /> </a>^J<br />^JThe 2.2 mile "Modified NASCAR-A" circuit, ^Jused by the SCCA.^J</p>^J<p>^J<a href="images/hrtpark/hpt21.gif"> <img src="images/hrtpark/hpt21s.gif" ^Jwidth="227" height="100" border="0" alt="Modified NASCAR-B" /></a>^J<br />^JThe 2.1 mile "Modified NASCAR-B" circuit, ^Jused by the SCCA.^J<p>^J</p>^J<a href="images/hrtpark/hpt13.gif"> <img src="images/hrtpark/hpt13s.gif" ^Jwidth="227" height="100" border="0" alt="Club Cource" /></a>^J<br />^JThe 1.3 mile Club Course, which was never ^Jcompleted.^J</p>^J<h3>Revised Configurations</h3>^J<p>^JUsed in 2004-5. The carousel (Turn 3) will be repaved in the fall of 2005 and ^Jused in 2006. Use of the dragstrip as a major part of the road course is^Jeliminated.^J</p>^J<p><a href="images/hrtpark/hptn18.gif"><img src="images/hrtpark/hptn18s.gif" ^Jwidth="250" height="130" border="0" alt="1.8 Mile NASCAR" /></a> ^J<br />^JThe 1.8 mile NASCAR course. ^J</p>^J<p><a href="images/hrtpark/hptn21.gif"><img src="images/hrtpark/hptn21s.gif" ^Jwidth="250" height="130" border="0" alt="2.1 modified NASCAR" /></a> ^J<br />^JThe 2.1 mile modified NASCAR course.^J</p>^J', 'trackImage', '', 'historicalNote', '^J<p>^JWhen Heartland Park first opened in ^JAugust 1989, it was the first major new motorsports^Jfacility to have been built ^Jin the United States for over 20 years.^JAlthough it is better known for its drag ^Jstrip than the road course,^Ja number of professional racing series have visited the track,^Jincluding IMSA, SCCA World Challenge, Trans-Am, ASA, Nascar Craftsman ^JTrucks and, most recently, the Miata Cup.^JThe track is mainly used by SCCA Club ^JRacing and various marque clubs.^JOwing to persistent financial difficulties, the ^Jroad course was neglected for several years^Jand there were serious doubts about its survival.^JIn 2003, the track was bought by Ray Irwin,^Jowner of Blackhawk Farms Raceway and committed road-racer,^Jwho has instituted a program of major renovations of the facilty.^JThese include re-routing the track so that it no longer uses the ^Jdrag strip (which was extremely treacherous when wet),^Jenlarging the paddock, construction of new timing, maintenance and concession ^Jbuildings, garages and shower facilities,^Jcomplete re-surfacing of the track and generally improving ^Jthe amenities for racers and spectators.^J</p>^J<p>^JThe first 3/8 mile dirt oval operated in 1999 and 2000,^Jand was called Martin Cat Power Speedway.^JA different 3/8 mile dirt oval operated from April 21st, 2001^Jthrough 2002 under the name O\'Reilly Auto Parts Motor Speedway.^JThis track reportedly reopened in 2006, and is currently^Jrefered to as the Heartland Park Dirt Track.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', 322, 'weatherID', 'USKS0571', 'weatherZIP', '', 'officialWebSite', 'http://www.hpt.com/', 'schedulePage', '', 'resultsPage', '', 'ticketsPage', '', 'racingReferenceID', 191, 'gettingTherePre', '^J<p>^JThe racer\'s entrance is at Gate E on Gary Ormsby Drive, to the^Jeast of the marked intersection on the map.^J</p>^J', 'gettingThere', '^J<h3>From Topeka</h3>^J<p>^JTake South Topeka Blvd south, past Forbes Field,^Jto Gary Ormsby Drive.^JTurn east (left) and follow the road to Gate E. Turn ^Jright and the registration building will be ahead of you.^J</p>^J<h3>From Kansas City</h3>^J<p>^JTake I-70 to Topeka,^Jthen I-470, heading towards Wichita. Leave I-470 at exit 177 (South ^JTopeka), get onto South Topeka Blvd (IMMEDIATELY after the toll booth, on your ^Jright: use the right-most toll booth and watch for vehicles using the automatic ^JK-Tag lane) heading south, and follow the directions above.^J</p>^J<h3>From Wichita</h3>^J<p>^JTake the Kansas Turnpike to^Jexit 177 (South Topeka), get onto South Topeka Blvd, heading south,^Jand follow the directions above.^J</p>^J', 'racersGuide', '^J<p>^JAccess to the track from the major ^Jhighways is good.^JThe entrance to the track is under a bridge, so it is possible ^Jto enter and leave the track while races are in progress.^JThere is ample paved paddock space and permanent restrooms,^Jbut presently no showers. Some electrical ^Jhook-ups are available on the west side of the paddock. Camping and pets are ^Jpermitted (pets must be kept on a leash at all times). A number of different ^Jgrades of race gas are available from self-service,^Jcredit-card operated pumps. ^JConcession stands and a souvenir shop are open on most race weekends,^Jfor limited hours.^JAn O\'Reilly Auto Parts Store, which carries a larger-than-usual selection ^Jof racing-related items, is located on the east side of South Topeka Blvd just ^Jsouth of I-470.^J</p>^J<p>^JThe false grid is located on the ^Jwest side of the paddock.^JThe new pit lane is rather narrow and enters the track ^Jon driver\'s left close to Turn 0.^JPit-in is reached by going straight, ^Jrather than turning right, at Turn 12.^JSound control for SCCA events is on driver\'s ^Jleft just before Turn 9.^JTech and impound are generally located in the southwest ^Jcorner of the paddock, close to Turn 0.^J</p>^J', 'hotLap', '^J<p>^JThere are two differing Hot Lap presentations available.^JThe first is a recent version provided by Chris Ingle^Jdescribing the course as it appeared in mid-2006.^JThe second is a slightly older version provided by Guy Watney,^Jbased on the course through the mid 2000s.^JThe course was extensively reconstructed between the writing^Jof these two versions.^J</p>^J<h3>Hot Lap by Chris Ingle, 2006</h3>^J<p>^JChris W. Ingle - 2006, 05 and 03 Southeast Division T1 National Champion, #7 T1 Corvette Z06.^J<br />^J<a href="http://www.tracktapes.com/">TrackTapes.com</a>^Jhas DVDs of this and many other race tracks.  ^J</p>^J<p>^JAs of September 2006: Overall HPT is a fairly simple track, slow,^Jnearly glass smooth with low curbs.  It\'s relatively safe,^Jbut is in need of more tire barriers due the large amount of concrete^Jwalls around the entire facility.  They aren\'t exactly^Jclose to the track itself, but if you go off, out of control, at high^Jspeed, on wet grass, the next stop will be painful.  The amenities of^JHPT are very good, well marked, and improving as the Runoffs get^Jcloser.  There is more than enough paved paddock area which is^Jslightly slanted to allow for water runoff.  Because of the^Jprobability of high winds there, it\'s best to paddock in an^JEast-West direction.^J</p>^J<p>^JAll speeds and shift points are relative to my 2001 T1 prepared Corvette Z06.^J</p>^J<p>^JThe track itself is simple to learn and no real surprises.  There are^Jonly two small elevation changes of note: turns A and #7.  The curbs^Jare really too low, which encourages drivers to drop wheels off at the^Japexes to straighten out the turns even more.  It\'s^Jessential to use the curbs here, but hopefully HPT will put something^Jin the grassy area to discourage drivers from doing that.  It simply^Jthrows dirt, gravel, grass, etc. back onto the track.^J</p>^J<p>^JAs you head up the front straight, keep your eyes well ahead and up^Jand run up the hill toward turn A on the left side.  The pit lane exit^Jwill be on your left and marked with a double-white transition^Jline/barrier.  I tried to put my left side tires as close to those^Jlines as possible without crossing.  This gives a straighter shot over^Jthe rise in the hill (turn A).  As you crest the hill, put your right^Jside tires over the curbing and then aim slightly left for a^Jcomfortable turn-in point for #1 which is a right hander.  I hit^Jaround 130 mph here so you need to get the car as straight as possible^Jfor the slightly down-hill braking zone.  You\'ll need to^Jbrake harder than you think, but you are still turning slighly!^JDownshift 4-3 before the right turn thru #1.  Apex late because this^Jwill set you up for the left-hand turn #2 and a small straight.  Both^J#1 and #2 are 90 deg turns, so use as much of the curbing as possible.^J</p>^J<p>^JUnwind the wheel out of #2 and stay in 3d gear up to the long 180 deg^Jleft-hand turn #3.  It\'s banked a little which makes it^Jfaster than it looks.  You\'ll have to experiment on^Jdifferent entry points and find where your car sticks the best.  