Driving Trip Through West Virginia (2001)

Since we're all stuck at home during the Coronavirus pandemic, now seems like the perfect time to reach back into the archives and take a look at driving adventures from the past.  The following is a journal I wrote during a three-day driving trip through West Virginia and Maryland back in August of 2001 with my 1992 3000GT VR4.

Day 1 - Home To Days Inn Staunton

184 miles, 3:45pm - 8:45pm

It rained as I was leaving.  Stop and go on the beltway, with heavy downpour.  The further I got into VA, the more beautiful the scenery.  Went over one small ridge apparently.  Incredible view, even with the fog.  250 from Charlottesville to Staunton was incredible.  It was a divided highway, two lanes each way, but the surrounding trees were great and the way the road swept through them looked like a video game.  Going through one small town, it looked like I had just missed the big part of the storm.  Pieces of tree were scattered all over the sides of the road, power was out for about two miles, and it looked like every firetruck and ambulance in the state was there.  Once past that mess (and the accompanying backup) it was a pretty smooth ride to the hotel (just long).

I didn't stop anywhere to eat on the trip, so it was five straight hours of driving.  Right now Papa John's is on its way.  Tomorrow, the highlight of the trip - a trek across West Virginia on one of America's greatest driving roads in a 300 horsepower "near supercar."  Hopefully the weather will cooperate.  It's going to be a long 250 miles if it rains the whole time, although that may be better than 100 degree heat.  I'm planning on waking around 7, relaxing a bit, and getting on the road by 9.  Hopefully that will get me to Wheeling by dark.

Day 2 - Staunton to Wheeling

273 miles, 10:00am - 6:00pm

Today was absolutely incredible.  It has been the single greatest day of driving I have ever experienced.  As soon as I got out of Staunton, the speed limit jumped to 55 and the "maximum safe speed" dropped to 25.  The road twisted up the first mountain with the sharpest turns I have ever seen.  The funny thing was that the local drivers were all going just as fast as I was.  There I am having a blast whipping through the turns and I've got a Saturn behind me keeping up.  So, the first couple hours were spent going up twisty mountain roads, winding down the other side, and coasting through small valleys.  Each break in the twisties found a small town - anything from a couple houses to a string of buildings (usually including a library but missing a police department).  The only time I saw somebody pulled over, it was by a cop (I guess) in an old station wagon.  I definitely got the feeling that I was a long way from the city.

At early afternoon, the road became bigger as it joined up with 50 and 79.  While the view of the mountains was nice, the road was basically a highway and didn't make for very exciting driving.  At this point I thought the most exciting driving was behind me.  While, in retrospect, I think that the first two hours of the day were still the best, the late afternoon drive had the best combination of mountain twisties and outstanding scenery.  The road returned to its usual small windy self after I separated from the major highway running from the Southwest to Northeast.  I shot up the mountain again, no music playing, only the sound of the engine and the tires occasionally voicing their limits.  250 shot up the mountain, usually surrounded by trees on each side, occasionally opening up on one side to reveal a glimpse of the rolling mountain landscape.  The lack of terrific view on these twisties didn't bother me, because the road really only afforded a brief glance to the side every now and then.

After climbing the mountain for about 45 minutes, the trees on each side of the road ended and were replaced by rolling green hillside and the occasional house.  At this point I could frequently see the next several turns, as the road began sticking to a single ridge instead of going straight up and over.  As the road dipped past a set of small houses, the hills and trees to the left side of the road suddenly disappeared, leaving a majestic view of the mountains stretching for miles and miles.  Lining the road on the left was now only about six inches of grass and a guardrail - the earth just seemed to drop straight down beyond that.  Soon later, the scenery on the right matched the left, and I was flying along at the top of this mountain road with nothing but miles of mountains below me on each side.

After a break to take pictures, the road took me back down the mountain.  55 miles per hour, down to 20, turn, up to 50, slow down for a small town, back up to 50.  This pattern repeated several times before I finally caught my first glimpse of Ohio.  A break in the trees gave me a great view of a huge blue bridge crossing the Ohio River.  The mountain stretch for the day was over and it was time to find my hotel.  At this point, 250 was going through towns and making funny crosses/turns where other roads intersected, but luck was on my side and I ended up at my room without taking any major wrong turns.

