Dusty corners Desert raceTrack
Modified Losi Lasernut U4 in action!
Welcome to the Dusty Corners Desert Racetrack page on our website!
Located on the west side of Las Vegas, Dusty Corners is carved into a small vacant desert lot tucked away in the corner of an undeveloped parcel of land between a few commercial buildings and home developments.
From the start, my goal was to blend our unique desert landscape into a racetrack designed to push RC buggies and trucks to their mechanical limits.
Rather than working the land smooth and then building up features and obstacles, we carefully worked with the natural features of this desert area, preserving plants and rocks, and incorporating a small wash running through the middle of the track. The desert landscape is a harsh and unforgiving environment, and this track is no different.
Dusty Corners is exceedingly rough and technical, forcing a measured driving style and thoughtful approach to produce good lap times and escape with only minimal damage. This track batters chassis, shatters A-Arms, and systematically destroys the bearings in drivetrains.
A unique aspect to the track is that it’s constantly changing; it’s never the same track from week to week. Each lap slowly erodes the dirt away, exposing new rocks embedded in the track. We leave these rocks in place until either an impact from a vehicle dislodges them or they become so treacherous that we remove them for safety.
Located on the west side of Las Vegas, Dusty Corners is carved into a small vacant desert lot tucked away in the corner of an undeveloped parcel of land between a few commercial buildings and home developments.
From the start, my goal was to blend our unique desert landscape into a racetrack designed to push RC buggies and trucks to their mechanical limits.
Rather than working the land smooth and then building up features and obstacles, we carefully worked with the natural features of this desert area, preserving plants and rocks, and incorporating a small wash running through the middle of the track. The desert landscape is a harsh and unforgiving environment, and this track is no different.
Dusty Corners is exceedingly rough and technical, forcing a measured driving style and thoughtful approach to produce good lap times and escape with only minimal damage. This track batters chassis, shatters A-Arms, and systematically destroys the bearings in drivetrains.
A unique aspect to the track is that it’s constantly changing; it’s never the same track from week to week. Each lap slowly erodes the dirt away, exposing new rocks embedded in the track. We leave these rocks in place until either an impact from a vehicle dislodges them or they become so treacherous that we remove them for safety.
Surrounded by nature, Dusty Corners is a hidden oasis for racing.
Dust becomes deep in the corners (hence the name) from the vehicles ripping around the turns, and frequent watering is necessary to reduce dust pollution and keep the ruts to a minimum.
While watered, the track's surface remains soft and does an excellent job in catching a wheel and flipping over your vehicle.
Surrounding the track are mounds of dirt and rock excavated during the initial layout of the track. This extra rock and dirt is used to mark the track boundaries, with some pieces of rock weighing in excess of 30lbs. Losing control and running off the track into one of these rocks usually ends your day. Alongside the larger rocks, there are smaller chunks of rock kicked up from the vehicles and then raked aside between heats.
Vegetation around the corners helps stabilize the soil, and we water these to keep them healthy and growing, especially since the buggies and trucks plow into the from time to time.
I believe Dusty Corners easily satisfies the description of a Rock Racing track, such as U4RC, but with an emphasis on sticking with the natural environment. Testing, tuning, and racing on this track reveals many aspects of a vehicle, showcasing both strengths and weaknesses, and giving a good overall look as to its desert racing capabilities and overall durability.
It’s only a matter of time before this land is sold off, with developers bringing in their bulldozers to erase all of our hard work. Until then we will enjoy the track as much as possible and learn what we can about our desert buggies and trucks, and how best to set them up and race in our challenging conditions.
While watered, the track's surface remains soft and does an excellent job in catching a wheel and flipping over your vehicle.
Surrounding the track are mounds of dirt and rock excavated during the initial layout of the track. This extra rock and dirt is used to mark the track boundaries, with some pieces of rock weighing in excess of 30lbs. Losing control and running off the track into one of these rocks usually ends your day. Alongside the larger rocks, there are smaller chunks of rock kicked up from the vehicles and then raked aside between heats.
Vegetation around the corners helps stabilize the soil, and we water these to keep them healthy and growing, especially since the buggies and trucks plow into the from time to time.
