SyKart Indoor Racing Center

 

Go kart racing has fascinated most of us since the 1950s. Racing go karts is a cheaper and less risky alternative to other type of motor racing. It is minor form of motor racing and is a great way to learn and improve driving skills before advancing to the auto racing circuit. Therefore its popularity is increasing day by day. Go kart racing quickens the reflexes and increases car controlling ability of a driver and improves instant taking decision power.

 

Go Kart racing is has undoubtedly become a popular sporting activity amongst people of all age groups. Young and enthusiastic race lovers often spend their free time engaging with Go Kart. Go kart provides thrill of riding a motor vehicle an inch off the ground at 30-35mph. Go-kart driver gains adequate knowledge and experience about different technical aspects of driving as well as motor racing. Out of several advantages of indoor Go Karting the most prominent is that weather can’t stop you and prevent you from having the time of your life.

 

Sykart is indoor racing centre and provides the most intense fun you can have inside. It is a ideal place for for team building exercises, client entertainment, off site staff meetings, Christmas parties, fundraising and those special milestone celebrations and even Birthday Parties. It’s a place where you and a friend or your company, can enjoy competitive racer without diminishing the fun loving, excitement and racing atmosphere. Sykart Indoor Racing Center is the premiere location in the northwest for indoor karting.

 

Established in our Tukwila, WA in November of 1999 Sykart is indoor racing centre, opened a new location off Hunziker Rd. in Tigard, OR in 2003. Its surely one of the best possible options available for Indoor Racing, walk-in racing, corporate team building events, birthday parties etc. With 3,000 sq ft private lounge it is able to accommodate small groups as well as large. Sykart remains open seven days a week, 11am to 11pm Monday through Saturday and Sunday from 11am to 10pm.  At Sykart indoor racing centre no reservations are needed so you can enjoy seamless thrill with indoor Go karting.


Sykart is your indoor racing headquarters. Whether it’s just you and a friend or your company, we cater to the competitive racer without diminishing the fun loving, exciting, racing atmosphere. Experience the thrill of fast indoor go-karting, the most intense fun you can have inside.

 

 


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The Sport of Endurance Racing

Article by Brenda Williams

Automotive racing began, as a speed competition to see which make of car was the fastest. It was a powerful marketing tool for automotive manufacturers as the one with a winning car could expect dramatic increases in sales. Later, however, another form of motor sport developed, the endurance race. It differed from earlier events in that it was designed to test not just speed, but also the dependability of the machine. This competition would determine many factors about a car. Could it hold together when driven continuously at high speeds? Could it do this over public roads? And could it do this in both nighttime and daytime? The one important difference between endurance racing and other motor sports is the requirement for driving at night.

The first endurance competition was held in England as the first event on the newly completed closed circuit track, Brooklands. The race was sparked by Selwyn Edge, a British Napier dealer, who publicly announced that he and his team would drive continuously around the track for twenty-four hours at sixty miles per hour without a rest stop.Edge was able to accomplish this. However, his achievement aroused the anger of the residents living near the court. The result was the innovation of The Double Twelve. In this event, drivers would race on one day from eight in the morning until eight at night. The cars would then be locked in for the night to be sure there would be no attempts at maintenance. They would race the following day, again from eight until eight.

In 1923, the Automobile Club of Sarthe in France established the first 24 hours of LeMans. It began on May 26, 1923 at four in the afternoon and ended at the same time on the following day. This competition differed from Brooklands in that part of the race was on public roads. Supposedly the desire to establish the dependability of headlights played a leading part in the organization of the event. While headlights, like many other accessories are taken for granted today, they were in their babyhood back then. With the exception of the World War II years and 1936, this is now an annual event. However, when LeMans was the scene of one of motor sports’ worst accidents in 1955, some regulations were changed and new ones implemented to improve safety.

The United States also organized endurance races, notably the 24 Hours of Daytona and the 12 Hours of Sebring. Over the years, these two races together with the 24 Hours of LeMans have come to be recognized as the most challenging of all and have earned the designation of ‘The Triple Crown.’ A Porsche 962 was the last car to win it in 1986. However, in 2003, Daytona made significant changes in the regulations and it is now impossible, because of the new car rules, for one racing car to claim the Crown. However, a driver can still win all three events and the first one to do this was the famous American racer, A. J. Foyt.

