Race Tips - Performance Newsletter            

from Auto-Ware

January 2013

News -  Announcing Driver Coaching


NFL quarterbacks have coaches, MLB pitchers have coaches and anyone serious about their racing should have a professional coach as well.


"You are an individual, you need individual development based on your strengths and weaknesses. That is why a different approach to Driver Coaching is needed" says Autoware's John Block.



Realize your potential to win with your personal driver coach who guides you through more than just race-craft. Coaching includes everything from physical training and psychology to on track data feedback plus elements of fighter pilot training and industrial process control.


It's also important to make sure the coaching environment addresses numerous human interaction effects. "That is why each driver gets a customized program," says Block "it is not a one size fits all experience."


This is more than just a cookbook recipe on driving, it's thinking so far out of the box that you could never have imagined it, but once you experienced it, you will never look at race driving the same way again.


For more info please  email


Race Tips - Data Acquisition Webinars 



Don't miss the biggest advantage in racing today! Starting the week of Feb 18th you can discover what these people below are so enthusiastically talking about.


'Wow, this one trick in the data is worth the price alone!" IM, GA


"I was somewhat familiar with the Race Studio interface, but I had no idea...You have opened our eyes... Thank you." RS, CA


"At ThunderHill I would say that there is about 1 second contribution from what I learned from the Webinars... This past weekend at Infineon I improved my personal best by over 2 seconds!" (Protected), CA


"I want to thank you for the very informative class... It definitely made me aware of the potential of the system. Up till now, we've used the system mostly as a engine health monitor... and as a very expensive lap timer". AB, NY


Don't miss your opportunity, sign up HERE today


Shop Tips -  Engine Tuner's Tool


At one time or another we have all had to deal with an engine that has a rough idle (and not just a big-cam rough idle). You check the plugs and timing and finding no issue there, you decide it must be a vacuum leak. But, before you grab a can of choke cleaner and spray everything in sight, ending up with a big mess to wipe up, consider this trick.


For finding vacuum leaks I prefer to use my propane tester shown here (plus you can build it for next to nothing). Start with a standard screw-on valve for a small propane torch. Replace the torch tip with a brass fitting and you are well on your way. I like to use a small regulator so I can set the pressure to 6 psi with no gas flowing (at sea level you may want yours lower). When testing for leaks, I see about 1 or 1.5 psi on the gauge. Granted you can use the brass valve to limit the flow, but I like the regulator because there is not such a big blast when starting to test. Next, connect the regulator to an air gun for starting and stopping the flow of gas. On the end of the air gun, use a foot long piece of 1/16" id tubing for probing into tight spaces. Screw a propane bottle on your rig and you are ready to test.


Of course, during a test you need to be careful and not allow a buildup of gas that could cause a fire or worse! With the little tubing and small flow of gas you have more control of your test area. Now, connect your computer to the ECU (so you can watch the trims), fire up the engine and probe those gasket lines for a very clean way to find a vacuum leak. 

Equation of the Month - Front Brake Rotor Temperature 


This month's equation can be used to get a good approximation of front brake rotor temperatures due to applying the brakes. 


FRT = IRT+((((DG*VW*CGH/WB)+FSW)*(IS^2)/29.9)-((DG*VW*CGH/WB)+FSW)*(ES^2)/29.9))/(77.8*RW)) 


FRT is final rotor temp, IRT is initial rotor temp, DG is deceleration G force, VW is vehicle weight lbs, CGH is center of gravity height inches, WB is wheelbase inches, FSW is front statinc weight lbs, IS is initial speed MPH before braking, ES is ending speed mph after braking and RW is rotor weight in lbs.


Wow!  Suddenly that longitudinal G force in your data acq system just got a lot more important.  Try our Data Webinars to see what else you have been missing.

Please pass this newsletter on to your friends and tell them to drop me an email so they can get the Race Tips Newsletter, too.  You can always go to our web site Auto-ware.com and see the previous newsletters.
John Block