I believe Dusty Corners easily satisfies the description of a Rock Racing track, such as U4RC, but with an emphasis on sticking with the natural environment. Testing, tuning, and racing on this track reveals many aspects of a vehicle, showcasing both strengths and weaknesses, and giving a good overall look as to its desert racing capabilities and overall durability.
It’s only a matter of time before this land is sold off, with developers bringing in their bulldozers to erase all of our hard work. Until then we will enjoy the track as much as possible and learn what we can about our desert buggies and trucks, and how best to set them up and race in our challenging conditions.
Getting low heading into Turn 2.
Creating this section on the website allows me to dive deep into the track details, showing you a blend of photos, videos, and supporting text in order to convey a level of understanding as if you were here with us on the track.
During a vehicle review, such as with the currently underway review of the Lasernut, when I talk about how a specific buggy or truck handled a tricky corner or terrain feature, you will easily be able to visualize that particular spot. This way I don’t need to bog down into track details in the review, but simply reference this section for additional information.
One thing you will notice right away in this section is the use of plain English to describe various aspects of the course. There are many racing-specific terms that describe a track’s features, but most of these terms are unknown outside of automotive racing enthusiasts. Subsequently I will defer to using a simpler description of the feature, but will add in technical terms when appropriate.
After much consideration, I have chosen to break down the track description into the corners and straightaways, focusing on the specific details in that area.
All of the video collections are edited to play at a slower speed, allowing you to see some of the suspension movements of the vehicle. At full speed, the vehicle races by and many of these details are lost.
The videos were filmed during practice sessions on the track and edited for clarity. They do not always show the best or most aggressive line, but more focus showing different approaches and the results.
During a vehicle review, such as with the currently underway review of the Lasernut, when I talk about how a specific buggy or truck handled a tricky corner or terrain feature, you will easily be able to visualize that particular spot. This way I don’t need to bog down into track details in the review, but simply reference this section for additional information.
One thing you will notice right away in this section is the use of plain English to describe various aspects of the course. There are many racing-specific terms that describe a track’s features, but most of these terms are unknown outside of automotive racing enthusiasts. Subsequently I will defer to using a simpler description of the feature, but will add in technical terms when appropriate.
After much consideration, I have chosen to break down the track description into the corners and straightaways, focusing on the specific details in that area.
All of the video collections are edited to play at a slower speed, allowing you to see some of the suspension movements of the vehicle. At full speed, the vehicle races by and many of these details are lost.
The videos were filmed during practice sessions on the track and edited for clarity. They do not always show the best or most aggressive line, but more focus showing different approaches and the results.
Desert Track overview
Losi Lasernut working hard around Turn 4.
Dusty Corners desert race track is tight and short, approximately 65 yards wide and 25 yards deep, with a mild slope running from west to east. Snaking through the middle of the course is a small wash, moving from west to east.
This wash only receives water during major rains, but for most of the year the wash is bone dry.
There are seven distinct corners on the track; four hairpin turns, one wider (double-apex) turn, and two basic corners. Along with those turns are two straightaways, two dips caused by the wash’s path across the track, and a gentle curve (chicane) where the starting line is located.
The track is run counter-clockwise with an average lap time 20 seconds, as long as you can keep all four tires on the bottom for the duration of the lap.
Covering most of the track is a fine layer of dust; a byproduct of the extended drought conditions and constant erosion from the vehicles. A mixture of gravel and small rock are intermixed with the dust, while larger rocks poke out from underneath and are firmly anchored in the track’s surface. Loose rock is raked to the side frequently as they are dislodged by the vehicles, but most rock smaller than 2” in size is not removed from the track.
Where possible, the vegetation has been left in place. Dead plant material has been cleared away and extra rock has been used to support some of the corners where the underlying soil is eroding at a fast rate.
Ruts and brake bumps are left in place until vehicles start rolling too frequently in that specific location, but in some situations such as Turn 1, they are left in place and considered a natural hazard that the driver just has to accept and work with.
This wash only receives water during major rains, but for most of the year the wash is bone dry.
