FIRST-YEAR RACING WRAP-UP

Compass Racing's first year of racing, as told by Team Principal, and Driver Karl Thomson.

(Originally published in the Porsche Club of America's "Provinz" Magazine.)

To start at the end, it would have been difficult to script a better year of racing. Last fall I made the commitment to move from the sporadic, far-flung series that is PCA Club Racing to CASC-sanctioned regional races.

The reason was simple: to get as much racing as possible with the least amount of travel. Regional racing in Ontario currently runs at Mosport and Shannonville, both of which are conveniently located about an hour-or-so from our cottage. As opposed to being away from Thursday to Monday, as you are in PCA racing (especially if you add in the obligatory test-and-tune), I’d be able to be back for a late dinner almost every night. But more than that, I wanted the thrill of a year-long championship. The idea of competing throughout a season with other drivers, and not just for one, single race appealed to me. Perhaps, having won PCA races at Mosport and Watkins Glen gave me a taste of victory, and I wanted to move on to the “next level”. Regardless, my trusty 944, in Rothmans Cup guise as run by Richard Spenard in 1986 and 1987 was tuned and ready at the first CASC event in early May.I should mention that I’m not one to undertake new challenges lightly, and I was quite concerned when drivers I respect suggested moving to regional races would most likely damage my car. “There are guys driving around in old, beat-up Camaros. They don’t care about wrecking, their cars are so cheap,” came the advice. I’m pleased to say that nothing could be further from the truth. The most damage to my car was self-inflicted (more on that), and I’m keen to tell you that the racing was gentlemanly and of the highest calibre. If you enjoy Driver’s Ed or Club Racing, and want race competitively more than once a year at Mosport, I’d encourage you to enter so»me regional races.

Truly, there’s something for everyone. And I was surprised at how many Porsche Club members race their cars on regional weekends. Many of them actually race (gasp!) cars that don’t display the revered Porsche crest. Now, I’d not go that far, but it was nice to see such enthusiasm, especially from the Vintage crowd, which runs under rules very similar to Club Racing (including the dreaded 13/13). If you want to race, but want to be as close to certain as you can that there will be no contact, Vintage racing is for you. Richard Navin showed up in his MG, Paul Roberts campaigned his open-wheel Lotus, there were a gaggle of 914s in various forms, and Mike Harper continued to hone his skills with his 911SC.

I decided to run two different series each weekend. The GT Sprints feature “bracket” racing, which means you pick a class to run in, and make sure you don’t run faster than the class will allow. In my case, I picked GT-C. I ran hot lap}s of 1:42.1 at Mosport in my last Club Race, and so the break-out time of 1:42 for GT-C was perfect. GT Sprints, because they are time-based, essentially allow any and all modifications to any and all kinds of cars. It doesn’t matter what you drive, just don’t go 1:41.99! Suffice it to say, I raced against all sort of odd metal this year.

I handicapped myself somewhat in GT-C by also running in CASC’s newly-formed Touring Championship. Like many of us, I like the idea that’s been successfully implemented in Speed World Challenge and Grand Am Cup; that is, street cars of comparable power-to-weight ratios racing against each other in a condition that is as close to street stock as possible. When the folks at CASC told me about their new Touring series, I was hooked. That said, by running two series, you use more of the car each weekend, and also are stuck running spec tires used inì Touring, unless you want to swap tires ten times each weekend!

Touring was split into three groups: SGT for tube-frame cars and those on slicks; GT for cars over 3.0 litres or turbo/supercharged; and T for cars like mine under 3.0L. Weight is based on a formula, with my 944 being required to weigh 2,550 lbs or more. As it’s a PCA H-class car (and I want to keep it as such), it weighs about 2,750lbs so it’s more than fine! Top cars in Touring would obviously be the Acura Integra Type-Rs (with 250hp on their 2.0L engines, weighing 2,500 lbs), some VW Golfs and Honda Preludes. As I mentioned, the trick is that GT and T cars all have to run a spec tire: Toyo’s RA1. It’s a good formula that results in very, very close racing throughout the field.PCA members in SGT included Joel Reiser in his 911 RSR and 911 Cup cars, Jim Sullivan in his lovely 911 Cup and Jim Harrison in his radical wide-body 911. Klaus≈ Bytzek showed up with his 911 GT1 for the first few events, but decided to pursue other options as the season wore on. And Mike Mori tried his hand in a slick-shod Toyota Corolla.