I^Jfound that entering the turn 2/3rds up the track and slowly bringing^Jit down to the inside apex curbing worked best for me.^JIt\'s a very late apex!  Apply as much power as you can and^Junwind the wheel coming out of the corner.  I do a very late apex and^Jdon\'t track out quite all the way, but am at full throttle^Jcoming out - still in 3d gear.  Move back to the left about^J2/3-3/4 of the way to get set up for #4.^J</p>^J<p>^JTurn #4 is a fast right-hand turn, so you want your momentum going^Jstraight on entry and NOT going to the left.  Although going out wider^Jwill give you more room to negotiate the corner, you don\'t^Jwant your momentum going to the left while you are trying to turn^Jright.  In my opinion, it\'s better to give up a little in^Jturn #4 for a faster exit from turn #3.  Turn #3 is a faster corner so^Jyou can gain more there.  Ensure to use all the apex at #4 and track^Jout appropriately.  Get the car settled and straight quickly because^Jyou now have to hammer the brakes for a tight right-hand turn #5.^J</p>^J<p>^JTurn #5 is slow, but I\'m still in 3d gear.  Use all the^Japex and track out to the very edge of the tarmac.  Begin moving to^Jthe right quickly to get set up for yet another tight corner #6.^JBrake very hard here and downshift 3-2.  It\'s a slow^Jleft-hander with the exit of the corner moving slightly uphill.  You^Jcan use 3d, but the car will bog down!  It\'s easy to miss^Jyour braking point here - so don\'t.  It leads to^Ja long straight so you really need to get it right.  Trail braking on^Jvirtually all of these corners will help the front end stick and allow^Jyou to rotate the car adequately.  Once you come out of #6, shift 2-3^Jand get ready for turn #7.^J</p>^J<p>^JTurn #7 is a very fast, uphill, left-hand corner that is one of the^Jfew pucker-factor turns on this track.  Just after you shift to 3d,^Jturn in under power and use all that apex.  The curbing is still low^Jand the bumps don\'t upset the car if you have decent^Jshocks.  The corner flattens out a bit as you go thru it and the car^Jtends to slide around.  Control the oversteer out of the corner by^Jtracking out all the way.  Shift 3-4.  Quickly check your^Jgauges - head and eyes up looking at #8.^J</p>^J<p>^JTurns #8 and #9 are just a chicane with an expanding apex/radius.  #8^Jitself is a very sharp, left-hand turn and it is also easy to miss^Jyour braking markers here.  Heel-toe 4-3 in the braking zone, use a^Jlate apex, all of the inside left curbing and then put your right side^Jtires over the curbing which starts turn #9.  This is a bad area for^Jpeople to run off track or drop their wheels so be careful about^Jdebris on track.  It will be slick.  Apply the power gently through^Jthe right-hand #9 and be prepared for snap oversteer due to different^Jsealants on the tarmac and the previously mentioned debris on track.^JGet on power as soon as you dare and unwind the wheel mindful of the^Jdebris.  Your left tires will most likely run over the next set of^Jcurbs on the left side of the track.  If you haven\'t^Jnoticed it yet, this track has some serious transitions -^Jbetter have a balanced car!  The curbs again are low and^Jshouldn\'t upset the car.  Shift 3-4 once the car^Jstraightens out some.  Your brakes will be cooking at this point!^JCheck your gauges.^J</p>^J<p>^JTurn #10 is the 2d of the pucker-factor corners and you\'ll^Jhave to make some compromises on the next two turns.  #10 is a very^Jfast left-hander.  I downshift 4-3 and turn in earlier than you might^Jexpect with my left side tires on the curbing as far as possible.^JPower thru the turn and track out about 2/3 - ?? of^Jthe way.  That allows you to carry lots of speed thru here but still^Jget thru the next right-hand turn #11 in good shape.^J</p>^J<p>^JOnce thru #10 and the car straightens out, nail the brakes again and^Jtrail brake the entry to #11, using all of the inside curbing.^JThrottle thru the corner and aim straight at #12.  Nail the brakes and^Jeither stay in 3d or smoothly heel-toe shift 3-2.  I\'ve^Jtried both and am not convinced one way is quicker than the other.  I^Jdon\'t try to swing the car back to the right for turn #12^Jbecause I want to use a straight braking/shifting zone and I^Jdon\'t want my momentum heading to the right before I turn^Jleft.  Swinging out wide would also set yourself up for another racer^Jto pull an inside pass.^J</p>^J<p>^JI just hug the inside of the left-hand #12.  If you stayed in 3d,^Jyou\'ll be amazed how early and how hard you can plant your^Jthrottle foot.  If you downshifted to 2d, you\'ll have to^Jwatch power-on oversteer.  Either way, don\'t let the car^Jdrift out too far.  Try to stay tucked in fairly tight as you round^Jthe corner so you\'ll be set up for #13 and #14 (more^Jtransitions).^J</p>^J<p>^JBrake hard for the right-hand #13 and if you aren\'t in 2d^Jgear, downshift smoothly 3-2.  Trail brake and late apex #13.  Try to^Jstay to the right upon exit so you get a better entry into 14 and for^Jthe following front straight.^J</p>^J<p>^JBrake hard again for the left-hand #14.  Trail brake the entry and the^Jcar will rotate nicely over the left side apex curbing.  Power out of^Jthe corner as hard as you can controlling the oversteer.  You can^Jeither drift out over and wide of the pavement dimples and rejoin the^Jracing surface where the two pieces of tarmac meet or you can stay^Jtighter in - electing to not drift out so far.  The benefits^Jof drifting out is that you control the oversteer more and are capable^Jof putting more power down.  The consequences are that you are now^Jusing much more pavement, traveling further, and taking more time.^JI\'m not convinced that either line is any better than the^Jnext.  You\'ll have to experiment with your car and see^Jwhich feels better to you.^J</p>^J<p>^JBy now, your brakes are smoking hot.  There\'s just simply^Jnot been enough straight-away anywhere to cool them off.  To go an^Jentire session (or race), may require some brake management and you^Jmay not be able to use them 100% each time.  Keep that in mind if the^Jpedal starts to get a bit long.^J</p>^J<p>^JI tested on both Thursday and Friday and could run consistent 52s in^Jthe heat with old tires on a full fuel load.M-BM-  The track seemed^Jto get quicker as the weekend went on and more rubber laid down^J</p>^J<p>^JOverall - C+ track that takes lots of seat time to get fast.^JThe track will get faster as more rubber gets laid down. Hope^Jthis helps!^J</p>^J<h3>Hot Lap by Guy Watney, early-to-mid 2000s</h3>^J<p>^JThis is written for the courses as they are ^Jpresently configured.^JAs is pointed out elsewhere, the track is undergoing major ^Jupgrading, and this section will be updated as the work proceeds.^J</p>^J<h3>2.1 mile Modified NASCAR course</h3>^J<p>^JBeginning on the front straight, Turn 0 is a very fast left-right^Jcombination, with the apex of the right invisible over the crest of a^Jfairly steep hill, which can make the car rather light. (Turn 0 is so^Jcalled because it made its apperearance when the front straight was^Jrelocated off the drag strip. To avoid re-numbering all the stations,^Jthe new first turn was named Turn 0.) It is important to keep as far^Jto the right as possible at the crest of the hill to avoid being^Jpushed out onto the grass on driver\'s left and to avoid slower cars^Jleaving the pit lane on driver\'s left.^J</p>^J<p>^JTurn 1 is a simple, slow left hander. ^JThe only difficulty is getting rid of all the^Jspeed you\'ve accumulated without ^Jdrifting too far to the right on the turn exit since you will need to get over ^Jto the left for the right hander at 5.^JTurn 5 is a simple, late apex right turn.^JIt is important watch for people trying to outbrake you to your right.^JTurn 6 is a very slow left hand turn: apex late and^Jget on the gas as soon as possible, ^Jsince from 6 to 8 is essentially a straight with a curve in it.^JTurn 7 is a  flat-out left.