Tomorrow I head home on Alternate 40.  The weather is supposed to be bad (It was great today).  Hopefully I'll get out before the rain and hit some of the twisties that I have such a fond memory of from our vacation to Deep Creek Lake.

Day 3 - Wheeling to Home

366 miles, 7:30am - 3:30pm

After 830 miles, I am finally home.  I woke up at 6:30 today and was on the road an hour later.  I succeeded in my first goal of the day - making it to my old stomping grounds near 219 before the rain hit.  At about 10:30 I had already left Ohio, passed back through West Virginia, cut across a corner of Pennsylvania, and was riding along the roads that I kept such fond memories of from my vacation in Deep Creek Lake a year earlier.  I was disappointed to find that it was a bit more crowded than I remember, due no doubt to the fact that it was well into the day.  After taking a run through the hills , seeing again the landmarks of my favorite driving memory, I turned back to take some pictures.  This backtracking finally landed me at a McDonald's just as the heavy rain began.  This rain continued into mid-afternoon, finally slowing up considerably and allowing a little bit of fun-filled driving between Cumberland and Hagerstown.  After Hagerstown, I was fortunate to miss Alt 40 and take regular US 40 for several miles.  In trying to rectify this mistake, I took 17 South, one of the twistier roads I saw today and some accompanying back roads.

Allow me to step back to the beginning of the day.  The road out of Ohio was reasonably interesting.  40 took me through some old, small houses in a neighborhood that looked as though it had seen more prosperous times.  After winding through the old neighborhood, the road suddenly shot back up the mountainside.  After going through several miles of mountains similar to those of the previous day, I was in Pennsylvania.  I'm very glad I started on 40 all the way in Ohio because it gave me the chance to see the transition from the old winding mountain roads of West Virginia to the more rolling, sweeping curves I was used to in Maryland.

Final Thoughts

Now that I'm home, I am very tired from 830 miles of driving in three days.  I have gotten a new appreciation for several things on this trip, though.  First is the outstanding natural beauty of this region.  The entire weekend consistently put a smile on my face from the outstanding views.  This weekend has also given me a passerby's view of what life is like in these impoverished mountain towns.  I now appreciate a little more the life that I live and the opportunities that I have.

Last but not least is my car.  This weekend has truly shown the value of a 300 horsepower "Grand Touring" car.  I could easily go gliding along a highway at 60 MPH.  When the time came though, I  clamped the side bolsters to my body, popped the suspension into sport mode, and gunned through the mountain twisties like a true sports car.  At the end of the day, I did not feel the slightest bit sore, although I was a bit tired mentally.  It was also great rolling through the towns of Hancock and Wheeling and seeing my car make people's heads turn.  Three days ago I took my car for granted and even began disliking it for its kinship with the import tuner scene.  If this trip did nothing else for me, it reminded me that my car is not in the same breed as the civic.  The 3000GT VR4 is a powerful beast that can climb mountains with ease, comfortably soak up miles of highway, and take on drenched roads and pouring rain - a good car to spend all of a kid's money on.

This trip was about more than just my car, though.  It was about driving.  In the last two days I took on two of the greatest driving roads in America.  There is nothing like the thrill of shooting up and down mountain roads with the gorgeous mountain scenery in the background.  250 and 40 were advertised as great driving roads.  I have driven them, and I am thoroughly satisfied.

SCDA High Performance Drivers Education

After doing almost no motorsports of any kind since my BMWCCA HPDE in 2016, I finally made it back out onto the track for another HPDE - this time with the Sports Car Driving Association (SCDA) at New Jersey Motorsports Park (NJMP). It was my first time driving on this track, my first time driving with the SCDA, and my first time driving a Spec Miata, and it was an absolute blast.

The Car

A major factor in why it had been a few years since getting onto a race track is due to the punishment I put my daily driver through when I used my BMW for my last HPDE. Although that event fee wasn’t huge, the service costs for oil changes, brakes, tires, etc. made for a very expensive trip. Plus, I had a general feeling afterwards that I had taken a ton of life off my BMW that weekend. Since then I’ve been looking for a way to get on track without having to use my daily driver (now an Alfa Romeo). Fortunately the SCDA works with Rosmar Racing to do Spec Miata rentals for their events. Most of the people there were using their own cars (a mix of people’s daily drivers and dedicated track cars), but myself and one other guy were sharing a Spec Miata from Rosmar. I had read about Spec Miatas being a pretty widely available option for rentals, so I was excited to try one myself.