There are seven distinct corners on the track; four hairpin turns, one wider (double-apex) turn, and two basic corners. Along with those turns are two straightaways, two dips caused by the wash’s path across the track, and a gentle curve (chicane) where the starting line is located.
The track is run counter-clockwise with an average lap time 20 seconds, as long as you can keep all four tires on the bottom for the duration of the lap.
Covering most of the track is a fine layer of dust; a byproduct of the extended drought conditions and constant erosion from the vehicles. A mixture of gravel and small rock are intermixed with the dust, while larger rocks poke out from underneath and are firmly anchored in the track’s surface. Loose rock is raked to the side frequently as they are dislodged by the vehicles, but most rock smaller than 2” in size is not removed from the track.
Where possible, the vegetation has been left in place. Dead plant material has been cleared away and extra rock has been used to support some of the corners where the underlying soil is eroding at a fast rate.
Ruts and brake bumps are left in place until vehicles start rolling too frequently in that specific location, but in some situations such as Turn 1, they are left in place and considered a natural hazard that the driver just has to accept and work with.
|
Go Pro Video
The video to the right shows two full laps at medium speed on the track. This was mounted on the Losi Lasernut |
|
Losi Lasernut dropping down the Stairwell into Turn 3.
At times larger rocks are excavated from the track’s surface, and the remaining holes are backfilled with dirt.
The exception to this one area we call “The Stairwell.” This section is the transition between Turn 2 and Turn 3, where there is a substantial elevation drop into the wash.
Large rocks have been removed from the track area and the voids were only partially filled in, giving the look of steps cut into the small hill. These voids along with the sudden elevation change, coupled with a slight off-camber lean make this a very tricky line to hit.
The driver’s pits are located on the southwest side of the track, providing a slight elevation advantage to see the vehicles when they run. Because the track is unofficial, we are unable to build an elevated wooden platform for drivers. Some drivers chose to stand in the bed of a truck for better viewing angle, but it’s not necessary.
Like any outdoor environment, there are natural hazards as well. Rattlesnakes, scorpions, and large spiders are something to keep an eye out for and avoid if possible. This is another reason why some drivers elect to stand in their trucks! Anytime we visit the track, we perform a safety walk to check for snakes or any other slithery hazards present.
With the general overview complete, it’s time to jump into the details.
The exception to this one area we call “The Stairwell.” This section is the transition between Turn 2 and Turn 3, where there is a substantial elevation drop into the wash.
Large rocks have been removed from the track area and the voids were only partially filled in, giving the look of steps cut into the small hill. These voids along with the sudden elevation change, coupled with a slight off-camber lean make this a very tricky line to hit.
The driver’s pits are located on the southwest side of the track, providing a slight elevation advantage to see the vehicles when they run. Because the track is unofficial, we are unable to build an elevated wooden platform for drivers. Some drivers chose to stand in the bed of a truck for better viewing angle, but it’s not necessary.
Like any outdoor environment, there are natural hazards as well. Rattlesnakes, scorpions, and large spiders are something to keep an eye out for and avoid if possible. This is another reason why some drivers elect to stand in their trucks! Anytime we visit the track, we perform a safety walk to check for snakes or any other slithery hazards present.
With the general overview complete, it’s time to jump into the details.
Sitting Ready at the starting line.
Starting Line
The starting line is directly in front of the driver’s area, placed in the middle of a wide section of the track that gently curves to the right, feeding into Turn 1.
In technical terms, it’s actually a chicane forming between the last turn, Turn 7 and Turn 1.
Initially this area was rough with a thick layer of loose rock, but since most of the rock fragments have been raked aside and underlying dirt watered heavily, working it into a reasonably smooth surface of hard-pack dirt.
There are depressions and pockmarks in the surface as evidence of the large rocks being removed and partially filled in. On race day, the high speed of the buggies and trucks push deep ridges into the outside edge of this curve. At low speeds these ridges and depressions are easy to navigate, but at full speed the curve feels much tighter and at times the ruts will grab the edge of an outside tire and flip the vehicle into the pile of rocks lining the edge of the track.
The starting line is directly in front of the driver’s area, placed in the middle of a wide section of the track that gently curves to the right, feeding into Turn 1.
In technical terms, it’s actually a chicane forming between the last turn, Turn 7 and Turn 1.
