High Plains Raceway
Deer Trail, CO
Length
1.6 miles
Turns
10
Direction
Clockwise
Elevation Change
300 ft
Elevation (ASL)
5054 ft
Surface
Asphalt
Grip
Good overall grip; can be slippery when cold or dusty
Brake Severity
Moderate-High; long straights into tight corners
Sound Limit
103 dB — 103 dB(A) at property line
FIA Certification
Club/amateur level
Nearest Airport
Denver International Airport (DEN) - 45 min
Nearest Trauma Center
UCHealth University Hospital, Aurora (~50 mi)
Track Character
High-altitude (5,700 ft) track east of Denver. The altitude affects naturally aspirated engines (~15% power loss) and cooling systems. The thin air also means less aerodynamic downforce. Setup for cooling and tire management. The surface can be dusty.
“Density altitude is a great tool for making sure your plane is able to fly in given weather conditions. And it does a great job of helping you jet a carburetor, but it is not really ideal for motorsports corrections from an engine-tuning standpoint. Engine power is not directly related to density altitude.”
Practical Engine Airflow — John Baechtel
High Plains sits at 5,700 ft where the thin air reduces naturally aspirated engine power by roughly 15%. Baechtel's insight that engine power corrections at altitude are complex means you should not simply apply a blanket correction factor. Turbocharged cars fare better (the turbo compensates), but naturally aspirated cars lose significant power. Adjust your expectations for straight-line speed and braking distances — less power means less kinetic energy, which actually reduces braking demands slightly.
“Aerodynamic downforce increases the tires' cornering ability. The significance of aerodynamic downforce to race cars is extremely important, especially on tracks with high-speed, unbanked turns.”
Race Car Aerodynamics — Simon McBeath
At 5,700 ft elevation, air density is roughly 20% lower than sea level, which reduces aerodynamic downforce by the same proportion. McBeath's principle about downforce increasing cornering ability means that at High Plains, aero-dependent cars lose a significant chunk of their cornering advantage. Mechanical grip becomes proportionally more important — tire compound, pressure, and suspension setup matter more here than at sea-level tracks.
“If the tire is operating much below its designed temperature range, it will lack stick. If it is operating very far above it, it is in danger of blistering or chunking due to local destruction of the rubber compound's internal cohesion from excessive heat.”
Tune to Win — Carroll Smith
High Plains' altitude creates a counterintuitive tire challenge. Smith's temperature-window principle is complicated by the thin air: less aerodynamic drag means slightly lower straight-line tire heating, but the reduced air density also means less convective cooling. Combined with Colorado's temperature swings — cold mornings, hot afternoons — the tire operating window shifts significantly throughout the day. Check tire temps frequently and adjust pressures to keep the compound in its designed range.