Driving the Miata was pretty straightforward. The hardest part was getting in - there’s a full roll cage that you have to climb over and through to get into the driver’s seat. There’s also a removable steering wheel to make getting in and out easier, except that I kept forgetting and banging into it trying to get out of the car with it still attached. I was a bit nervous about driving on racing slicks for the first time, since I had heard the line between massive grip and completely letting go is much narrower than with normal grooved tires. The first few laps I took it easy building up speed. Once I started pushing a bit more in spots where I was willing to risk sliding around a little, I was pleasantly surprised to find the oversteer completely manageable.

The Driving

At the start of the afternoon, the track was still wet in a lot of spots from the heavy rain the previous night. For the first session they sent us out under full course yellow for the first couple laps. It was nice that there weren’t very many cars on track because I never felt like I was in anyone’s way while I was gradually building up speed. About halfway through the session, a car up ahead of me spun coming out of one of the faster corners. They were back underway by the time I got there and didn’t appear to take any damage, but it was still a reminder of why to take it easy in the early going.

The track gradually dried out throughout the afternoon and, as I learned the track and the car more, I felt comfortable building up the speed I was taking through each corner. A few times I felt the car get a bit loose as I was braking hard while starting to turn into one of the tighter corners, or when I was trying to accelerate out of one of the corners that was still wet. It was easy to correct the oversteer though and I never felt like I was on the verge of a full spin.

For my fourth session, I was really feeling the track and feeling great about attacking the corners a bit more, but a full afternoon of track time meant I was out of fuel. After a couple laps I brought the car in to fill up. Someone working with SCDA was very nice to have the fuel ready and waiting for me so I didn’t even have to get out of the car. Still, it took over two minutes of sitting there just to add five gallons and it felt like an eternity compared to the sub-3-second pit stops you see on TV in Formula 1.

The Track

Having my last session interrupted by the pit stop wasn’t great, but overall I really enjoyed my time on track. One of the highlights of the day was how fun the Thunderbolt Raceway at NJMP was to drive. There’s a ton of runoff all over the place and very few blind sections or weird “gotchas” waiting to ruin your day if you make a mistake. The only two tracks I’ve driven to compare it to are Lime Rock Park, where The Uphill corner has big elevation change and a concrete wall at right along the track edge, and the Shenandoah Circuit at Summit Point, with a crazy banked Karussell corner waiting to pitch you into the tire barrier if you get the entry wrong. By comparison, NJMP’s Thunderbolt track seemed to invite you to drive faster and faster without as much risk of a huge shunt just from messing up at the wrong spot.

The Group

Of all my track experiences this was the least formal and least crowded. There were no classroom sessions and very few instructors doing ride-alongs with any of the participants, even though it was billed as “High Performance Drivers Education.” The interactions I did have with the SCDA folks and with other drivers were all positive and it felt very laid back.

From a logistical standpoint the day couldn’t have worked out better. I was able to leave home at a reasonable time in the morning for the two hour drive to get to the track by lunchtime, race all afternoon, then drive another hour to Atlantic City for dinner that evening. Also the fact that I was able to pack in four 20-minute track sessions into a four hour event is incredibly time-efficient by motorsports standards.

I’m sure events in the warmer months and events that allow novices to sign up (this event was only Intermediate and above) are much more crowded and involve more time waiting around off-track, but I wouldn’t hesitate to go to another SCDA event in the future.

Fun

I went into this track day with a few goals in mind - try out a Spec Miata, drive within my ability, and have fun.

The Spec Miata was great and is definitely an option I’d look into for all future events. It was awesome driving away from the track in my new (to me) Alfa Romeo knowing I didn’t put all that wear and tear on it.

I was also happy with the safety margin I kept during my driving, improving my lap times throughout the day but with a measured approach that never made me feel like I was taking on more risk than I was comfortable with.

The third goal - having fun - may seem like an obvious and easy “yes,” except that it’s been an aspect weirdly missing from my previous track days. In the past I have been laser-focused on performing to the maximum of my ability, as if preparing for some imaginary racing career in the future. Whether it was the lack of having an instructor in the car this time constantly evaluating my driving, or just the new perspective of realizing my sporadic HPDEs are my “racing career,” I was able to avoid being so intensely focused on lap time and actually enjoy the moment.