Initially this area was rough with a thick layer of loose rock, but since most of the rock fragments have been raked aside and underlying dirt watered heavily, working it into a reasonably smooth surface of hard-pack dirt.
There are depressions and pockmarks in the surface as evidence of the large rocks being removed and partially filled in. On race day, the high speed of the buggies and trucks push deep ridges into the outside edge of this curve. At low speeds these ridges and depressions are easy to navigate, but at full speed the curve feels much tighter and at times the ruts will grab the edge of an outside tire and flip the vehicle into the pile of rocks lining the edge of the track.
|
Starting Line / Chicane Video
Short compilation of five passes with the speed slowed down in the middle to show some detail. |
The best approach is to stay on the throttle and cut the curve shallow to the inside, creating a relatively straight line into Turn 1.
It’s also a decent passing zone and if you can swing wide and deep into the corner, all while maintaining control, you can launch hard out and swing around the outside of the buggy in front of you, then cut back hard to the right in Turn 1 and drop underneath them. It’s easier said than done. |
|
Turn 1 Video
Short compilation of six passes through Turn 1. Played at 70% speed. |
Turn 1
Turn 1 sits a dozen yards away from the starting line and shows up fast if you’re carrying speed from the previous lap through the starting area chicane. Making Turn 1 interesting is that as you start the turn on the main path which is just right of the centerline, you’ll immediately encounter spots of loose rock covering the rutted surface. These rocks are of no concern if you’re running the corner alone and favoring just off of center, but when passing on the outside, things can get rough. |
Losi Lasernut cutting tight inside Turn 1.
The rocks are large enough that no tire / foam combination will find adequate traction at speed, giving you the steering sensation of rolling over a sheet of marbles.
If you are diving into this with some speed or trying to pass, you’ll be forced to drift to the right and off the main line of the track, hitting this loose section around the edge. It’s better to drop speed and hold more towards the center, enter the corner and then get back on the throttle.
Exiting Turn 1 feeds you into the first straightaway heading towards Turn 2.
If you are diving into this with some speed or trying to pass, you’ll be forced to drift to the right and off the main line of the track, hitting this loose section around the edge. It’s better to drop speed and hold more towards the center, enter the corner and then get back on the throttle.
Exiting Turn 1 feeds you into the first straightaway heading towards Turn 2.
Lasernut Launching out of the dip on Straightaway 1 and into Turn 2.
Straightaway 1
Straightaway 1 is the first elevation change of the track, leading down into a dip at the base of Turn 2. This dip is a small reworked section of the natural wash, where we removed a few of the larger pieces of stone and rounded the transition.
The track narrows as you head down the straightaway, and the soft fine dirt billows up behind the vehicle.
We have been working on getting this watered before the races because it’s easily to lose your car in a cloud of dust if you’re not leading the pack.
Once at the dip, you are either set on the correct line, which is favoring the right edge of the track and has a gentle curve of up the dip, or you’re on the inside left and things will go poorly for you. Running hard into the left side will have you slamming into a steep transition up into Turn 2, smashing you chassis into the embedded rocks of the track.
Usually at this point you launch up the dirt ramp into Turn 2 and lose control, overshooting the turn and ending up in the bushes, off the track. If you slam the brakes in the dip, the suspension decompresses in the rear and flips you over.
The best move is to favor right, lift on the throttle and let the vehicle enter the corner, returning to the power.
Straightaway 1 is the first elevation change of the track, leading down into a dip at the base of Turn 2. This dip is a small reworked section of the natural wash, where we removed a few of the larger pieces of stone and rounded the transition.
The track narrows as you head down the straightaway, and the soft fine dirt billows up behind the vehicle.
We have been working on getting this watered before the races because it’s easily to lose your car in a cloud of dust if you’re not leading the pack.
Once at the dip, you are either set on the correct line, which is favoring the right edge of the track and has a gentle curve of up the dip, or you’re on the inside left and things will go poorly for you. Running hard into the left side will have you slamming into a steep transition up into Turn 2, smashing you chassis into the embedded rocks of the track.