^JThe left-right combination at 8 is hard to get right. In my opinion, ^Jgive up any speed you need to when entering the left-hander in order to get ^Jset up properly for the right. If you are being closely followed, you might ^Jwant to approach the left a little more towards the middle of the track than ^Jusual, in order to give your competitor less room. When exiting the right, keep^Jas far to the right as you can,^Jsince the left side of the track can get slippery ^Jwith dust and marbles.^JTurn 9 is a simple flat-out left and over the bridge ^Jtowards 10.^JWatch for the yellow lights, which perform the function of a yellow ^Jflag.^J(Note to drivers of powerful, evil-handling cars: Please do not blow by ^Jbetter-handling small cars going over the bridge and then sit like a cowpat in ^Jthe middle of the road between 10 and 14. They can do this bit quicker than ^Jyou, and you <i>will</i> get rear-ended.) Apex the left at 10 fairly late and, ^Jagain, try to avoid drifting out too far to the right. The right between 10 ^Jand 11 is best handled as an early apex turn: carry as much speed as you can ^Jthrough it and aim for the apex of 11. You will be able to pass cars that are ^Jtoo far over to the right, trying to late-apex 11 (which is pointless, since ^Jyou\'re virtually stationary anyway).^JCrawl round 11, hugging the kerb, get over ^Jto the left to late-apex the right at 12 and,^Jimmediately, the left at 14 (there ^Jis no longer any straight between 12 and 14) and back onto the main straight.^J</p>^J<h3>1.8 Mile NASCAR course</h3>^J<p>^JThis is essentially the same as for ^Jthe 2.1 Mile course, except that you can exit Turn 1 faster as you need to be ^Jover to the right for the left-hander at 7a. Be careful when going through 7a: ^Jyou are going fairly quickly, and it can bite.^J</p>^J', 'workersGuide', '^J<p>^JThe track has good access from major highways.^JThere is ample space for RV parking and plenty of grass for those who ^Jwish to camp out. For most Club events, there is no designated worker parking ^Jarea. There are also a number of inexpensive motels and eating establishments ^Jwithin a few miles of the track.^JThe corner stations are well equipped and have ^Jlarge gazebos.^JBeing located in Kansas, the weather is highly changeable, so it ^Jis as well to come prepared for anything.^J</p>^J', '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/vendor_perl/HTML/Mason/Component.pm line 135
HTML::Mason::Component::run('HTML::Mason::Component::FileBased=HASH(0xb5e9d468)', 'dragTimesID', 'Heatland-Park-Topeka-TrackID-86', 'version', 2, 'new', '', 'updated', '2007-04-26', 'license', '', 'author', 'Richard Welty, Kris B. Mandt,  Guy Watney and Chris Ingle', 'owner', 'Krusty Motorsports, Limited, Kris B Mandt, Guy Watney and Chris Ingle', 'date', '1996-2007', 'oval', 'dirt,active', 'road', 'paved,active', 'drag', 'drag,NHRA,active', 'kart', 'paved,road,outdoor,active', 'offroad', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Heartland Park', 'trackStreetAddr', 'SE Gary Ormsby Dr & SW Topeka Blvd', 'trackCityState', 'Topeka, KS', 'trackZip', 66619, 'introduction', '^Jis a facility which includes a^Jmultiple-configuration Road Course^Jand a 3/8 mile clay oval which was added for the 2001^Jracing season after a brief experiment with a temporary^Jdirt oval located on the drag-strip.^JFor 2006, a large asphalt pad was built in the infield^Jfor use by SCCA Solo programs; this pad is now the home^Jof the SCCA Solo Nationals, which for several years^Jpreviously had been held at Forbes Field, just to the^Jnorth of Heartland Park.^J</p>^J<p>^JHeartland Park is located just^Jsouth of Topeka, Kansas.  The track is used by the^J<a href="/Organizations/SCCA/">SCCA</a>,^J<a href="/Organizations/IMSA/">IMSA</a>,^J<a href="/Organizations/AMA/">AMA</a>,^J<a href="/Organizations/IKF/">IKF</a>,^J<a href="/Organizations/NASCAR/">NASCAR</a>,^J<a href="/Organizations/ASA/">ASA</a>,^Jand^J<a href="/Organizations/ARCA/">ARCA</a>.^JThere are 4 road course^Jconfigurations that are regularly used, including the 2.5 mile^J"Grand Prix" circuit and the 1.8 mile "Full NASCAR^Jcircuit", used by ARCA, ASA, SCCA, and NASCAR.^J</p>^J<p>^JIn 2006, the <a href="/Organizations/SCCA/">SCCA</a>^JRunoffs (the Sports Car Club of America\'s national championship^Jin Club Racing) moved to Heartland Park.^JThe first year\'s event was generally well received, with^Ja few understandable first time glitches.^JIt is likely that changes will be made to turns 1 &amp; 2 and^Jturn 8 for 2007 to address some of the issues.^J</p>^J<p>^JThe contract^Jbetween Heartland Park and the SCCA is for 3 years, but usually^Jthese contracts are renewed a number of times. Typically the^Jrunoffs are held at the same track for 15 to 20 year stretches.^JThis^J<a href="http://www.mohud-scca.org/Discuss/phpBB2/viewtopic.php?t=83">Link</a>^Jprovides a copy of a letter from a member of the SCCA BoD and an^Jarticle from a Topeka area newspaper on the subject.^J</p>^J<p>^JThe oval has 8 degrees of banking in 90 foot radius^Jturns, with 6 degrees of banking in the straightaways.^J</p>^J<p>^JThe original version of this page was supplied by Kris B. Mandt.^JSince 2004, major updates have been^Jprovided by Guy Watney, Kansas City Region SCCA.^J</p>^J', 'trackOffice', '^J<p>^JCorporate Office:<br />^J<br />^JHeartland Park Topeka<br />^J1805 SW 71st Street<br />^JTopeka, KS 66619<br />^J<br />^J785-862-4781<br />^J785-862-2016 (fax)^J</p>^J</p>^J', 'timeZone', 'CST/CDT (-0600/-0500)', 'elevation', '1070 feet', 'latitude', 38.925696, 'longitude', -95.67461, 'mapService', 'Google', 'foodService', 'Google', 'hotelService', 'Google', 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=4&s=12&lon=-95.67478&lat=38.92686835&alon=-95.70149600&alat=38.938871&w=2&opt=0&qs=1805+SW+71st+Street%7ctopeka%7cks%7c&addr=SW+71st+St%2c+Topeka%2c+KS+66619', 'googleMapLink', 'http://maps.google.com/maps?f=q&hl=en&q=Topeka,+KS&layer=&ie=UTF8&z=15&ll=38.925696,-95.67461&spn=0.016293,0.029097&t=h&om=1', 'trackMap', '^J<p>^J<h3>General Layout</h3>^J<h2><a href="images/hrtpark/hptgen.gif"><img src="images/hrtpark/hptgens.gif" ^Jwidth="250" height="130" border="0"></a></h2>^J<h3>Original Configurations</h3>^JUsed from 1989 to 2003. These configurations used the dragstrip for the^Jmain straight, and were plagued with problems with rubber from the drag^Jracing interfering with the road racing.^J</p>^J<p>^J<a href="images/hrtpark/hpt25.gif"> <img src="images/hrtpark/hpt25s.gif" ^Jborder="0" width="227" height="100" alt="2.5 Mile Grand Prix Circuit"/></a>^J<br />^JThe 2.5 mile "Grand Prix" circuit used ^Jby the SCCA, IMSA, AMA, and IKF.^J</p>^J<p>^J<a href="images/hrtpark/hpt18.gif"> <img src="images/hrtpark/hpt18s.gif" ^Jborder="0" width="227" height="100" alt="Full NASCAR Circuit" /> </a>^J<br />^JThe 1.8 mile "Full NASCAR" circuit, used ^Jby the SCCA, NASCAR, ASA, and ARCA.^J</p>^J<p>^J<a href="images/hrtpark/hpt22.gif"> <img src="images/hrtpark/hpt22s.gif" ^Jwidth="227" height="100" border="0"  alt="Modified NASCAR-A" /> </a>^J<br />^JThe 2.2 mile "Modified NASCAR-A" circuit, ^Jused by the SCCA.^J</p>^J<p>^J<a href="images/hrtpark/hpt21.gif"> <img src="images/hrtpark/hpt21s.gif" ^Jwidth="227" height="100" border="0" alt="Modified NASCAR-B" /></a>^J<br />^JThe 2.1 mile "Modified NASCAR-B" circuit, ^Jused by the SCCA.^J<p>^J</p>^J<a href="images/hrtpark/hpt13.gif"> <img src="images/hrtpark/hpt13s.gif" ^Jwidth="227" height="100" border="0" alt="Club Cource" /></a>^J<br />^JThe 1.3 mile Club Course, which was never ^Jcompleted.^J</p>^J<h3>Revised Configurations</h3>^J<p>^JUsed in 2004-5. The carousel (Turn 3) will be repaved in the fall of 2005 and ^Jused in 2006. Use of the dragstrip as a major part of the road course is^Jeliminated.^J</p>^J<p><a href="images/hrtpark/hptn18.gif"><img src="images/hrtpark/hptn18s.gif" ^Jwidth="250" height="130" border="0" alt="1.8 Mile NASCAR" /></a> ^J<br />^JThe 1.8 mile NASCAR course. ^J</p>^J<p><a href="images/hrtpark/hptn21.gif"><img src="images/hrtpark/hptn21s.gif" ^Jwidth="250" height="130" border="0" alt="2.1 modified NASCAR" /></a> ^J<br />^JThe 2.1 mile modified NASCAR course.