Between the track layout, the car, the logistics, the people, and most of all my mindset, this was finally a track day where, both during the event and afterwards, I had an overwhelming feeling that this is fun.

Goodbye BMW, Hello Alfa Romeo

After spending what felt like way too much money over the last few months maintaining my 2008 BMW 335i, I finally decided it was time to replace it.  My search criteria was very similar to when I bought the BMW in the first place - 4 seats, 4 doors, comfortable enough for commuting duty but fun enough for the occasional twisty back road or possible autocross day.  Surely, I figured, this is what the BMW 3 series is made for.  I test drove a couple cars, and they seemed fine, but it's hard to tell much from a short spin around the block with a salesman.  Then, with my list of used F30-generation 330i's and 340i's researched and ready to check out - probably less than 24 hours away from owning another BMW - I started reading the reviews.

It started with https://www.motortrend.com/cars/bmw/3-series/2017/2017-bmw-330i-first-test-review/, which talked about the comfortable ride but a distinct lack of driving enjoyment.  A couple of the most damning quotes were that "the driver is no longer the focus. They've lost the plot," and "it's time to kill the 'Ultimate Driving Machine' association with this brand."  Maybe BMW wasn't the no-brainer I thought it was.  But if not a 3 series, then what?

Some searching on 2017-era comparison tests (where used cars in this segment fit nicely in my price range) yielded https://www.motortrend.com/cars/alfa-romeo/giulia/2017/alfa-romeo-giulia-bmw-330i-audi-a4-mercedes-benz-c300-cadillac-ats-jaguar-xe-lexus-is-200t-volvo-s60-comparison/ and https://www.cars.com/articles/luxury-sports-sedan-challenge-is-the-bmw-3-series-still-best-1420695984144/.  The Alfa Romeo Giulia, which I shamefully admit I had never even heard of before now, was listed as the best driver's car in the bunch.  Instead of spending the next day choosing from a long list of available used BMWs, I drove over 100 miles all over Maryland just to test drive two of the incredibly few used Giulias in the area.

Thankfully, it was a quick search.  Driving the Giulia confirmed everything I had read about it being a great driver's car.  Surprisingly, it even seems to handle the bumps with more poise than my BMW did - a relief since I was worried that I'd be sacrificing a lot of commuting comfort in the name of driving excitement.  The salesman at Criswell Alfa Romeo Maserati was great to deal with and the car they had, while not a perfect match for every option I might have wanted, was close enough to go ahead and pull the trigger.

In the week since I purchased the car, I couldn't be happier.  It's plenty comfortable enough for commuting duty, but then flip the switch to "dynamic" mode and the thing comes to life and is just an absolute joy to drive.  It's also fun having such a unique and interesting car.  The design inside and out, while not sports-car awesome, is still so much neater than the other small luxury sports sedan options.  And - I own a car made in Italy!  How cool is that!

If there's one potential fly in the ointment, it's the concern about future reliability.  Some people in online forums have posted about their "love-hate relationship" with their Giulias and talked about how frequently they've had to bring their cars in for fixing various things that keep breaking.  There are even certain features of the entertainment system that just don't work and so far have no fix from Alfa Romeo.  I suppose some of these are just the quirks that you sign up for when buying a low-volume Italian car instead of something from BMW or Audi or Mercedes.  I picture this as being similar to choosing a classic car.  Only time will tell just how much my patience for these quirks and (hopefully) minor issues will get tested over my time with the Giulia.

For now, I'm loving having an Alfa Romeo and having a car that's unique and fun to drive.  I can't remember the last time I wanted to jump in my car and go find a back road somewhere.  It's great having that joy for driving back and I'm excited to see where the next several years with this car take me.

BMWCCA High Performance Drivers Education

Brake. Turn-in. Apex. Track-out. For as much as every racer has these four steps of every turn running through their blood, it's been over ten years since I've been able to experience them on a real race track at speed. That finally changed over the Sep 10-11 weekend when I attended the NCC BMW CCA's High Performance Drivers' Education (HPDE) held at the Shenandoah Circuit at Summit Point Motorsports Park.

HPDE

For the unfamiliar, an HPDE is a driving school where you drive your own car in on-track sessions and skidpad sessions with an instructor riding along. Passes on track are only allowed in specific passing zones and with a point-by from the car being passed to help ensure everyone stays safe. Theoretically the focus is on car control skills that will help you even when you're away from the track. In practice, it seemed to vary between instructors focusing on daily driving applicability and others focusing purely on driving a racetrack quickly and safely.