Usually at this point you launch up the dirt ramp into Turn 2 and lose control, overshooting the turn and ending up in the bushes, off the track. If you slam the brakes in the dip, the suspension decompresses in the rear and flips you over.
The best move is to favor right, lift on the throttle and let the vehicle enter the corner, returning to the power.
Losi Lasernut sticking the landing into Turn 2.
Turn 2
The second turn of the short desert track is a flat, wide left turn littered with rocks and covered in loose, soft dirt.
The outside right edge of the corner is a mixture of small and medium sized rocks sitting loose on the hard-pack dirt beneath.
Flying too fast into the turn will result in a nasty understeer and usually send the buggy in a straight line off the course.
The up side is that unless you nailed the line through turn #1 perfectly chances are you haven’t built up enough speed to make a steering correction terribly difficult. A slight lift on the throttle and you can easily hold the main line through this corner.
I tend to come off the power just before the dip and just roll the first part of the turn so I can get a good line to drop down the Stairwell.
While the corner’s generous dimensions allow for you to mash down on the throttle if your line is solid, launching out of the apex can be problematic as the track quickly drops down into a steep, chunky descent into one of the few straight sections on the track, this one called The Stairwell.
The second turn of the short desert track is a flat, wide left turn littered with rocks and covered in loose, soft dirt.
The outside right edge of the corner is a mixture of small and medium sized rocks sitting loose on the hard-pack dirt beneath.
Flying too fast into the turn will result in a nasty understeer and usually send the buggy in a straight line off the course.
The up side is that unless you nailed the line through turn #1 perfectly chances are you haven’t built up enough speed to make a steering correction terribly difficult. A slight lift on the throttle and you can easily hold the main line through this corner.
I tend to come off the power just before the dip and just roll the first part of the turn so I can get a good line to drop down the Stairwell.
While the corner’s generous dimensions allow for you to mash down on the throttle if your line is solid, launching out of the apex can be problematic as the track quickly drops down into a steep, chunky descent into one of the few straight sections on the track, this one called The Stairwell.
|
Turn 2 Video
The Tekno DT-48 testing out a few lines on Turn 2. Total of seven passes in this video. Played at 70% speed. |
|
Losi Lasernut dropping down the Stairwell into Turn 3.
The Stairwell
As the name suggests, the exit of Turn 2 drops you down a steep, narrow, and uneven stretch of loose dirt and rock directly into Turn 3, located at the base of the wash.
There are two things which make this straight section tricky. First is the low visibility the driver has of the vehicle due to the vegetation growing around the track, slightly obscuring the driver’s view.
Staying true to desert track racing, we left as many natural features in the area as possible, and this includes a few inconveniently located plants.
The second aspect is that the rapid descent unloads the suspension and the uneven surface causes the vehicle to excessively bounce and the front tires to lose traction, resulting in an uncontrolled understeer into the wash’s bottom.
Like most washes in the desert, the built up soil is loose and intermixed with larger rocks sticking up through the surface like malicious speed bumps waiting for your arrival. You’ll know when you’ve hit one of these embedded rocks when you see a sudden “popping-up” of the buggy accompanied by the nasty sound of the aluminum chassis slamming into the rock. It sounds very much like a foul-tip baseball off an aluminum bat.
As the name suggests, the exit of Turn 2 drops you down a steep, narrow, and uneven stretch of loose dirt and rock directly into Turn 3, located at the base of the wash.
There are two things which make this straight section tricky. First is the low visibility the driver has of the vehicle due to the vegetation growing around the track, slightly obscuring the driver’s view.
Staying true to desert track racing, we left as many natural features in the area as possible, and this includes a few inconveniently located plants.
The second aspect is that the rapid descent unloads the suspension and the uneven surface causes the vehicle to excessively bounce and the front tires to lose traction, resulting in an uncontrolled understeer into the wash’s bottom.
Like most washes in the desert, the built up soil is loose and intermixed with larger rocks sticking up through the surface like malicious speed bumps waiting for your arrival. You’ll know when you’ve hit one of these embedded rocks when you see a sudden “popping-up” of the buggy accompanied by the nasty sound of the aluminum chassis slamming into the rock. It sounds very much like a foul-tip baseball off an aluminum bat.
|
Stairwell and Turn 3 Video
Losi Lasernut dropping into the Stairwell into Turn 3 for a few passes. Six passes are 70% playback speed. |
Picking the right line to attack the Stairwell is very much based on your speed and line coming out of Turn 2, which in reality is an even blend of intentional driving and pure luck.