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my second installment of race car crashes, includes alot of australian motor racing crashes and around europe, from all forms of motorsport, ENJOY!!!!
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To Win With a Broken Wing – Reminiscences of motor racing past

Article by Duncan Drye

In the late 1980′s the final round at Silverstone of a national sports car championship was approaching. Only one other driver was capable of denying me the title. Throughout that season’s races the ‘points’ lead had see-sawed between us. The coming weekend would be the decider – first or second on Sunday afternoon would also be our final title positions.My problem was there was no difference between us. Whilst both our cars suited different venues, the Northampton circuit favoured neither of us. In terms of ability there was nothing to separate us. My rival had a very slight edge in respect of raw ability, but he was more temperamental. He had the tendency, in situations of extreme stress, to make mistakes, whilst I was more prone to the same mistake during a “boring” race.Throughout the season I had capitalised on his weakness – to such an extent that coming into the final stages I was driving under a formal caution from the authorities for “winding him up.” Regardless of the tactic I planned for this weekend, it must be subtle – I was skating on very thin ice and did not want risk a post race inquiry and subsequent exclusion.In Saturday’s practice I adopted my usual tactic. I would set an early pole position time and then wait in the pit lane whilst we monitored the other leading drivers’ times. Should anyone pip me, then I would go out again for a further three laps – one to warm up, a second to regain pole, then a final one to slow down and return to my vigil. In the final seconds of the session, as I sat helmeted in the pit lane, my rival set a blistering lap, far faster than any of his previous. His tactic was perfect, he stolen pole position and left me with no time to respond. At tomorrow’s start he would have the coveted inside line into Copse; this was the first, very fast right hand bend, at the end of the start line straight.That night I sat in my transporter and racked my brains for a solution to the problem. If he just drove “his own race” and dominated the racing line, there was nothing I could do but follow him into second place. My sole hope was that I could repeat the tactic that had worked for me many times that season – to pressure him into making a mistake. By looming large in his mirrors throughout the race, my headlights boring into the back of his helmet, I might just force a misjudgement.I sat and considered this option, I suddenly realised that he had stolen the small advantage the difference in our personalities granted me. As all my moves were now being scrutinised by the race stewards and observers, in the event of any contact between our cars, the weight of any doubt would favour him. The pressure was now firmly on me.Realising there was nothing more I could do; I decided to clear my mind prior to an early morning start. Moving to the front of the transporter, I switched on the TV. Scrolling through the channels, I settled on a wildlife programme. It featured a bird called a Plover which had evolved an interesting technique with which to protect its young. When threatened by a predator, it lured the attacker away by mimicking a broken wing. As I watched the bird using the lure of an easy meal, I realised that I may have the solution to my tactical problem – perhaps I could win by driving slower!Race day dawned warm and dry. At the end of the warming up lap, the field formed on the grid. I took my place on the front row on the outside of the track in the second place slot. All the lights turned green. We both made perfect starts and as we braked to line up for the first bend, I slotted tight in behind him. As we powered into the short next straight I was just inches behind, the nose of my car was tucked underneath the tail of his. Our eyes met in his mirror.It was the same all around the circuit. At every braking point, in every corner and at each straight it was as if we were linked by an invisible cord. Sometimes I would feint to the left, or right, but my rival would sense my move and without leaving the racing line, would move imperceptibly to cover my moves.The only exception was on the straight before the finish line. On each lap, at around the midway point, I would gradually drop back. Not by a lot, just enough to allow a gap of around twenty metres to open up between us. Gradually I sensed that my rival was reacting to the lack of pressure imposed at that particular section of the circuit. This was manifested by a very minor extension of his braking point. Whilst under my intense pressure he was hitting the brakes at the 150metre marker, as the gap developed this gradually opened out to 200metres. I put myself into the mind of my rival – he believed I had a problem. Around most of the circuit he thought I could compete on an equal footing. He would not care about the nature of my problem – the relief he experienced on every lap was everything, a chance to check the dials, take the tension out of his muscles, flex the tendons of his hands, and take a breather.The last lap arrived and we both knew I had to make my move. As soon as we entered the lap I acted as if in desperation. At every corner jinking out of his slipstream, out braking manoeuvres to try to steal the lead. But he held the racing line, forcing me to take the longer and slower route. Without the scrutiny of the official observers, he knew I would have nudged him. He felt secure within their protection.At the midpoint of the last straight he sat on the right hand side of the track, firmly on the racing line, dominating the perfect line for the last corner.This was the moment: Had he really believed my “wing” was broken? The next few seconds would tell! I aimed to his left; at the 200 metre point I would have my answer. Precisely at the marker his brake lights lit up.I shot past him and hit my brake pedal 50 metres later, my hot tyres teetered on limits of adhesion. I slung my car to the right under viscous braking, missing the front of his by inches, to steal the racing line. There was no gap between us as we both slid perilously close to the grass on the exit of the last corner. 300 metres ahead the chequered flag was held aloft. From the finish line perspective we must have appeared as one car. Then my rival flicked out from behind and began to draw level. But I held the shorter racing line. As soon as he was beside me, committed to the outside route to the flag, I began to drift towards him and gaining vital inches – making his longer route just that crucial bit longer.With only a fraction of a second separating us I took the chequered flag.

Duncan Drye 31.12.09http://www.amazon.com/-/e/B002YQLQEM

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theflyinglap.com ‘The Flying Lap with Peter Windsor’, Wednesday at 1800 UK.
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