^J</p>^J', 'trackImage', '', 'historicalNote', '^J<p>^JWhen Heartland Park first opened in ^JAugust 1989, it was the first major new motorsports^Jfacility to have been built ^Jin the United States for over 20 years.^JAlthough it is better known for its drag ^Jstrip than the road course,^Ja number of professional racing series have visited the track,^Jincluding IMSA, SCCA World Challenge, Trans-Am, ASA, Nascar Craftsman ^JTrucks and, most recently, the Miata Cup.^JThe track is mainly used by SCCA Club ^JRacing and various marque clubs.^JOwing to persistent financial difficulties, the ^Jroad course was neglected for several years^Jand there were serious doubts about its survival.^JIn 2003, the track was bought by Ray Irwin,^Jowner of Blackhawk Farms Raceway and committed road-racer,^Jwho has instituted a program of major renovations of the facilty.^JThese include re-routing the track so that it no longer uses the ^Jdrag strip (which was extremely treacherous when wet),^Jenlarging the paddock, construction of new timing, maintenance and concession ^Jbuildings, garages and shower facilities,^Jcomplete re-surfacing of the track and generally improving ^Jthe amenities for racers and spectators.^J</p>^J<p>^JThe first 3/8 mile dirt oval operated in 1999 and 2000,^Jand was called Martin Cat Power Speedway.^JA different 3/8 mile dirt oval operated from April 21st, 2001^Jthrough 2002 under the name O\'Reilly Auto Parts Motor Speedway.^JThis track reportedly reopened in 2006, and is currently^Jrefered to as the Heartland Park Dirt Track.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', 322, 'weatherID', 'USKS0571', 'weatherZIP', '', 'officialWebSite', 'http://www.hpt.com/', 'schedulePage', '', 'resultsPage', '', 'ticketsPage', '', 'racingReferenceID', 191, 'gettingTherePre', '^J<p>^JThe racer\'s entrance is at Gate E on Gary Ormsby Drive, to the^Jeast of the marked intersection on the map.^J</p>^J', 'gettingThere', '^J<h3>From Topeka</h3>^J<p>^JTake South Topeka Blvd south, past Forbes Field,^Jto Gary Ormsby Drive.^JTurn east (left) and follow the road to Gate E. Turn ^Jright and the registration building will be ahead of you.^J</p>^J<h3>From Kansas City</h3>^J<p>^JTake I-70 to Topeka,^Jthen I-470, heading towards Wichita. Leave I-470 at exit 177 (South ^JTopeka), get onto South Topeka Blvd (IMMEDIATELY after the toll booth, on your ^Jright: use the right-most toll booth and watch for vehicles using the automatic ^JK-Tag lane) heading south, and follow the directions above.^J</p>^J<h3>From Wichita</h3>^J<p>^JTake the Kansas Turnpike to^Jexit 177 (South Topeka), get onto South Topeka Blvd, heading south,^Jand follow the directions above.^J</p>^J', 'racersGuide', '^J<p>^JAccess to the track from the major ^Jhighways is good.^JThe entrance to the track is under a bridge, so it is possible ^Jto enter and leave the track while races are in progress.^JThere is ample paved paddock space and permanent restrooms,^Jbut presently no showers. Some electrical ^Jhook-ups are available on the west side of the paddock. Camping and pets are ^Jpermitted (pets must be kept on a leash at all times). A number of different ^Jgrades of race gas are available from self-service,^Jcredit-card operated pumps. ^JConcession stands and a souvenir shop are open on most race weekends,^Jfor limited hours.^JAn O\'Reilly Auto Parts Store, which carries a larger-than-usual selection ^Jof racing-related items, is located on the east side of South Topeka Blvd just ^Jsouth of I-470.^J</p>^J<p>^JThe false grid is located on the ^Jwest side of the paddock.^JThe new pit lane is rather narrow and enters the track ^Jon driver\'s left close to Turn 0.^JPit-in is reached by going straight, ^Jrather than turning right, at Turn 12.^JSound control for SCCA events is on driver\'s ^Jleft just before Turn 9.^JTech and impound are generally located in the southwest ^Jcorner of the paddock, close to Turn 0.^J</p>^J', 'hotLap', '^J<p>^JThere are two differing Hot Lap presentations available.^JThe first is a recent version provided by Chris Ingle^Jdescribing the course as it appeared in mid-2006.^JThe second is a slightly older version provided by Guy Watney,^Jbased on the course through the mid 2000s.^JThe course was extensively reconstructed between the writing^Jof these two versions.^J</p>^J<h3>Hot Lap by Chris Ingle, 2006</h3>^J<p>^JChris W. Ingle - 2006, 05 and 03 Southeast Division T1 National Champion, #7 T1 Corvette Z06.^J<br />^J<a href="http://www.tracktapes.com/">TrackTapes.com</a>^Jhas DVDs of this and many other race tracks.  ^J</p>^J<p>^JAs of September 2006: Overall HPT is a fairly simple track, slow,^Jnearly glass smooth with low curbs.  It\'s relatively safe,^Jbut is in need of more tire barriers due the large amount of concrete^Jwalls around the entire facility.  They aren\'t exactly^Jclose to the track itself, but if you go off, out of control, at high^Jspeed, on wet grass, the next stop will be painful.  The amenities of^JHPT are very good, well marked, and improving as the Runoffs get^Jcloser.  There is more than enough paved paddock area which is^Jslightly slanted to allow for water runoff.  Because of the^Jprobability of high winds there, it\'s best to paddock in an^JEast-West direction.^J</p>^J<p>^JAll speeds and shift points are relative to my 2001 T1 prepared Corvette Z06.^J</p>^J<p>^JThe track itself is simple to learn and no real surprises.  There are^Jonly two small elevation changes of note: turns A and #7.  The curbs^Jare really too low, which encourages drivers to drop wheels off at the^Japexes to straighten out the turns even more.  It\'s^Jessential to use the curbs here, but hopefully HPT will put something^Jin the grassy area to discourage drivers from doing that.  It simply^Jthrows dirt, gravel, grass, etc. back onto the track.^J</p>^J<p>^JAs you head up the front straight, keep your eyes well ahead and up^Jand run up the hill toward turn A on the left side.  The pit lane exit^Jwill be on your left and marked with a double-white transition^Jline/barrier.  I tried to put my left side tires as close to those^Jlines as possible without crossing.  This gives a straighter shot over^Jthe rise in the hill (turn A).  As you crest the hill, put your right^Jside tires over the curbing and then aim slightly left for a^Jcomfortable turn-in point for #1 which is a right hander.  I hit^Jaround 130 mph here so you need to get the car as straight as possible^Jfor the slightly down-hill braking zone.  You\'ll need to^Jbrake harder than you think, but you are still turning slighly!^JDownshift 4-3 before the right turn thru #1.  Apex late because this^Jwill set you up for the left-hand turn #2 and a small straight.  Both^J#1 and #2 are 90 deg turns, so use as much of the curbing as possible.^J</p>^J<p>^JUnwind the wheel out of #2 and stay in 3d gear up to the long 180 deg^Jleft-hand turn #3.  It\'s banked a little which makes it^Jfaster than it looks.  You\'ll have to experiment on^Jdifferent entry points and find where your car sticks the best.  I^Jfound that entering the turn 2/3rds up the track and slowly bringing^Jit down to the inside apex curbing worked best for me.^JIt\'s a very late apex!  Apply as much power as you can and^Junwind the wheel coming out of the corner.  I do a very late apex and^Jdon\'t track out quite all the way, but am at full throttle^Jcoming out - still in 3d gear.  Move back to the left about^J2/3-3/4 of the way to get set up for #4.^J</p>^J<p>^JTurn #4 is a fast right-hand turn, so you want your momentum going^Jstraight on entry and NOT going to the left.  Although going out wider^Jwill give you more room to negotiate the corner, you don\'t^Jwant your momentum going to the left while you are trying to turn^Jright.  In my opinion, it\'s better to give up a little in^Jturn #4 for a faster exit from turn #3.  Turn #3 is a faster corner so^Jyou can gain more there.  Ensure to use all the apex at #4 and track^Jout appropriately.  Get the car settled and straight quickly because^Jyou now have to hammer the brakes for a tight right-hand turn #5.^J</p>^J<p>^JTurn #5 is slow, but I\'m still in 3d gear.  Use all the^Japex and track out to the very edge of the tarmac.  