Getting Started in Racing: My Perspective
Recently, a few people reached out asking how to get into racing and do what I do. First, I’m genuinely honored that anyone would think to ask me that question! There isn’t an easy answer, and my story is probably a bit atypical compared to most.
Although the two certainly overlap, I see myself as having two primary roles: driver coach and data/performance engineer. I won’t go into the long story of how I started racing, but I will say this — nothing compares to the firsthand experience of driving a race car in competition when it comes to understanding what a driver is going through. That perspective is invaluable for both coaching and interpreting data.
In my opinion, the hardest part of driving a race car quickly is the mental aspect. There’s a lot happening inside the cockpit and plenty of adversity to deal with. The drivers who manage that adversity best are the ones who succeed. Adversity can be as minor as a failed cool suit or as major as being hit at the start of a race. The single trait every racer needs to succeed is perseverance.
A big part of being a driver coach is helping drivers navigate those challenges — sometimes between sessions, and sometimes over the radio while they’re on track. Keeping the driver focused on the task at hand and reminding them what to work on is key. Providing immediate feedback while they’re driving is one of the most valuable things a coach can offer.
I don’t want to minimize the coaching role, because a good coach is truly invaluable. However, the role of a data/performance engineer brings an entirely different set of responsibilities. There are numerous data and video systems, each with its own quirks. Many of the cars I work with use AIM systems, so proficiency with AIM RS3 Analysis is essential. But I also work with cars that use MoTeC I2 (such as the Mustang Challenge cars) and Magneti Marelli’s WinTax (used in the Supra GT4). I’m comfortable in all of those, but the Porsches I work with run Cosworth Pi systems, so I’m now becoming fluent with Pi Toolset and Pi Toolbox as well.
On top of that, many cars use RaceLogic VBox HD2 camera systems, so familiarity with VBox Video (for scene overlays) and Circuit Tools (for data/video analysis) is a must. And by the way, Circuit Tools 3 is out now — if you haven’t used it yet, give it a try. It’s much more intuitive and capable than version 2.
Honestly, I learned most of this by using it. There are tons of helpful YouTube videos, especially for AIM RS3. One of the best ways to learn RS3, MoTeC I2, or Pi Toolbox is by working with simulator data. All of these systems support iRacing, and Pi Toolbox is now iRacing’s official analysis software. Personally, it’s not my favorite — in my opinion, it’s the most complex of the bunch — but it’s worth understanding.
One of the most important skills for a data/performance engineer is the ability to write math channels. These are simply formulas that help you extract meaningful insights from data. There are many functions available, and even now I don’t know them all. The key is learning how to combine them to answer the question that helps make the car faster — or at least keep it running through the race.
Two of my favorite resources that explain math channels well are:
– A Practical Guide to Race Car Data Analysis by Bob Knox
– Analysis Techniques for Racecar Data Acquisition (Second Edition) by Jorge Segers
Both books are excellent, and Jorge Segers’ webinars (if still available) are also highly recommended.
Today, it’s possible to earn a motorsports engineering degree, which is probably the best entry point into the field. That option didn’t exist — at least not in the U.S. — when I was in college. Programs like Formula SAE (where students design and race their own cars) are also fantastic ways to gain real experience. I would have loved to do that!
For those of us past the college stage, there are excellent online courses available:
– ChassisSim offers a very technical and comprehensive course by Danny Nowlan.
– The MIA School of Race Engineering provides excellent instruction, often from current or former F1 engineers.
– High Performance Academy (HPA) also offers practical and useful courses.
– Currently, I’m taking an F1 Performance Engineering course from the National Motorsport Academy. It’s well done, although naturally more tailored to F1-style dynamics than the GT and touring car teams I typically support.
The key point is to never stop learning — technology in motorsport evolves rapidly, and staying current is essential.
All of this knowledge means little if you can’t help the driver and car go faster. Time is always limited between sessions, so being prepared is crucial. Having data worksheets ready in advance helps, but the real skill lies in identifying the single change that will make the biggest improvement for the next run.
Later, when there’s time, you can dig deeper into the data. Finding those “golden nuggets” — small insights that truly improve performance — is one of the most rewarding parts of the job.
The hardest part, though, is getting your foot in the door. I don’t recommend volunteering for a pro team — motorsport is full of professionals who rely on their income, and unpaid labor can be seen as undercutting them. However, volunteering for a club racer is a great way to learn. I crewed for someone for four years before I began racing myself, while still holding a non-motorsport job.
Once you’ve gained experience, show what you’ve learned to teams in SRO or IMSA. Many teams operate across multiple series and classes, and the motorsport world — while large — is also small enough that word of mouth carries weight. Do great work, make a difference for the people you support, and your reputation will grow naturally.
If you can do that, you’ll succeed in this industry.
Good luck in your racing journey!