Saturday

My weekend started with a skidpad session Saturday morning - my first time ever on a skidpad. The instructor was hoping to practice both understeer and oversteer but my car only wanted to oversteer (I think I had my rear tires over-inflated). Still, it was a lot of fun getting to practice detecting and correcting oversteer. The hardest thing was letting the car slide further out and then getting used to just how much and how quickly you have to get your hands around to catch it.

Immediately after that was my first track session of the weekend. It took a few laps to learn the track - especially with how many blind turns there at Shenandoah. I had a hard time at first getting used to where to go when another car was passing me. I was so used to lapped traffic in Formula One moving off-line to allow faster cars to pass. In the HPDE though, you treat it more like a real pass for position, where the car being passed stays on-line and the passing car goes off line to execute the pass.

During the classroom sessions throughout the weekend, it became obvious that everyone else in my group (the second of four student groups, ordered by estimated speed on track) had a lot more track experience than I did. I was the only person in the group who had never been on any of the tracks at Summit Point. I think I was also one of the only people in my group driving a bone-stock daily driver as my track car. One of the classroom sessions even focused on the yearly maintenance you should be doing to help keep your car track-ready. As someone who does zero work on my car myself and will probably make it to maybe one track event every year or two going forward, I felt pretty out of place.

Despite the disparity in track experience though, I seemed to hold my own just fine on track with the B group. Between track sessions, my instructor took the time to go over the track map with me in more detail and discuss adjustments I could make to go faster. I also spent some time quietly driving the track in my mind and thinking about where I wanted to be through each turn. It must have paid off because pretty quickly it felt like I was doing a lot more passing instead of getting passed.

One of the really interesting aspects of the weekend was the track "exercises." On Saturday we did a "no-brakes" exercise where you coast into each turn and take the turn as fast as you can without having to touch the brakes. It was crazy hard to overcome the muscle memory of hitting the brakes during the approach to the turn. Once I got used to not braking though, it was amazing to see how much speed you could take into a turn and then have it scrub off as you squeal the tires around the corner.

Unfortunately, the no-brakes exercise would be my last time on track of the day. A brake warning light came on prior to the session, and while inspecting the brakes afterwards I noticed a bubble in the sidewall of one of the tires. My first thought was that my weekend was over, but I managed to find a Merchant Tire in Winchester that had a replacement tire. It wasn't the exact same tire, but it was close enough get me back on track Sunday which was a huge relief.

Sunday

Sunday morning's track session, despite the mismatched tires, turned out to be my best of the weekend. It started off a bit strangely - a few laps into the session my car went into "limp mode" and I had to come back into the pits and cycle power to reset it. When I went back on track, everyone else was already up to speed and I really went into attack mode. I had the tires squealing through every turn. I was consistent lap to lap too, which meant it was a lot easier to make small adjustments lap to lap to improve corners since the approach speed and car placement were the same each time.

When the checkered flag came out, my instructor had glowing praise for how well I took every section of the track. He was really happy with how well I implemented all the adjustments we had talked about. He was also impressed that I didn't let the car going into limp mode rattle me and mess up my head for the rest of the session. The session certainly felt great to me, and it was awesome hearing that the instructor was happy with how I was doing.

After my great morning session I didn't push the limit quite as much the rest of the day. My car went into limp mode yet again (later I would find out it was a boost pressure issue) and the brake pedal started feeling a little squishy at times. As my confidence in the car declined a little, I tried to drive easier on the car but I had a hard time doing that and still keeping the pace up through the turns.

The exercise for Sunday was an "off-line" exercise where you practice staying off of the racing line. It was a lot of seat-of-the-pants driving where you're just going off of feel and your best guess at how fast you can take a particular route through a turn, since you can't rely on the same kind of repetition you have when you've learned the racing line. I feel like I did pretty well moving the car into weird sections of the track, but I was surprised at how challenging it was to go back to taking the proper racing line after all that off-line work.

Prior to my group's last track session on Sunday, we learned that an A-group driver went off at the karussel and rolled his car. It's a hairy spot on the track because there's such a sharp edge at the top of the banking, so if you put a wheel over then you're basically guaranteed to go into the wall. Fortunately nobody was hurt in the wreck. The instructor in our classroom session had already stressed that, with cars and brains tired, you shouldn't be going "ten tenths" in your last track session of the weekend. The roll only helped to reinforce that point. My last session was indeed deliberately pulled back from the limit, and it was satisfying to close out the weekend without any scary moments or off-track excursions.

