What is the resolution for a change in ride height?
How much will an engine tuner change their target lambda by?
Camber and toe changes tend to fall in what range?
-5° to +5°
And what increments do we change them in?
What is the operating range for engine temperatures?
80°C to 85°C
How much do we alter the angle of attack of the rear wing?
What is the tolerance on a go/no-go gauge?
Tire pressures - what do they get adjusted by?
What is the accepted error on ignition angle?
How much extra fuel do you carry?
Ballast can be moved in what size increments?
How much over the boost limit will get you disqualified?
How much can you win or lose a race by?
Don't think a change is too small, that it is insignificant. That change is what makes you win.
It is the accumulation of tiny changes, of the slightest improvements, that make the difference between first place and everyone else. Being prepared to make adjustments on the micro scale will show itself in the results on the macro scale. It separates those who win from those who compete.
And you only show up at the track to win.
Never to just compete.
One of the main draws of motorsport is just how varied your career can be. I have countless friends from university and from the working in motorsport that belong in every engineering discipline imaginable.
One of my closest friends from university works as an engine designer. Although he rarely gets to a track, he has a passion and a talent for Computer Aided Design. He is visionary and works towards progressing the engine technology in race cars. This will ultimately have a direct impact on road cars.
And he loves his job.
I have a friend who specialize in chassis development, working with 6 poster kinematics and compliance rigs. He finds the tiny nuances in a racing car and help reduce the variability in the dynamic performance. The detail to which he can look in to your chassis and suspension is unbelievable.
And he loves his job.
I have a friend who works with tires. Yes tires. She can tell you exactly what your car is doing out on the track by looking at the sticky rubber stuff. Her ability to read the behavior of the car and explain what can be done to improve it is remarkable. Its a black art that she is well on the way to mastering.
And she loves her job.
Specializing in motorsport should not be something to shy away from. Quite the opposite is true. Specializing opens up the world to you and your skillset becomes far more desirable. When you start out soak up all the knowledge you can, and use that knowledge to decide where you want to concentrate. Do you want to be a designer? Do you want to be an aerodynamicist? How about a race engineer? Or a strategist? Maybe you would like to work in hospitality or public relations? You could perhaps go in to driver coaching, chassis development or engine tuning?
The list is literally endless.
Pick a specialism that appeals to you and apply yourself to be the best you can be at it. Become the person with a reputation in the field of your choosing. If you try to be a master of all trades, you will fail. No one ever is. It is the people who are good at their niche that really excel in motorsport. It is only by specializing that you will be able to freelance; no one hires someone who claims to be able to do everything!
I am a data engineer. And I have plenty of friends who are also data engineers. I get to work with a huge variety of cars and teams, finding the secrets to performance in the squiggly lines on our laptops. I get to travel all over the world to help teams decipher what the black boxes on the cars are trying to tell them. I have worked on boats in Missouri, motorbikes in France, hypercars in the UK and I'm not close to being done.
And guess what?
I love my job.
Find out more about Specializing in Motorsport in the Starting on Pole book, available here.
Tom is an engineer working his way through the motorsport industry, sharing stories, anecdotes and lessons to help new engineers coming through the ranks.