Up On The Wheel

Flying has always been on the list of things I would rather avoid. Of course, any dream destination becomes possible due to the miracle of modern flight. The travel aversion is derived from being in a cramped space that always seems to have the amenities a finger tip out of reach. Control is taken and as passengers, the drink cart is either too far away or bashing into the back of your already cramped elbow. Cocktail please!


While traveling from Seattle to Orlando for the 2011 Performance Racing Industry Tradeshow, I had a bucket load of time to experience the choices made by the engineers of the new Boeing 737 that was to carry us from point A to point B. Throw in the point C detour through New Jersey and internal debate time allowed me an eternity to wonder what engineers consider as the definition of “comfortable”. Plane engineers are forced to make compromises as their stock market driven corporations need to squeeze in extra seats striving for every penny that can pour into the profit column. The cramped space is an issue. But, the real problem is the loss of control. Somehow, my plane seat clarified my understanding that drivers must feel in control in order to win. I will say the plane engineers did a bang up job making sure the jet engines were attached securely to the wings.

My bonus Jersey Shore extended travel time provided ample opportunity for me to think about how to help drivers feel in control of their in car surroundings. Being bolted down to the seat like the Statue of Liberty on Ellis Island certainly defines a loss of control. Lady Liberty has been strapped down a long time – I hope she is happy with her position. Like airline travel, race driver amenities are predetermined and comfort choices are decided as soon as the belts are pulled tight and the engine roars to life.

The glare off my in flight TV was accentuated by the screaming 4 year old in front of me that made sure to shake the headrest TV screen straining my ability to absorb the commands of Captain Kirk yelling at Scotty that he needed “More Power”. Kirk must have been a crew chief in a former life. My poorly positioned in flight TV can easily be compared to gauges in a racecar. Mounting gauges so they can be seen at 150 MPH with an intuitive glance is a little more important that watching reruns of overly dramatic actors in Hollywood. Then again, drivers do sign autographs and smile for the camera while saying how much they love everyone. So, perhaps the red carpet at driver introductions is about the same as the content on American Idol where Ryan Seacrest waited in fear of the Simon ambush that came every week. The comparisons are endless – Bush race competitors attacking doctor’s makes for racing’s version of reality TV. Long live the “E” network.

All race team members are backyard engineers. Lucky teams are graced with college educated engineers. When building a car, are you just placing the gauges where they look good or are you considering the viewing angles and importance of each gauge?

Prioritizing gauge position is a choice that goes beyond centering them on the sheet metal dash.

An easy gauge mounting tip is to strap the driver’s helmet to the seat in race position. Needed safety devices prevent drivers from moving their heads from side to side. With the helmet strapped in place, tape a string to the center of the visor or tear off and tape the other string end to the dash. Place the dash side string where it runs straight from the helmet shield field of vision making sure the line of site is maintained throughout the steering radius. The most important gauge goes in the priority position and is located so a steering wheel spoke never blocks the drivers’ view of the gauge. Make sure the string stays straight through the turning path of the steering wheel. Follow the same routine with a second string for gauge 2 and mount the priority 2 gauge in a fashion that allows clear vision with an instant glance. If compromises must be made, make the required compromises on priority gauge 3 and 4. Running a string from the helmet location to the dash will show you, in advance, the line of site obstacles that you must overcome – and the string method can save you from drilling 2.5” holes in the wrong spot potentially destroying new sheet metal due to short cutting the planning process.

To keep your diver in control, switch panels need to be within easy reach. With the driver strapped in, all switches need to be ergonomically placed so the driver can instinctively activate all switches instantaneously. Red Flip Up Aircraft covers are mighty handy if your team is hit with the misfortune of a stuck throttle. Sudden losses of oil pressure benefits from a Flip Up switch cover potentially saving you thousands in repair costs. Even a 1/10th of a second time savings can save a pile of money if the driver can hit that switch cover quickly when the oil pressure drops. In the event of an on track mishap, ignition switches and start buttons need to be located for quick and natural operation. All switches need to be well marked. Often, drivers get into multiple types of cars and well marked switches are a must. Knowing, instinctively, the function of each switch falls in the safety category and mounting switches within easy reach is an area where compromise is a flagrant foul that is easily remedied by any backyard engineer.

Aircraft Switch Covers help drivers to instantly turn off their cars in the event of a stuck throttle or sudden loss of oil pressure. Easy access can save equipment and improves safety. A quick flip can save severe engine damage. Rubber coating on the switches seals out moisture and dirt, helping the electrical system to work when it matters most.

Battery disconnect switch location is vital as well. Often, I have seen team members turn on the main power switch as a poor mounting location puts it out of the reach of the driver. In the event of a wreck or fire, drivers need to turn off the battery power quickly so mounting location must be within easy reach of the driver.

A red handle makes finding the battery disconnect switch easier for track saftey workers. Large engraved On/Off letters identify the off position clearly so safety workers and crew members can visually see the power is off in the event of trouble. Isolating the battery during the week helps to ensure that your battery maintains a full charge.