Begin moving to^Jthe right quickly to get set up for yet another tight corner #6.^JBrake very hard here and downshift 3-2.  It\'s a slow^Jleft-hander with the exit of the corner moving slightly uphill.  You^Jcan use 3d, but the car will bog down!  It\'s easy to miss^Jyour braking point here - so don\'t.  It leads to^Ja long straight so you really need to get it right.  Trail braking on^Jvirtually all of these corners will help the front end stick and allow^Jyou to rotate the car adequately.  Once you come out of #6, shift 2-3^Jand get ready for turn #7.^J</p>^J<p>^JTurn #7 is a very fast, uphill, left-hand corner that is one of the^Jfew pucker-factor turns on this track.  Just after you shift to 3d,^Jturn in under power and use all that apex.  The curbing is still low^Jand the bumps don\'t upset the car if you have decent^Jshocks.  The corner flattens out a bit as you go thru it and the car^Jtends to slide around.  Control the oversteer out of the corner by^Jtracking out all the way.  Shift 3-4.  Quickly check your^Jgauges - head and eyes up looking at #8.^J</p>^J<p>^JTurns #8 and #9 are just a chicane with an expanding apex/radius.  #8^Jitself is a very sharp, left-hand turn and it is also easy to miss^Jyour braking markers here.  Heel-toe 4-3 in the braking zone, use a^Jlate apex, all of the inside left curbing and then put your right side^Jtires over the curbing which starts turn #9.  This is a bad area for^Jpeople to run off track or drop their wheels so be careful about^Jdebris on track.  It will be slick.  Apply the power gently through^Jthe right-hand #9 and be prepared for snap oversteer due to different^Jsealants on the tarmac and the previously mentioned debris on track.^JGet on power as soon as you dare and unwind the wheel mindful of the^Jdebris.  Your left tires will most likely run over the next set of^Jcurbs on the left side of the track.  If you haven\'t^Jnoticed it yet, this track has some serious transitions -^Jbetter have a balanced car!  The curbs again are low and^Jshouldn\'t upset the car.  Shift 3-4 once the car^Jstraightens out some.  Your brakes will be cooking at this point!^JCheck your gauges.^J</p>^J<p>^JTurn #10 is the 2d of the pucker-factor corners and you\'ll^Jhave to make some compromises on the next two turns.  #10 is a very^Jfast left-hander.  I downshift 4-3 and turn in earlier than you might^Jexpect with my left side tires on the curbing as far as possible.^JPower thru the turn and track out about 2/3 - ?? of^Jthe way.  That allows you to carry lots of speed thru here but still^Jget thru the next right-hand turn #11 in good shape.^J</p>^J<p>^JOnce thru #10 and the car straightens out, nail the brakes again and^Jtrail brake the entry to #11, using all of the inside curbing.^JThrottle thru the corner and aim straight at #12.  Nail the brakes and^Jeither stay in 3d or smoothly heel-toe shift 3-2.  I\'ve^Jtried both and am not convinced one way is quicker than the other.  I^Jdon\'t try to swing the car back to the right for turn #12^Jbecause I want to use a straight braking/shifting zone and I^Jdon\'t want my momentum heading to the right before I turn^Jleft.  Swinging out wide would also set yourself up for another racer^Jto pull an inside pass.^J</p>^J<p>^JI just hug the inside of the left-hand #12.  If you stayed in 3d,^Jyou\'ll be amazed how early and how hard you can plant your^Jthrottle foot.  If you downshifted to 2d, you\'ll have to^Jwatch power-on oversteer.  Either way, don\'t let the car^Jdrift out too far.  Try to stay tucked in fairly tight as you round^Jthe corner so you\'ll be set up for #13 and #14 (more^Jtransitions).^J</p>^J<p>^JBrake hard for the right-hand #13 and if you aren\'t in 2d^Jgear, downshift smoothly 3-2.  Trail brake and late apex #13.  Try to^Jstay to the right upon exit so you get a better entry into 14 and for^Jthe following front straight.^J</p>^J<p>^JBrake hard again for the left-hand #14.  Trail brake the entry and the^Jcar will rotate nicely over the left side apex curbing.  Power out of^Jthe corner as hard as you can controlling the oversteer.  You can^Jeither drift out over and wide of the pavement dimples and rejoin the^Jracing surface where the two pieces of tarmac meet or you can stay^Jtighter in - electing to not drift out so far.  The benefits^Jof drifting out is that you control the oversteer more and are capable^Jof putting more power down.  The consequences are that you are now^Jusing much more pavement, traveling further, and taking more time.^JI\'m not convinced that either line is any better than the^Jnext.  You\'ll have to experiment with your car and see^Jwhich feels better to you.^J</p>^J<p>^JBy now, your brakes are smoking hot.  There\'s just simply^Jnot been enough straight-away anywhere to cool them off.  To go an^Jentire session (or race), may require some brake management and you^Jmay not be able to use them 100% each time.  Keep that in mind if the^Jpedal starts to get a bit long.^J</p>^J<p>^JI tested on both Thursday and Friday and could run consistent 52s in^Jthe heat with old tires on a full fuel load.M-BM-  The track seemed^Jto get quicker as the weekend went on and more rubber laid down^J</p>^J<p>^JOverall - C+ track that takes lots of seat time to get fast.^JThe track will get faster as more rubber gets laid down. Hope^Jthis helps!^J</p>^J<h3>Hot Lap by Guy Watney, early-to-mid 2000s</h3>^J<p>^JThis is written for the courses as they are ^Jpresently configured.^JAs is pointed out elsewhere, the track is undergoing major ^Jupgrading, and this section will be updated as the work proceeds.^J</p>^J<h3>2.1 mile Modified NASCAR course</h3>^J<p>^JBeginning on the front straight, Turn 0 is a very fast left-right^Jcombination, with the apex of the right invisible over the crest of a^Jfairly steep hill, which can make the car rather light. (Turn 0 is so^Jcalled because it made its apperearance when the front straight was^Jrelocated off the drag strip. To avoid re-numbering all the stations,^Jthe new first turn was named Turn 0.) It is important to keep as far^Jto the right as possible at the crest of the hill to avoid being^Jpushed out onto the grass on driver\'s left and to avoid slower cars^Jleaving the pit lane on driver\'s left.^J</p>^J<p>^JTurn 1 is a simple, slow left hander. ^JThe only difficulty is getting rid of all the^Jspeed you\'ve accumulated without ^Jdrifting too far to the right on the turn exit since you will need to get over ^Jto the left for the right hander at 5.^JTurn 5 is a simple, late apex right turn.^JIt is important watch for people trying to outbrake you to your right.^JTurn 6 is a very slow left hand turn: apex late and^Jget on the gas as soon as possible, ^Jsince from 6 to 8 is essentially a straight with a curve in it.^JTurn 7 is a  flat-out left.^JThe left-right combination at 8 is hard to get right. In my opinion, ^Jgive up any speed you need to when entering the left-hander in order to get ^Jset up properly for the right. If you are being closely followed, you might ^Jwant to approach the left a little more towards the middle of the track than ^Jusual, in order to give your competitor less room. When exiting the right, keep^Jas far to the right as you can,^Jsince the left side of the track can get slippery ^Jwith dust and marbles.^JTurn 9 is a simple flat-out left and over the bridge ^Jtowards 10.^JWatch for the yellow lights, which perform the function of a yellow ^Jflag.^J(Note to drivers of powerful, evil-handling cars: Please do not blow by ^Jbetter-handling small cars going over the bridge and then sit like a cowpat in ^Jthe middle of the road between 10 and 14. They can do this bit quicker than ^Jyou, and you <i>will</i> get rear-ended.) Apex the left at 10 fairly late and, ^Jagain, try to avoid drifting out too far to the right. The right between 10 ^Jand 11 is best handled as an early apex turn: carry as much speed as you can ^Jthrough it and aim for the apex of 11. You will be able to pass cars that are ^Jtoo far over to the right, trying to late-apex 11 (which is pointless, since ^Jyou\'re virtually stationary anyway).^JCrawl round 11, hugging the kerb, get over ^Jto the left to late-apex the right at 12 and,^Jimmediately, the left at 14 (there ^Jis no longer any straight between 12 and 14) and back onto the main straight.^J</p>^J<h3>1.8 Mile NASCAR course</h3>^J<p>^JThis is essentially the same as for ^Jthe 2.1 Mile course, except that you can exit Turn 1 faster as you need to be ^Jover to the right for the left-hander at 7a. Be careful when going through 7a: ^Jyou are going fairly quickly, and it can bite.^J</p>^J', 'workersGuide', '^J<p>^JThe track has good access from major highways.^JThere is ample space for RV parking and plenty of grass for those who ^Jwish to camp out. For most Club events, there is no designated worker parking ^Jarea. There are also a number of inexpensive motels and eating establishments ^Jwithin a few miles of the track.^JThe corner stations are well equipped and have ^Jlarge gazebos.^JBeing located in Kansas, the weather is highly changeable, so it ^Jis as well to come prepared for anything.^J</p>^J', '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/vendor_perl/HTML/Mason/Request.pm line 1284
