I would add checking your wheel bearings. Grab the tire at 12 and 6 o'clock and try to rock it — any play at all means the bearing needs attention before you take the car on track. A wheel bearing failure at speed is catastrophic. This is something most tech inspections will check, but if it fails at tech you are done for the day. Check it at home a week before so you have time to address it.
On the brake fluid point — I want to emphasize that DOT 3 is not adequate for track use regardless of how fresh it is. The dry boiling point is simply too low. Even in Group 1 where speeds are moderate, repeated braking cycles will heat-soak the fluid faster than you expect. I learned this the hard way at my second event when I lost pedal going into Turn 1 at Sebring. DOT 4 is the bare minimum, and if you are running more than a few weekends per season, a racing fluid like Motul RBF 600 or Castrol SRF will give you real peace of mind. The cost difference is maybe $30 and the safety margin is enormous.
One item I do not see on many checklists: alignment check before the season. Track driving generates forces that push your alignment out of spec faster than street driving, especially toe settings on the front. Even if you are running a stock alignment, have it verified. A toe-out condition on the front can make the car feel nervous and darty at high speed, and a lot of people attribute that to their driving when it is actually a mechanical issue. If you are serious about track driving, a front-end alignment with a bit more negative camber (-1.5 to -2.0 degrees on most street cars) will transform your tire wear pattern and give the front end noticeably more grip at turn-in.
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