All series should mandate a common battery disconnect mounting location that is easily accessible by outside track safety workers. We race for fun and something as simple as the battery disconnect switch location should be “engineered” verses being placed where it is just easy. Utilizing a 2 pole battery disconnect switch is highly advised and really is a requirement if you run an alternator. Turning the red handle to the off position on your battery disconnect should shut down electrical power to the entire car. While these things seem simple, their importance grows when you have been around racing for your entire life. After many years in the industry, safety issues can and do happen to people you know and incidents are not just headlines in a racing paper. Thinking out the battery switch location takes little time. Cultivate an environment that makes safety a priority for every team member regardless of their experience.

A sealed 2-Pole Battery disconnect switch keeps dirt and moisture out of switch. The small terminals are designed to disconnect alternator power and the large terminals isolate your electrical system from the main positive lead on the battery for safety.

As I write on the plane, my laptop battery is fading. I am past deadline and must get my writing done on this flight. Luckily, this plane has a power outlet to keep my laptop working. I know the outlet is down there but, I find myself fumbling around trying to get my cord plugged in and the outlet location is, well it is “awkward” to say the least. It is fantastic that there is a power outlet close by and I am happy I am not limited to 2 hours of laptop battery power. Still, how can an engineer pick the location for my nearest outlet in a spot that would be illegal in 15 states? Somehow, the outlet is between the legs of the woman next to me? Even though I know the outlet is there, getting my cord plugged in is extremely difficult. Plugging in my cord between the legs of a woman next to me couldn’t have possibly been the only way available outlet location on this big plane?

I asked the nice skirt clad lady to plug the cord in for me. It is taking her awhile. It’s ok, the show is much better than the in flight movie on my baby shaken glared filled screen, I have the entire flight in front of me for my red face to return to normal. Since we land in New Jersey, maybe this is my unplanned audition to replace “The Situation”? Really, an engineer with a college degree could only think of placing the outlet where Hugh Hefner keeps his frequent flyer miles? While entertaining, I think we as backyard engineers can use the airplane outlet example to lay out our cockpits for optimal use.

For drivers to win often, they need to feel in control. Their hands are on the steering wheel for the entire night. Locating the steering wheel in perfect position will give your driver the feeling of control. Adjusting the steering wheel is a time consuming effort and every team should find the perfect steering mounting position for their star driver. Steering wheel spacers can easily be installed and close tolerance steering wheel disconnects are mandatory. A solid steering system, free from slop, connects the driver to the track and pure feedback increases speed and reduces fatigue. Steering wheel spacers are built in a variety of thicknesses and even small quarter inch increments can be the difference that creates optimal feel and control. I always recommend large 17” steering wheels, mounted close to the chest to reduce back strain. 15” wheels are quite common. Adding even an inch in diameter reduces strain and helps drivers to stay fresh. Performance is improved if teams spend the time to visualize mounting the steering shaft properly.

Mounting your steering wheel in a comfortable position keeps your driver there at the end. Spacers come in a variety of thichnesses allowing your team to fine tune the steering wheel position. Even if you driver ate too many hamburgers during the week, you can quickly change the spacer for optimal comfort.

An adjustable steering column mount makes it easy for drivers to adjust the wheel while they are right in the seat. Column mounting experimentation allows the driver to find the best angle and wheel position. An angle adjustment may require another try with bolt on spacers. Trial and error coupled with minimal effort and teamwork will provide needed driver comfort.

A bolt on steering column mount is adjustable side to side and up and down. Drivers can make quick adjustments while they are sitting in the seat so that they can dial in the column position perfectly.

A leg support bolted to the steering column gives your driver a comfortable place to rest their leg. On a long race the effort required to hold the weight of a leg for 150 laps increases fatigue. Comfort here provides needed energy that can be used elsewhere helping your driver win more races. The G forces on left hand turns are handled easily with a well positioned padded leg support.


Along with size, drivers need to decide what creates the best feel. If you go to a dirt track 99% of the steering wheels will be uncoated and drilled for weight savings. Dirt drivers insist on lightweight everything. Even the added weight of rubber coating on their steering wheel effects performance. Tradition dictates no rubber coated wheels on dirt.

When dealing with Asphalt teams, it is rare to see a steering wheel without a rubber coating of some sort. The rubber provides added grip and the tacky feel gives drivers the control they need. Vibrations are absorbed and chassis feedback through the steering column is enhanced. The standard on asphalt includes the use of rubber coated wheels and the opposite is true on dirt. I sometimes wonder if dirt and asphalt teams should experiment to see if they can learn from other forms of racing. You never see coated wheels at a dirt track and you never see bare aluminum wheels at an asphalt track. Maybe it is time for the different groups to see what the other side is thinking?

Coated wheels are common on asphalt tracks and a tacky grip helps drivers to maintain control. Dirt cars rarely use rubber grip wheels and most often go with bare aluminum for ultimate weight savings. Maybe the two groups of racers should get together and discuss why they take the opposite approach. I think sharing information between dirt track and asphalt teams would open up an entire new area of learning for both groups.

When your dream destination is a road that circles about until the wind unfurls a checkered flag directing your team to Victory Lane, then taking time to understand the decisions that created the non-stop winning route will keep you on schedule to repeat the journey. Engineering to win is simply a compilation of choices that provide the individual ideas needed to propel groups towards consistency. Small steps guide predetermined construction elements that produce a winning routine. Planning reveals the path to your desired destination. Once your team sees the winning path, engineering to win becomes the programmed norm and the desire to win is transforms competing into a tradition of winning.

Go Forward – Move Ahead

Jeff Butcher

12/1/11