What I Learned

I was really happy with the quality of the instruction at the school and with how well I drove. I was nervous going into the weekend that I would be one mistake away from sending my car off track and into a wall somewhere. Luckily that wasn't the case! In fact, I was able to build up speed and learn the track in what felt like a safe manner. Even when I was really pushing the limit, I was able to notice and correct mistakes without ever feeling like I was in danger of going off track. I certainly still have a healthy fear of wrecking, but I was pleasantly surprised at how much buffer it felt like I had on track.

Another take-away from the weekend was just how much it felt like I was punishing my car. By the end of the weekend, the brakes were feeling weird, the brake warning light was on, I had ended up in limp mode twice, and I had replaced one of the tires. Overall it felt like my car wasn't set up for track work in the same way that a lot of other cars there were. And even though the event itself was relatively inexpensive, the shop work before the weekend and after the weekend turned it into a much more expensive weekend than I was expecting.

The weirdest thing coming out of the weekend was that it wasn't more "fun." Given how much I love racing, I was surprised that my on-track time wasn't just absolute heaven on Earth, and I've been trying to wrap my head around why that might be. I think part of it is getting used to the risks involved in motor racing - both to the car and to myself. It was also a little weird driving on track and not having the immediate feedback of lap times (though I've since gone back and calculated lap times from the GoPro videos). I think the biggest thing though was how focused I was on learning and doing well that I forgot to have fun.

One of the best parts of the weekend was having my wife and 4-year-old daughter there to watch me drive. It was so cool that they had fun watching me on track and I feel really lucky that my wife is so supportive of my hobby. This was also our first time in Winchester and we loved it. All three nights we went to Old Town and got dinner and walked around. It was like a great little vacation surrounding the track days and I'm sure we'll be back.

What's Next

As the days have gone by since the HPDE, I've found myself longing more and more to get back out on track. Public roads now seem so slow by comparison. But how best to get track time?

One option is to go to more HPDEs, but set up my car better for the track - mostly track pads and dedicated wheels/tires. This is probably the cheapest option. The biggest drawback is that the HPDEs are still an environment based mostly around learning, which seems kind of pointless if you're never going to get to apply that learning outside of the "classroom" (even if the classroom involves driving 110mph on a racetrack). Maybe knowing what to expect and not being quite so laser-focused on the learning aspect would make it more fun though.

Another option is to buy a dedicated track car, or to partner with some other racers on a track car. The biggest downside of this option is the big up-front cost of buying a car that has no use outside of the track. Plus with no desire to wrench the car myself, I'd be signing up for paying some shop even more to keep the track car in proper shape.

A third option is to do some track time or races with Skip Barber. The biggest advantage there is that you don't have to own your own car or worry about any maintenance costs whatsoever. The huge downside is cost though, with race weekends running close to $4,000.

Currently my plan is to maybe do a couple more HPDEs over the next several years as my minuscule racing budget allows. If I can manage to set aside enough money, maybe there's even a Skip Barber MX5 race somewhere in my future.

Final Thoughts

Even though this weekend was an eye-opener for just how expensive the sport is, it's great to have broken back into track driving in some form. The last time I was on track prior to this weekend was in 2003 in a Formula Dodge with Skip Barber - 13 years ago! While I've spent the intervening years video game racing, indoor karting, and doing autocross, there's just no replacement for the feeling of actually being on track.

There's something about that sequence of approaching a corner at speed, turning in and hitting the apex with the tires singing, and rolling back onto the throttle as the car tracks all the way out to the curbing that is just beautiful. The flame has been reignited, and I can't wait to go back.

loveofdriving on YouTube

I'm very excited to announce the new loveofdriving YouTube channel! Since getting my GoPro last year, I've been to two autocross days (well, technically three) and two indoor karting sessions. I uploaded a little bit of each of those events on the new chanel. I also uploaded videos from the two times I did the Gotham Dream Car Sprint.

In addition to the new YouTube channel, I went back and edited the old posts here at loveofdriving.com to include the videos. You can find all posts that contain videos by clicking "Videos" on the "Posts by Label" widget on the right or by clicking here.

Enjoy!