The perfect track would put the emphasis on driver skill. It would require the chassis to be tuned to deal with the extremes of turn in understeer, and yet getting the power down as early as possible on the exit. It would have a long straight that comes off a full throttle turn, and low speed sections - but just the right combination to keep the motor a small factor in the speed equation. Increasing radius, and decreasing radius turns, and at least one banked turn. OMC has it all. The only thing it doesn't have is elevation change, but few sprint tracks do.
The track is wide and has plenty of passing area. The pavement is glass smooth and when the chassis is working right, is easy on tires.
For 2003, OMC is the home to several national level races;
July 4-6 US Shifter Nationals - The USSN is simply the US Open of shifters and TAGs. Kind of like a mini-ProMoto with the TAG classes added. If you have always wanted to run a ProMoto but didn't have the budget for it, or if you are tired of running with the same 5 other drivers in your region, this event is for you. Full media coverage including a
Kartweb video production - watched around the world. Details on the USSN. Projected to have 175+ entries this year.July 17-20 KART National Sprint Championships - KART or Karters Racing Triad, is the central US equivalent of IKF or WKA, only a little smaller. This organization has over 16 National Classes ranging from Jr 1 to 125 Heavy with Briggs, Rotax Formula Y, Super Stock Reed classes and more in between. Typically between 160-225 entries.
August 15-17 SKUSA Amateur National Championships - This is the national event intended for those SKUSA regional racers that don't run the ProMoto series. The SKUSA AmaNats is expected to draw about 150 entries.
August 22-24 the SKUSA World Finals - This is the grand finale between the East and West Series where the ProMoto Champions are crowned. Definitely the top pro shifter kart racing event in America as the cream of the crop gather for the most important title to enhance their racing resume. Projected entries in the 150 range.
These four races combined give special meaning for OMC to over 600 Sprint Racers this year, so we thought we would give you a little info on the track to help prepare you.
Track Data
Click here to take a lap around OMC onboard a 125 Shifter from the 2002 World Finals
| The 11 turn
track has a 750' straight, but the best way to describe the track is to
begin at turn (T) 10. T10 is a tight 20MPH right hairpin that takes every bit as early of throttle you can muster without wheel spin. The exit is very crucial as it begins a total of about 925' of wide open throttle. T11 draws many to apex too early or over compensating by apexing too late. Smooth, no scrubbing of speed to minimize the time required to get to T1. Most shifters tend to hit 6th gear just before the Start/Finish and extend into overrev down the straight. A 125 will see about 90 MPH, a Rotax about 81 MPH. If you gear it to go higher top end, it will slow you down on the rest of the track, but a 125 could gain 3-4 MPH. |
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T1 has an alternate (not shown) path about 50' before the T1 illustrated that may be used for 100cc classes.
T1 is a 30 MPH right with an exit about 3' off the outside, less if someone is working on you from behind. The kink is just that and takes a lazy arc to set up for T2.
T2 is wide open throttle and you can hold different lines for passing/defending maneuvers or just plain best speed.
T3 looks lazy but your hurtling a pretty good speed through here. Be aware if someone is trying to get inside you for a pass, it can happen and you can still carry good speed being off line.
T4, T5 is where driver skill begins to take over. T4 is shown as two turns, but it feels like only one (decreasing radius) as you drive through it. It takes a bit of practice and alarcaty but you can brake much later then you would think. You have to really anticipate the line all the way into T7 as you approach T4, as the exit begins a series of decelerations and each turn is really setting up the exit for the next turn. There is one fast way through, but not all karts are on the same line for that fast way. Depends on your set up and style.
Think of trying to carry as much speed as possible through 5 to set up at 4.
T6 is very dependent on how you take T7. T7 is the tightest turn, and takes more braking Things begin to build heat like the brakes and the front tires. T4-T6 puts more heat in the front tires to a point where they get that "greasy feeling" after a few laps. Brakes are warm too so the modulation is just a bit different too. (Not hot like they need added cooling, it would help anyway). Understeer begins to become very noticeable after 3-5 laps on used tires, or 6-8 laps on new tires.
T7 demands gearing to be right and no binding to get the speed you build. Most people late apex it for a fast line, but its not the defensive line as T8 almost is two separate turns, more so then T4. Some folks clip the inside curbing to gain a little more radius, and it helps some avoid binding by getting the inside rear off the ground. That really depends on your style and set up.
T8 is one of the most difficult turns to get right. Its wide open throttle, and with the fronts greasy and the weight shifted to the rear under acceleration, understeer is very prominent. T8 has some banking, and there is a natural line through it - if you push the kart through it by hand it tends to follow exactly the line - if you get the chance too. You also may need to slightly alter your turn in point as the tires warm up as the understeer may left you drift off and dunk a wheel at the exit to the short straight.
T9 is a brake stab turn, and down a gear on most shifters. Again the fast line and defensive line is a little different, since it invites a follower to stuff it on the inside of that turn, especially if the lead kart is just a bit off the line coming into T10.
And there you have a lap of OMC described.
Driver notes:
- OMC is a physical track. A good neck protector is very useful as is a strong neck. Turns 4-8 will fatigue weak neck muscles and can add as much 3-5 seconds of total time in a 20 lap race if you get fatigued. That could be a few positions.
Gearing baseline;
- 125 Shifter - 17/24
- Rotax - 12/77
- Yamaha Pipe - 11/80
Contact OMC/Champion Kart Shop
- Rodney Berryhill - Track Manager
- Brett Berryhill - Shop Foreman
- Dub Berryhill - General Manager