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HTML::Mason::Request::comp(undef, undef, 'dragTimesID', 'Heatland-Park-Topeka-TrackID-86', 'version', 2, 'new', '', 'updated', '2007-04-26', 'license', '', 'author', 'Richard Welty, Kris B. Mandt,  Guy Watney and Chris Ingle', 'owner', 'Krusty Motorsports, Limited, Kris B Mandt, Guy Watney and Chris Ingle', 'date', '1996-2007', 'oval', 'dirt,active', 'road', 'paved,active', 'drag', 'drag,NHRA,active', 'kart', 'paved,road,outdoor,active', 'offroad', '', 'adBeforeTOC', 'TrackTapes', 'trackName', 'Heartland Park', 'trackStreetAddr', 'SE Gary Ormsby Dr & SW Topeka Blvd', 'trackCityState', 'Topeka, KS', 'trackZip', 66619, 'introduction', '^Jis a facility which includes a^Jmultiple-configuration Road Course^Jand a 3/8 mile clay oval which was added for the 2001^Jracing season after a brief experiment with a temporary^Jdirt oval located on the drag-strip.^JFor 2006, a large asphalt pad was built in the infield^Jfor use by SCCA Solo programs; this pad is now the home^Jof the SCCA Solo Nationals, which for several years^Jpreviously had been held at Forbes Field, just to the^Jnorth of Heartland Park.^J</p>^J<p>^JHeartland Park is located just^Jsouth of Topeka, Kansas.  The track is used by the^J<a href="/Organizations/SCCA/">SCCA</a>,^J<a href="/Organizations/IMSA/">IMSA</a>,^J<a href="/Organizations/AMA/">AMA</a>,^J<a href="/Organizations/IKF/">IKF</a>,^J<a href="/Organizations/NASCAR/">NASCAR</a>,^J<a href="/Organizations/ASA/">ASA</a>,^Jand^J<a href="/Organizations/ARCA/">ARCA</a>.^JThere are 4 road course^Jconfigurations that are regularly used, including the 2.5 mile^J"Grand Prix" circuit and the 1.8 mile "Full NASCAR^Jcircuit", used by ARCA, ASA, SCCA, and NASCAR.^J</p>^J<p>^JIn 2006, the <a href="/Organizations/SCCA/">SCCA</a>^JRunoffs (the Sports Car Club of America\'s national championship^Jin Club Racing) moved to Heartland Park.^JThe first year\'s event was generally well received, with^Ja few understandable first time glitches.^JIt is likely that changes will be made to turns 1 &amp; 2 and^Jturn 8 for 2007 to address some of the issues.^J</p>^J<p>^JThe contract^Jbetween Heartland Park and the SCCA is for 3 years, but usually^Jthese contracts are renewed a number of times. Typically the^Jrunoffs are held at the same track for 15 to 20 year stretches.^JThis^J<a href="http://www.mohud-scca.org/Discuss/phpBB2/viewtopic.php?t=83">Link</a>^Jprovides a copy of a letter from a member of the SCCA BoD and an^Jarticle from a Topeka area newspaper on the subject.^J</p>^J<p>^JThe oval has 8 degrees of banking in 90 foot radius^Jturns, with 6 degrees of banking in the straightaways.^J</p>^J<p>^JThe original version of this page was supplied by Kris B. Mandt.^JSince 2004, major updates have been^Jprovided by Guy Watney, Kansas City Region SCCA.^J</p>^J', 'trackOffice', '^J<p>^JCorporate Office:<br />^J<br />^JHeartland Park Topeka<br />^J1805 SW 71st Street<br />^JTopeka, KS 66619<br />^J<br />^J785-862-4781<br />^J785-862-2016 (fax)^J</p>^J</p>^J', 'timeZone', 'CST/CDT (-0600/-0500)', 'elevation', '1070 feet', 'latitude', 38.925696, 'longitude', -95.67461, 'mapService', 'Google', 'foodService', 'Google', 'hotelService', 'Google', 'terraServerLink', 'http://terraserver.microsoft.com/addressimage.aspx?t=4&s=12&lon=-95.67478&lat=38.92686835&alon=-95.70149600&alat=38.938871&w=2&opt=0&qs=1805+SW+71st+Street%7ctopeka%7cks%7c&addr=SW+71st+St%2c+Topeka%2c+KS+66619', 'googleMapLink', 'http://maps.google.com/maps?f=q&hl=en&q=Topeka,+KS&layer=&ie=UTF8&z=15&ll=38.925696,-95.67461&spn=0.016293,0.029097&t=h&om=1', 'trackMap', '^J<p>^J<h3>General Layout</h3>^J<h2><a href="images/hrtpark/hptgen.gif"><img src="images/hrtpark/hptgens.gif" ^Jwidth="250" height="130" border="0"></a></h2>^J<h3>Original Configurations</h3>^JUsed from 1989 to 2003. These configurations used the dragstrip for the^Jmain straight, and were plagued with problems with rubber from the drag^Jracing interfering with the road racing.^J</p>^J<p>^J<a href="images/hrtpark/hpt25.gif"> <img src="images/hrtpark/hpt25s.gif" ^Jborder="0" width="227" height="100" alt="2.5 Mile Grand Prix Circuit"/></a>^J<br />^JThe 2.5 mile "Grand Prix" circuit used ^Jby the SCCA, IMSA, AMA, and IKF.^J</p>^J<p>^J<a href="images/hrtpark/hpt18.gif"> <img src="images/hrtpark/hpt18s.gif" ^Jborder="0" width="227" height="100" alt="Full NASCAR Circuit" /> </a>^J<br />^JThe 1.8 mile "Full NASCAR" circuit, used ^Jby the SCCA, NASCAR, ASA, and ARCA.^J</p>^J<p>^J<a href="images/hrtpark/hpt22.gif"> <img src="images/hrtpark/hpt22s.gif" ^Jwidth="227" height="100" border="0"  alt="Modified NASCAR-A" /> </a>^J<br />^JThe 2.2 mile "Modified NASCAR-A" circuit, ^Jused by the SCCA.^J</p>^J<p>^J<a href="images/hrtpark/hpt21.gif"> <img src="images/hrtpark/hpt21s.gif" ^Jwidth="227" height="100" border="0" alt="Modified NASCAR-B" /></a>^J<br />^JThe 2.1 mile "Modified NASCAR-B" circuit, ^Jused by the SCCA.^J<p>^J</p>^J<a href="images/hrtpark/hpt13.gif"> <img src="images/hrtpark/hpt13s.gif" ^Jwidth="227" height="100" border="0" alt="Club Cource" /></a>^J<br />^JThe 1.3 mile Club Course, which was never ^Jcompleted.^J</p>^J<h3>Revised Configurations</h3>^J<p>^JUsed in 2004-5. The carousel (Turn 3) will be repaved in the fall of 2005 and ^Jused in 2006. Use of the dragstrip as a major part of the road course is^Jeliminated.^J</p>^J<p><a href="images/hrtpark/hptn18.gif"><img src="images/hrtpark/hptn18s.gif" ^Jwidth="250" height="130" border="0" alt="1.8 Mile NASCAR" /></a> ^J<br />^JThe 1.8 mile NASCAR course. ^J</p>^J<p><a href="images/hrtpark/hptn21.gif"><img src="images/hrtpark/hptn21s.gif" ^Jwidth="250" height="130" border="0" alt="2.1 modified NASCAR" /></a> ^J<br />^JThe 2.1 mile modified NASCAR course.^J</p>^J', 'trackImage', '', 'historicalNote', '^J<p>^JWhen Heartland Park first opened in ^JAugust 1989, it was the first major new motorsports^Jfacility to have been built ^Jin the United States for over 20 years.^JAlthough it is better known for its drag ^Jstrip than the road course,^Ja number of professional racing series have visited the track,^Jincluding IMSA, SCCA World Challenge, Trans-Am, ASA, Nascar Craftsman ^JTrucks and, most recently, the Miata Cup.^JThe track is mainly used by SCCA Club ^JRacing and various marque clubs.^JOwing to persistent financial difficulties, the ^Jroad course was neglected for several years^Jand there were serious doubts about its survival.^JIn 2003, the track was bought by Ray Irwin,^Jowner of Blackhawk Farms Raceway and committed road-racer,^Jwho has instituted a program of major renovations of the facilty.^JThese include re-routing the track so that it no longer uses the ^Jdrag strip (which was extremely treacherous when wet),^Jenlarging the paddock, construction of new timing, maintenance and concession ^Jbuildings, garages and shower facilities,^Jcomplete re-surfacing of the track and generally improving ^Jthe amenities for racers and spectators.