In GT, Robert Pacione campaigned his fast 944 Turbo, with Alan Jones vying for honours in his Toyota Supra Turbo. I fought for the title in Touring T, with PCA members Jamie Oliver and Deb Munro. And Jim Kenzie showed up at the end of the season in his favourite Hyundai Tiburon. All told, during the season there were 86 cars fielded in Touring T alone!

The year started well, with my well-sorted 944 giving me the lead in GT-C early on. Despite a very strong year-long battle with Ian Law in his Civic, and fellow rookie Ed Hunt in his VR6 Jetta, GT-C was mine to lose. I finished the year with a commanding lead: after 27 races (there are three twenty-minute sprints each race weekend) I had 531 points compared to Hunt’s 353. Ian Law, who hounded me all year, finished just two √points behind with 351.

Having finished first in class, I was keen to also finish first overall, and very nearly did it. On my last weekend, the 944 developed its only mechanical glitches of the season; in the first race I had a misfire, which damaged the head gasket, resulting in it blowing during the last race. Believe me, huge clouds of white smoke billowing out from behind your car all the way through corner two is no something you soon forget. I soldiered on to finish eighth,  which was not quite enough. Over the full year, my 531 points slid in just behind Rob Racki in his Camaro, with 537. It was very, very close.

In Touring T, I was in the top five all season, but in its current form as an H-class-legal PCA car, my 944 just can’t keep up with SPEED World Challenge-spec Integra Type-Rs capable of turning 1:35’s. I only raced in Touring events that were on Sprint weekends, meaning I missed the two pro races they did. As it was, the fight forº third spot was a toss-up between Cliff Daley in his VR6 Jetta, Perry Ianuzzi’s Sentra and me. Like Sprints, it came down to the last race of the year, with Cliff narrowly beating me and taking the final place on the championship podium. I ended the year fourth in class, which was so much better than I had expected. That said, if I'd shown up to just one of the pro race weekends, I would have had an easy lock on third place; a reminder that just showing up helps to win over the course of a season.It’s true that if I raced in just GT Sprints, I would have finished first in class AND first overall. By racing in both Sprints and Touring, I used up more of the car. But I’m still a driver’s ed guy at heart, and getting the most out of every race weekend is important to me. I’d rather run in both series – doing well in each – than conserve the car and move up a place. After all, it’s not like Roger Penske is hanging out with contracts in hand!

I'm really thrilled with the Regional results. Going in, I had no idea how competitive I’d be in the Sprints or Touring, or even if I’d like the format; the side-by-side racing where contact isn’t appreciated but is allow¥ed. To end the year first in class and second overall in the Sprints (out of 113 cars), with a solid fourth in class in Touring T, is far more than I had dreamt of. And topping it off, CASC awarded me with the Rookie of the Year trophy.

All told, an awesome year. I couldn’t have done it without the amazing dedication and expertise of my crew, Jack Chahenian and the team at Gtek Performance. Thank you, guys! Peter, in particular, drove out to Mosport on extremely short notice (say "immediately") on more than one occasion. My dad, Phil, and pals Ian McQuillan and Ken Kadwell came out to a bunch of events and helped me change tires, add gas and check the oil (which is pretty much the limit of my mechanical expertise).

If you’re enjoying driver’s education and are thinking of going racing, I encourage you to consider CASC Regionals. PCA Club Racing is a great way to compete at far-away tracks, but if – like me – your time is limited, Regionals make a lot of sense. The quality of the drivers is really good, the competition is very close, and – just like PCA – you meet a lot of nice people.

I hope to see even more of our members racing next season.