Bridgehamption Race Circuit

     Specifications:

     Length of track                      2.86 miles
     Length of Main Straight-away          3100 feet
     Surface                        Asphaltic Cement
     Steepest Upgrade               200 feet at 7.4%
     Steepest Downgrade            1015 feet at 6.0%
     Minimum Track Width                     29 feet
     Telephone number for The Bridge    516-725-0888

"A Quick Lap with Dennis Macchio at The Bridge"

The Bridgehampton Race Circuit is a fast, 2.85-mile "classic" road-race 
circuit, characterized by fast sweepers, blind turns and significant and 
strategically placed elevation changes. The following is one driver's 
perspective of how to turn a fast lap at this historic race circuit. The start-
finish line is located at approximately the midpoint of the track's longest 
straight, the 3100 foot pit straight. Most cars will be able to achieve maximum 
speed on this straight.

Turns 1 & 2:
At the end of the "pit straight" is a downhill right-hand sweeper, followed 
immediately by another slightly tighter right-hand sweeper. The setup for this 
combination is to stay left on the straight and look for a turn-in point just 
after passing under the bridge. Both sweepers can be taken flat out in most 
cars if properly done. If it is necessary to lift, it should be done under the 
bridge. Alternatively, there is a point between the two sweepers where the car 
gets neutral for a second. A lift for the second sweeper can be done here. 
However, as both turns are fast and downhill, it's extremely important to leave 
the power on, once committed to the turn. Loss of control in this area of the 
circuit is seldom a "minor" incident.

Turns 3 & 4:
After a short chute coming out of 1 and 2, the track flattens out. Turns 3 & 4 
are a fast right-hand combination that is usually done as a single-apex, 
increasing radius turn. A hard stab on the brakes and a downshift are needed on 
the approach. The tendency on this corner is to go in too hot and as a result 
lose exit speed. As the turn is followed by a long straight the proper strategy 
is to give away some entry speed, and be on the power from the moment you turn 
in. 

Turn 5:
The straight between 4 & 5 is a quarter-mile long and bumpy. Most track maps 
don't show it but the straight fades to the left just before the entry to 5. 
The braking zone for 5 also drops away, and the car is always light here. The 
hot ticket is to approach from the middle of the straight, angle toward the 
driver's left, brake earlier than it appears necessary, trail brake slightly, 
and then hard on the power. The apex for 5 is very late as it is a tight, 
decreasing-radius turn. It is also blind from the entry point.

Turns 6 & 7:
A combination uphill left-hander, it can be taken faster than it appears. This 
turn is where proper gear ratio selection is important. Enter the turn from 
extreme right and apex early, using the curbing found at the apex. Get power 
down early, especially in underpowered cars as the hill is long and steep. Turn 
7, which is the second part of this combination left-hander, is flat out, and 
should be taken smoothly to carry maximum speed to the top of the hill. The 
trackout for this turn is at the crest of the hill, and using every bit of the 
roadway is important.

Turn 8:
Between Turns 7 & 8, the track begins to drop off and bends to the left. 
Setting up for Turn 8, which is a flat-out left-hand sweeper, is critical. 
Power must be kept on through this turn. The reward here is being able to 
extend the period of flat-out acceleration that has been carried down the hill. 
This is a very fast part of the track, where smoothness and precision pays 
dividends.

Turn 9:
The kink is followed immediately by a left-hander which requires a moderate 
amount of braking and a downshift. The transition between the exit of 8 and the 
entry of 9 is very short. The trick is to get the car balanced, then do some 
very fast footwork. If you can do it, shift without a clutch. If you screw up 
your footwork here, you will run out of braking zone very quickly. If a 
compromise is necessary, give up the entry to 9, as opposed to compromising 8.

Turn 10:
Turn 10 is a long, right-handed uphill hairpin, that can be done as either a 
single or double apex. The single apex gives up speed through the first part of 
the turn, but allows for greater exit speed leading onto the long straight that 
follows.  The double apex is useful as a blocking line, especially if you have 
a power advantage over your competitor.

Turn 11:
A modest sweeper that is a turn in name only.

Turn 12 & 13:
This combination is the most important on the circuit, as it leads back onto 
the long straight. Turn 12 is a flat-out right-hand sweeper.  Its strategic 
importance is that it makes the setup for 13 very difficult. It is uphill and 
blind. The trick in this combination is to compromise 12 by staying off the 
apex, which allows for a cleaner, smaller radius entry into 13. A very quick 
transition period allows for a stab on the brakes and downshift as you enter 
13. This turn is a fast, uphill right-hander, which should be early apexed with 
the use of a little car rotation, and the benefit afforded by the hill. This 
turn, more than any other, is the key to a fast lap at The Bridge.