^J</p>^J<p>^JThe first 3/8 mile dirt oval operated in 1999 and 2000,^Jand was called Martin Cat Power Speedway.^JA different 3/8 mile dirt oval operated from April 21st, 2001^Jthrough 2002 under the name O\'Reilly Auto Parts Motor Speedway.^JThis track reportedly reopened in 2006, and is currently^Jrefered to as the Heartland Park Dirt Track.^J</p>^J', 'reference1', 'AmericasSpeedways', 'reference1pages', 322, 'weatherID', 'USKS0571', 'weatherZIP', '', 'officialWebSite', 'http://www.hpt.com/', 'schedulePage', '', 'resultsPage', '', 'ticketsPage', '', 'racingReferenceID', 191, 'gettingTherePre', '^J<p>^JThe racer\'s entrance is at Gate E on Gary Ormsby Drive, to the^Jeast of the marked intersection on the map.^J</p>^J', 'gettingThere', '^J<h3>From Topeka</h3>^J<p>^JTake South Topeka Blvd south, past Forbes Field,^Jto Gary Ormsby Drive.^JTurn east (left) and follow the road to Gate E. Turn ^Jright and the registration building will be ahead of you.^J</p>^J<h3>From Kansas City</h3>^J<p>^JTake I-70 to Topeka,^Jthen I-470, heading towards Wichita. Leave I-470 at exit 177 (South ^JTopeka), get onto South Topeka Blvd (IMMEDIATELY after the toll booth, on your ^Jright: use the right-most toll booth and watch for vehicles using the automatic ^JK-Tag lane) heading south, and follow the directions above.^J</p>^J<h3>From Wichita</h3>^J<p>^JTake the Kansas Turnpike to^Jexit 177 (South Topeka), get onto South Topeka Blvd, heading south,^Jand follow the directions above.^J</p>^J', 'racersGuide', '^J<p>^JAccess to the track from the major ^Jhighways is good.^JThe entrance to the track is under a bridge, so it is possible ^Jto enter and leave the track while races are in progress.^JThere is ample paved paddock space and permanent restrooms,^Jbut presently no showers. Some electrical ^Jhook-ups are available on the west side of the paddock. Camping and pets are ^Jpermitted (pets must be kept on a leash at all times). A number of different ^Jgrades of race gas are available from self-service,^Jcredit-card operated pumps. ^JConcession stands and a souvenir shop are open on most race weekends,^Jfor limited hours.^JAn O\'Reilly Auto Parts Store, which carries a larger-than-usual selection ^Jof racing-related items, is located on the east side of South Topeka Blvd just ^Jsouth of I-470.^J</p>^J<p>^JThe false grid is located on the ^Jwest side of the paddock.^JThe new pit lane is rather narrow and enters the track ^Jon driver\'s left close to Turn 0.^JPit-in is reached by going straight, ^Jrather than turning right, at Turn 12.^JSound control for SCCA events is on driver\'s ^Jleft just before Turn 9.^JTech and impound are generally located in the southwest ^Jcorner of the paddock, close to Turn 0.^J</p>^J', 'hotLap', '^J<p>^JThere are two differing Hot Lap presentations available.^JThe first is a recent version provided by Chris Ingle^Jdescribing the course as it appeared in mid-2006.^JThe second is a slightly older version provided by Guy Watney,^Jbased on the course through the mid 2000s.^JThe course was extensively reconstructed between the writing^Jof these two versions.^J</p>^J<h3>Hot Lap by Chris Ingle, 2006</h3>^J<p>^JChris W. Ingle - 2006, 05 and 03 Southeast Division T1 National Champion, #7 T1 Corvette Z06.^J<br />^J<a href="http://www.tracktapes.com/">TrackTapes.com</a>^Jhas DVDs of this and many other race tracks.  ^J</p>^J<p>^JAs of September 2006: Overall HPT is a fairly simple track, slow,^Jnearly glass smooth with low curbs.  It\'s relatively safe,^Jbut is in need of more tire barriers due the large amount of concrete^Jwalls around the entire facility.  They aren\'t exactly^Jclose to the track itself, but if you go off, out of control, at high^Jspeed, on wet grass, the next stop will be painful.  The amenities of^JHPT are very good, well marked, and improving as the Runoffs get^Jcloser.  There is more than enough paved paddock area which is^Jslightly slanted to allow for water runoff.  Because of the^Jprobability of high winds there, it\'s best to paddock in an^JEast-West direction.^J</p>^J<p>^JAll speeds and shift points are relative to my 2001 T1 prepared Corvette Z06.^J</p>^J<p>^JThe track itself is simple to learn and no real surprises.  There are^Jonly two small elevation changes of note: turns A and #7.  The curbs^Jare really too low, which encourages drivers to drop wheels off at the^Japexes to straighten out the turns even more.  It\'s^Jessential to use the curbs here, but hopefully HPT will put something^Jin the grassy area to discourage drivers from doing that.  It simply^Jthrows dirt, gravel, grass, etc. back onto the track.^J</p>^J<p>^JAs you head up the front straight, keep your eyes well ahead and up^Jand run up the hill toward turn A on the left side.  The pit lane exit^Jwill be on your left and marked with a double-white transition^Jline/barrier.  I tried to put my left side tires as close to those^Jlines as possible without crossing.  This gives a straighter shot over^Jthe rise in the hill (turn A).  As you crest the hill, put your right^Jside tires over the curbing and then aim slightly left for a^Jcomfortable turn-in point for #1 which is a right hander.  I hit^Jaround 130 mph here so you need to get the car as straight as possible^Jfor the slightly down-hill braking zone.  You\'ll need to^Jbrake harder than you think, but you are still turning slighly!^JDownshift 4-3 before the right turn thru #1.  Apex late because this^Jwill set you up for the left-hand turn #2 and a small straight.  Both^J#1 and #2 are 90 deg turns, so use as much of the curbing as possible.^J</p>^J<p>^JUnwind the wheel out of #2 and stay in 3d gear up to the long 180 deg^Jleft-hand turn #3.  It\'s banked a little which makes it^Jfaster than it looks.  You\'ll have to experiment on^Jdifferent entry points and find where your car sticks the best.  I^Jfound that entering the turn 2/3rds up the track and slowly bringing^Jit down to the inside apex curbing worked best for me.^JIt\'s a very late apex!  Apply as much power as you can and^Junwind the wheel coming out of the corner.  I do a very late apex and^Jdon\'t track out quite all the way, but am at full throttle^Jcoming out - still in 3d gear.  Move back to the left about^J2/3-3/4 of the way to get set up for #4.^J</p>^J<p>^JTurn #4 is a fast right-hand turn, so you want your momentum going^Jstraight on entry and NOT going to the left.  Although going out wider^Jwill give you more room to negotiate the corner, you don\'t^Jwant your momentum going to the left while you are trying to turn^Jright.  In my opinion, it\'s better to give up a little in^Jturn #4 for a faster exit from turn #3.  Turn #3 is a faster corner so^Jyou can gain more there.  Ensure to use all the apex at #4 and track^Jout appropriately.  Get the car settled and straight quickly because^Jyou now have to hammer the brakes for a tight right-hand turn #5.^J</p>^J<p>^JTurn #5 is slow, but I\'m still in 3d gear.  Use all the^Japex and track out to the very edge of the tarmac.  Begin moving to^Jthe right quickly to get set up for yet another tight corner #6.^JBrake very hard here and downshift 3-2.  It\'s a slow^Jleft-hander with the exit of the corner moving slightly uphill.  You^Jcan use 3d, but the car will bog down!  It\'s easy to miss^Jyour braking point here - so don\'t.  It leads to^Ja long straight so you really need to get it right.  Trail braking on^Jvirtually all of these corners will help the front end stick and allow^Jyou to rotate the car adequately.  Once you come out of #6, shift 2-3^Jand get ready for turn #7.^J</p>^J<p>^JTurn #7 is a very fast, uphill, left-hand corner that is one of the^Jfew pucker-factor turns on this track.  Just after you shift to 3d,^Jturn in under power and use all that apex.  The curbing is still low^Jand the bumps don\'t upset the car if you have decent^Jshocks.  The corner flattens out a bit as you go thru it and the car^Jtends to slide around.  Control the oversteer out of the corner by^Jtracking out all the way.  Shift 3-4.  Quickly check your^Jgauges - head and eyes up looking at #8.^J</p>^J<p>^JTurns #8 and #9 are just a chicane with an expanding apex/radius.  #8^Jitself is a very sharp, left-hand turn and it is also easy to miss^Jyour braking markers here.  Heel-toe 4-3 in the braking zone, use a^Jlate apex, all of the inside left curbing and then put your right side^Jtires over the curbing which starts turn #9.  This is a bad area for^Jpeople to run off track or drop their wheels so be careful about^Jdebris on track.  It will be slick.  Apply the power gently through^Jthe right-hand #9 and be prepared for snap oversteer due to different^Jsealants on the tarmac and the previously mentioned debris on track.^JGet on power as soon as you dare and unwind the wheel mindful of the^Jdebris.  Your left tires will most likely run over the next set of^Jcurbs on the left side of the track.  If you haven\'t^Jnoticed it yet, this track has some serious transitions -^Jbetter have a balanced car!  The curbs again are low and^Jshouldn\'t upset the car.  Shift 3-4 once the car^Jstraightens out some.  Your brakes will be cooking at this point!^JCheck your gauges.^J</p>^J<p>^JTurn #10 is the 2d of the pucker-factor corners and you\'ll^Jhave to make some compromises on the next two turns.  #10 is a very^Jfast left-hander.  I downshift 4-3 and turn in earlier than you might^Jexpect with my left side tires on the curbing as far as possible.^JPower thru the turn and track out about 2/3 - ?? of^Jthe way.  That allows you to carry lots of speed thru here but still^Jget thru the next right-hand turn #11 in good shape.^J</p>^J<p>^JOnce thru #10 and the car straightens out, nail the brakes again and^Jtrail brake the entry to #11, using all of the inside curbing.^JThrottle thru the corner and aim straight at #12.  Nail the brakes and^Jeither stay in 3d or smoothly heel-toe shift 3-2.  I\'ve^Jtried both and am not convinced one way is quicker than the other.  I^Jdon\'t try to swing the car back to the right for turn #12^Jbecause I want to use a straight braking/shifting zone and I^Jdon\'t want my momentum heading to the right before I turn^Jleft.  Swinging out wide would also set yourself up for another racer^Jto pull an inside pass.^J</p>^J<p>^JI just hug the inside of the left-hand #12.  If you stayed in 3d,^Jyou\'ll be amazed how early and how hard you can plant your^Jthrottle foot.  If you downshifted to 2d, you\'ll have to^Jwatch power-on oversteer.  Either way, don\'t let the car^Jdrift out too far.  Try to stay tucked in fairly tight as you round^Jthe corner so you\'ll be set up for #13 and #14 (more^Jtransitions).^J</p>^J<p>^JBrake hard for the right-hand #13 and if you aren\'t in 2d^Jgear, downshift smoothly 3-2.  Trail brake and late apex #13.  Try to^Jstay to the right upon exit so you get a better entry into 14 and for^Jthe following front straight.^J</p>^J<p>^JBrake hard again for the left-hand #14.  Trail brake the entry and the^Jcar will rotate nicely over the left side apex curbing.  Power out of^Jthe corner as hard as you can controlling the oversteer.  You can^Jeither drift out over and wide of the pavement dimples and rejoin the^Jracing surface where the two pieces of tarmac meet or you can stay^Jtighter in - electing to not drift out so far.  The benefits^Jof drifting out is that you control the oversteer more and are capable^Jof putting more power down.  The consequences are that you are now^Jusing much more pavement, traveling further, and taking more time.^JI\'m not convinced that either line is any better than the^Jnext.  You\'ll have to experiment with your car and see^Jwhich feels better to you.^J</p>^J<p>^JBy now, your brakes are smoking hot.  There\'s just simply^Jnot been enough straight-away anywhere to cool them off.  To go an^Jentire session (or race), may require some brake management and you^Jmay not be able to use them 100% each time.  Keep that in mind if the^Jpedal starts to get a bit long.^J</p>^J<p>^JI tested on both Thursday and Friday and could run consistent 52s in^Jthe heat with old tires on a full fuel load.M-BM-  The track seemed^Jto get quicker as the weekend went on and more rubber laid down^J</p>^J<p>^JOverall - C+ track that takes lots of seat time to get fast.^JThe track will get faster as more rubber gets laid down. Hope^Jthis helps!^J</p>^J<h3>Hot Lap by Guy Watney, early-to-mid 2000s</h3>^J<p>^JThis is written for the courses as they are ^Jpresently configured.^JAs is pointed out elsewhere, the track is undergoing major ^Jupgrading, and this section will be updated as the work proceeds.^J</p>^J<h3>2.1 mile Modified NASCAR course</h3>^J<p>^JBeginning on the front straight, Turn 0 is a very fast left-right^Jcombination, with the apex of the right invisible over the crest of a^Jfairly steep hill, which can make the car rather light. (Turn 0 is so^Jcalled because it made its apperearance when the front straight was^Jrelocated off the drag strip. To avoid re-numbering all the stations,^Jthe new first turn was named Turn 0.) It is important to keep as far^Jto the right as possible at the crest of the hill to avoid being^Jpushed out onto the grass on driver\'s left and to avoid slower cars^Jleaving the pit lane on driver\'s left.^J</p>^J<p>^JTurn 1 is a simple, slow left hander. ^JThe only difficulty is getting rid of all the^Jspeed you\'ve accumulated without ^Jdrifting too far to the right on the turn exit since you will need to get over ^Jto the left for the right hander at 5.^JTurn 5 is a simple, late apex right turn.^JIt is important watch for people trying to outbrake you to your right.^JTurn 6 is a very slow left hand turn: apex late and^Jget on the gas as soon as possible, ^Jsince from 6 to 8 is essentially a straight with a curve in it.^JTurn 7 is a  flat-out left.^JThe left-right combination at 8 is hard to get right. In my opinion, ^Jgive up any speed you need to when entering the left-hander in order to get ^Jset up properly for the right. If you are being closely followed, you might ^Jwant to approach the left a little more towards the middle of the track than ^Jusual, in order to give your competitor less room. When exiting the right, keep^Jas far to the right as you can,^Jsince the left side of the track can get slippery ^Jwith dust and marbles.^JTurn 9 is a simple flat-out left and over the bridge ^Jtowards 10.^JWatch for the yellow lights, which perform the function of a yellow ^Jflag.^J(Note to drivers of powerful, evil-handling cars: Please do not blow by ^Jbetter-handling small cars going over the bridge and then sit like a cowpat in ^Jthe middle of the road between 10 and 14. They can do this bit quicker than ^Jyou, and you <i>will</i> get rear-ended.) Apex the left at 10 fairly late and, ^Jagain, try to avoid drifting out too far to the right. The right between 10 ^Jand 11 is best handled as an early apex turn: carry as much speed as you can ^Jthrough it and aim for the apex of 11. You will be able to pass cars that are ^Jtoo far over to the right, trying to late-apex 11 (which is pointless, since ^Jyou\'re virtually stationary anyway).^JCrawl round 11, hugging the kerb, get over ^Jto the left to late-apex the right at 12 and,^Jimmediately, the left at 14 (there ^Jis no longer any straight between 12 and 14) and back onto the main straight.^J</p>^J<h3>1.8 Mile NASCAR course</h3>^J<p>^JThis is essentially the same as for ^Jthe 2.1 Mile course, except that you can exit Turn 1 faster as you need to be ^Jover to the right for the left-hander at 7a. Be careful when going through 7a: ^Jyou are going fairly quickly, and it can bite.^J</p>^J', 'workersGuide', '^J<p>^JThe track has good access from major highways.^JThere is ample space for RV parking and plenty of grass for those who ^Jwish to camp out. For most Club events, there is no designated worker parking ^Jarea. There are also a number of inexpensive motels and eating establishments ^Jwithin a few miles of the track.^JThe corner stations are well equipped and have ^Jlarge gazebos.^JBeing located in Kansas, the weather is highly changeable, so it ^Jis as well to come prepared for anything.^J</p>^J', '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/KS/HeartlandPark.html line 1
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