If you enter the Stairwell on the inside left edge, closest to a lovely trio of Yucca plants, the downward slope is at its steepest, full of divots and loose rocks. The better line is to favor the right side for a smoother descent and less rock. The only downside is that the right edge is loose with rock and about three inches deep with fine, dry dirt. These slow the buggy down quickly and bog down the tire as you make the turn. |
Losi Lasernut digging deep into the loose soil and rock of Turn 3.
Turn 3
Dropping in from the Stairwell, Turn 3 is tilted outwards and down to the left, away from the next turn, resulting in what’s known as an “off-camber” turn.
This kind of turn is difficult because as speed increases, the sloping away of the corner provides less suspension support, allowing the inertia of the car to continue tipping the chassis outwards and down, wanting to pull the car over into a roll. You have to slow down or risk a nasty rollover.
Entering Turn 3 on the left, you’re diving deep into the off-chamber section and rolling the dice as to if you’ll flip over into the exposed rock edge and pulverize the top of the vehicle. If you are slow enough not to flip but drift off track to the left, you run the very real risk of snapping an A-Arm.
Tucking in tight on the right side is a smoother line, but there is a small bush growing just off the track, right at the center of the curve (apex) and that small hump of dirt from the roots will lift up your front inside tire and cause you to lose a bit of traction and even flip at higher speeds.
It’s a very difficult corner to navigate at speed, and we are still figuring out what is the best overall line. Once you make it through the turn, the course levels off and you start a moderate climb into Turn 4
Dropping in from the Stairwell, Turn 3 is tilted outwards and down to the left, away from the next turn, resulting in what’s known as an “off-camber” turn.
This kind of turn is difficult because as speed increases, the sloping away of the corner provides less suspension support, allowing the inertia of the car to continue tipping the chassis outwards and down, wanting to pull the car over into a roll. You have to slow down or risk a nasty rollover.
Entering Turn 3 on the left, you’re diving deep into the off-chamber section and rolling the dice as to if you’ll flip over into the exposed rock edge and pulverize the top of the vehicle. If you are slow enough not to flip but drift off track to the left, you run the very real risk of snapping an A-Arm.
Tucking in tight on the right side is a smoother line, but there is a small bush growing just off the track, right at the center of the curve (apex) and that small hump of dirt from the roots will lift up your front inside tire and cause you to lose a bit of traction and even flip at higher speeds.
It’s a very difficult corner to navigate at speed, and we are still figuring out what is the best overall line. Once you make it through the turn, the course levels off and you start a moderate climb into Turn 4
|
Turn 4 Video
Seven passes at 70% video speed of the Tekno DT-48 showing different lines. If you look close you can see some of the desert beetles crawling about in the rocks. |
Turn 4
Of all the turns on this track, Turn 4 is the most sedate and simple to navigate. Representing a textbook definition of a Hairpin Turn to the left, the key is just taking center line to maintain speed throughout this section and not get caught up in the soft edges. The soil is loose and rocky with deep dust in the corner, with the occasional rut or brake-bump to deal with. There is a slight elevation gain as you come out of Turn 3 and into Turn 4, but it’s gradual and levels off at the exit. If you push too hard, you’ll run the risk of catching the outside edge of the tire and traction-rolling into the bushes. Other than kicking up rocks up under the body and into the drivetrain, there’s really nothing here to be concerned about. It’s also a great place to pass or nudge someone out of the way. |
Putting these Ottsix USD Sticky tires to good use in the deep dirt and sand.
Turn 5
Turn 5 is somewhat like Turn 3, where your vision is slightly obscured by vegetation by the large dirt berm built up on the left side of the turn.
Not quite as tight of a hairpin turn as the previous corner, it still requires you to drop some speed or risk traction rolling in the soft dirt and rock.
