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Race Day Info

Pick up your favorite TCMS merchandise and an ice cold Coca-Cola at the
TCMS Shirt Shack.

Coolers Welcome NO GLASS

5:00 Pit Gate Opens

5:30 Grandstand Gate Opens (New of 2015)

6:30-7:15 Hot Laps for the featured class and new drivers

Race to Beat the Track Record (After Hot Laps)

7:55 Heat Races Begin

B-Mains to follow Heat races

A-Mains to Follow B-Mains

*Lost and found is at the TCMS Shirt Shack*
All belongings found will be at the shirt shack for you to pick up.
If you have lost an item you can call 989-316-6804 to check on it’s status.

Restarts: All race restarts (unless race director determines otherwise) will be double file. Leader will choose the outside row or inside row. Second place will start along side of leader in the opposing row that the leader has chosen. Third place does not get to choose and will start inside second row, fourth place outside second row, ect. Second place car cannot beat the leader to the start / finish line of a restart. By determination of only the race director, any racers jumping a restart and/or start and passing before the start / finish line may be docked positions. Drivers are to attempt to stay as they were lined up as best as they can until they reach the start /finish line.

Lineup Procedures: Tri-City Motor Speedway positions the cars for the start of each race based on the driver’s point average. If a driver does not have a point average they will be positioned to the rear of the field or inversion for that night. The point average is calculated by the number of times that driver has races this season and the total amount of points that the driver has accumulated. The top 10 or 12 (depending on the number of heats) will be inverted in the A-Main with the driver that has the highest point average to start to the rear of the inversion.

Engine Claim: Designed to keep the cost of racing down and keep the cars more competitive in the IMCA Modified and Street Stock Classes. After an A-Main, the top 4 cars are required to go to the claiming area. Any driver can claim another driver’s engine, as long as the claiming driver has not been lapped and has competed for the past 2 weeks. An Engine Claim in the IMCA Modifieds costs the claimer $650 and $600 goes to the claimed driver and $50 goes to the track crew to oversee and remove the engine.  The driver claiming the engine must run that engine the next 2 weeks in which that driver competes again.


Racing Glossary

A-Frame: The upper or lower connecting suspension piece (in the shape of an A) locking the frame to the spindle.
Ball Joint: A ball inside a socket that can turn and pivot in any direction. Used to allow suspension to travel while the driver steers the car.
Banking: The sloping of a racetrack, particularly at a curve or corner, from the apron to the outside wall. Degree of banking refers to the height of a track’s slope at its outside edge.
Camber: The amount a tire is tilted in or out from vertical.
Carburetor: A device connected directly to the gas pedal and mounted on top of the intake manifold that controls the air/fuel mixture going to the engine.
Chassis: The steel structure or frame of the car.
Crankshaft: The rotating shaft within the engine that delivers the power from the pistons to the flywheel, and from there to the transmission.
Deck lid: The trunk lid of a stock car.
Driveshaft: A steel tube that connects the transmission of a race car to the rear end housing.
Engine Block: An iron casting from the manufacturer that envelopes the crankshaft, connecting rods, and pistons.
Firewall: A solid metal plate that separates the engine compartment from the driver’s compartment of the race car. .
Frame: The metal “skeleton” or structure of a race car, on which the sheet metal of the car’s body is formed. Also referred to as a “chassis.”
Fuel cell: A holding tank for a race car’s supply of gasoline. Consists of a metal box that contains a flexible, tear-resistant bladder and foam baffling. A product of aerospace technology, it’s designed to eliminate or minimize fuel spillage. A fuel cell holds approximately 22 gallons.
Groove: The best route around the racetrack or the most efficient or quickest way around the track for a particular driver. The “high groove” takes a car closer to the outside wall for most of a lap, while the “low groove” takes a car closer to the apron than the outside wall. Road racers use the term “line.” The groove can change depending on track and weather conditions.
Handling: A race car’s performance while racing, qualifying or practicing. How a car “handles” is determined by its tires, suspension geometry, aerodynamics, and other factors.
Hauler: The truck and trailer that teams use to transport race cars, engines, tools, and support equipment to the racetracks.
Hot Pit: The designated area where cars are required to go to have the crew work on the car during a race. Cars that do not use the Hot Pit will not be able to return to the race.
Horsepower: A measurement of mechanical or engine power. Measured in the amount of power it takes to move 33,000 pounds one foot in a minute.
Loose: Also known as “oversteer.” When the rear tires of the car have trouble sticking in the corners. This causes the car to “fishtail” as the rear end swings outward during turns. A minor amount of this effect can be desirable on certain tracks.
Lug nuts: Large nuts applied with a high-pressure air wrench to wheel during a pit stop to secure the tires in place. All NASCAR cars use five lug nuts on each wheel, and penalties are assessed if a team fails to put all five on during a pit stop.
Quarter-panel: The sheet metal on both sides of the car from the C-post to the rear bumper below the deck lid and above the wheel well.
Restart: The waving of the green flag following a caution period.
RPM: Short for Revolutions Per Minute, a measurement of the speed of the engine’s crankshaft.
Slick: A track condition where it’s hard for a car’s tires to adhere to the surface or get a good “bite.” A slick race track is not necessarily wet or slippery because of oil, water, etc. Also referred to as Dry-Slick
Slingshot: A maneuver in which a car following the leader in a draft suddenly steers around it, breaking the vacuum; this provides an extra burst of speed that allows the second car to take the lead. See Drafting.
Spoiler: A metal blade attached to the rear deck lid of the car. It helps restrict airflow over the rear of the car, providing downforce and traction.
Stagger: The difference in size between the tires on the left and right sides of a car. Because of a tire’s makeup, slight variations in circumference result. Stagger between right-side and left-side tires may range from less than a half inch to more than an inch. Stagger applies to only bias-ply tires and not radials.
Tight: Also known as “understeer.” A car is said to be tight if the front wheels lose traction before the rear wheels do. A tight race car doesn’t seem able to steer sharply enough through the turns. Instead, the front end continues toward the wall.
Toe: Looking at the car from the front, the amount the tires are turned in or out. If you imagine your feet to be the two front tires of a race car, standing with your toes together would represent toe-in. Standing with your heels together would represent toe-out.
Trading paint: Aggressive driving involving a lot of bumping and rubbing.
Transponder: The electronic device which is mounted on every car that scores the car each time it crosses the start finish line.
Victory lane: Sometimes called the “winner’s circle.” The spot directly in front of the grandstands where the race winner parks for the celebration.
Window net: A woven mesh that hangs across the driver’s side window, to prevent the driver’s head and limbs from being exposed during an accident.