Similar to Turn 3, there are some nasty embedded rocks hidden just underneath the fine dusty surface, and depending on how many laps are run before raking, you can get quite a nasty surprise when catching one of these with your chassis or A-Arm.
Turn 5 is somewhat like Turn 3, where your vision is slightly obscured by vegetation by the large dirt berm built up on the left side of the turn.
Not quite as tight of a hairpin turn as the previous corner, it still requires you to drop some speed or risk traction rolling in the soft dirt and rock.
Similar to Turn 3, there are some nasty embedded rocks hidden just underneath the fine dusty surface, and depending on how many laps are run before raking, you can get quite a nasty surprise when catching one of these with your chassis or A-Arm.
|
Turn 5 Video
A few passes from the Lasernut and Tekno DT-48. 70% video speed. |
Entering wide on this turn is the ideal approach, hammering down on the throttle as you exit into a small straight section and into Turn 6.
Similar to other areas of the track, Turn 5 has some nasty embedded rocks hidden just underneath the fine dusty surface, and depending on how many laps are run before raking, you can get quite a nasty surprise when catching one of these with your chassis or A-Arm. Entering wide on this turn is the ideal approach, hammering down on the throttle as you exit into a small straight section and into Turn 6. |
Coming wide around Turn 6.
Turn 6
As the last of the tight corners on the track, Turn 6 is a tight double-banked delight that causes all kinds of grief for drivers.
Sitting semi-obscured by vegetation and being the furthest point away from the driver’s position, the light brown dust is a flat in color and makes it difficult to see the subtle elevation changes of each bank.
The far outside edge of the corner is banked up, giving you a bit of cushion for running wide and putting down power. Like the other corners, the tract is dry with deep, thick fine dust built up from tires kicking up the loose dirt. Embedded rocks are not such a concern here, but traction rolling is a real issue.
As the last of the tight corners on the track, Turn 6 is a tight double-banked delight that causes all kinds of grief for drivers.
Sitting semi-obscured by vegetation and being the furthest point away from the driver’s position, the light brown dust is a flat in color and makes it difficult to see the subtle elevation changes of each bank.
The far outside edge of the corner is banked up, giving you a bit of cushion for running wide and putting down power. Like the other corners, the tract is dry with deep, thick fine dust built up from tires kicking up the loose dirt. Embedded rocks are not such a concern here, but traction rolling is a real issue.
|
Turn 6 Video
Four passes around Turn 6 shown at 70% video speed. |
If you try to be sneaky and pull a tight inside line, you’ll encounter a nasty hump wrapping around the inside of the corner. This is an elevated bank and will roll you over at anything more than crawling speed.
Over time the entrance to this corner develops brake bumps, but these are hit almost straight on before the corner. It’s surprisingly difficult to pass in this turn, making the only real opportunity to pass is stabbing at the throttle as you exit the turn, which then feeds you into the second and final straightaway. |
Driving hard down Straightaway 2, taking the left side into the dip and just clearing that rock by a few hairs.
Straightaway 2
Spanning the 25 yard distance between Turn 6 and Turn 7, this narrow and straight track section is hard packed soil with some loose rock at the edges.
Coming down from Turn 6, the run smooth enough for full speed sprints as long as you mind the dip just before the next turn.
For a little extra fun, there are also embedded rocks in the dip’s face, causing all kinds of problems. You can’t see them from the driver’s pits, so it’s pretty much up to chance as to if you’ll hit one. But rest assured, you’ll know when you do.
Staying on the right side of the track gives you the best line to handle the left corner as you enter Turn 7, but it also runs you into the steepest side of the dip. This one is a bit shallower than the dip before Turn 2, and tends to feel more like a launch ramp than a flat wall when you hit it at speed.
Taking the inside left line, it puts you in the best position for a smooth transition into Turn 7, but you have to slam on the brakes and cut a funky, hard wide turn to make the corner. Usually this is a total mess and only used for passing situations or desperation.
Like many areas on the track, you need to find the compromise and that’s just right of center line on this particular section. Sometimes we are wheel to wheel under full power down this straightaway, and inevitably vehicles go flying off the track after slamming into the dip.
If by chance you pull the perfect line, don’t launch out of the dip like a rocket, you’ll be rewarded with Turn 7, which in short is a total disaster.
Spanning the 25 yard distance between Turn 6 and Turn 7, this narrow and straight track section is hard packed soil with some loose rock at the edges.
Coming down from Turn 6, the run smooth enough for full speed sprints as long as you mind the dip just before the next turn.
For a little extra fun, there are also embedded rocks in the dip’s face, causing all kinds of problems. You can’t see them from the driver’s pits, so it’s pretty much up to chance as to if you’ll hit one. But rest assured, you’ll know when you do.
Staying on the right side of the track gives you the best line to handle the left corner as you enter Turn 7, but it also runs you into the steepest side of the dip. This one is a bit shallower than the dip before Turn 2, and tends to feel more like a launch ramp than a flat wall when you hit it at speed.
Taking the inside left line, it puts you in the best position for a smooth transition into Turn 7, but you have to slam on the brakes and cut a funky, hard wide turn to make the corner. Usually this is a total mess and only used for passing situations or desperation.
Like many areas on the track, you need to find the compromise and that’s just right of center line on this particular section. Sometimes we are wheel to wheel under full power down this straightaway, and inevitably vehicles go flying off the track after slamming into the dip.
If by chance you pull the perfect line, don’t launch out of the dip like a rocket, you’ll be rewarded with Turn 7, which in short is a total disaster.
Throwing some sand heading through the final turn.
Turn 7
Turn 7 has resulted in more broken parts, blown body mounts, and highlight reel footage than any other spot on the track.
On paper it’s just a basic left-handed corner, but the surface looks like something you’d find on the moon.
Mother Nature has laid a wonderful blend of jagged rock fragments and fine dust loosely held together over the underlying bedrock. Each pass kicks up a few new rocks and leaves a few new craters and divots for the next vehicle to deal with.
Turn 7 has resulted in more broken parts, blown body mounts, and highlight reel footage than any other spot on the track.
On paper it’s just a basic left-handed corner, but the surface looks like something you’d find on the moon.
Mother Nature has laid a wonderful blend of jagged rock fragments and fine dust loosely held together over the underlying bedrock. Each pass kicks up a few new rocks and leaves a few new craters and divots for the next vehicle to deal with.
|
Turn 7 Video
A few passes with the Losi Lasernut on Turn 7, played back at 70% speed. Lasernut handles this section rather well. |
To control this, we have been watering the surface heavily, allowing it to dry and firm up.
This has resulted is much more stable surface similar to concrete, yet staying true to the essence of desert racing, there is a good blend of holes, divots, and protruding rock fragments. The edges are continually filling with blown out dirt and rock, and will remain loose to some extent. With your suspension set up just right, you can keep some speed and hook the corner in lovely fashion. |
Sprint to the finish.!!
Finish Line
Our finish line is bracketed by two bushes track side, and really is more of a finish “area” than a specific line.
When timing laps, the actual line is dead in the middle of the starting line curve.
This way it gives you just a bit of room to race past the lap timer at full throttle in a straight line and still have a bit of room to slow down.
Our finish line is bracketed by two bushes track side, and really is more of a finish “area” than a specific line.
When timing laps, the actual line is dead in the middle of the starting line curve.
This way it gives you just a bit of room to race past the lap timer at full throttle in a straight line and still have a bit of room to slow down.
Losi Lasernut sitting ready for another early morning track session.
Final Comments
Dusty Corners is a challenging desert race track in almost every aspect.
Between the overabundance of rock and dust, to the very real chance of encountering a rattlesnake, this track demands your full attention.
I have found it to be a great place to not only test vehicles, but to see just how important suspension setups are as well as wheel / tire selection.
I hope you have enjoyed the information shared here, and I will update this as we add in new areas on the track.
- s.
Dusty Corners is a challenging desert race track in almost every aspect.
Between the overabundance of rock and dust, to the very real chance of encountering a rattlesnake, this track demands your full attention.
I have found it to be a great place to not only test vehicles, but to see just how important suspension setups are as well as wheel / tire selection.
I hope you have enjoyed the information shared here, and I will update this as we add in new areas on the track.
- s.
Last Update: 10/29/2020