Actually, I usually see people taught a late apex "safe" line. Or, at best, the qualifying line. There is no "racing line" as in a race the best line changes based on situation.

Another thing I learned while motorcycle racing was to actively practice off the qualifying line. Why? So I know what my car will do on different parts of the track on a less than ideal non-qualifying line. I hardly ever see people doing this on purpose.

ive had coaching from Peter a couple times, he’s great.

All this discussion of “unwinding” after the apex and giving yourself more room by holding the apex longer is only half the topic. The other half is throttle. You want room during trackout so you can get on the gas, but more gas will cause less room. The trick is to use the unwind mechanism in a way that allows you to add as much throttle as possible while still having room- Not just unwind to reduce tire scrub. In other words, the car should be headed towards the trackout spot mostly because of throttle, not just less steering angle. It’s both pieces balanced, too much steering is slowing you down with scrub, too little and you don’t have room to apply enough throttle.

where this gets mixed up for novices/inter is that they have enough knowledge to feel that they are using all of the grip and can’t apply more throttle. It feels like you are at the edge of grip and the car won’t take more throttle, while true, it’s an artificial edge created by too much steering. You are putting the car on the edge and don’t have to.

When you get the rotation right and have enough room, it’s much easier, and less scary, to unwind and control car placement with subtle throttle adjustments.

looking up helps a lot with this because you can drive the car by placement rather than relying solely on how it feels.

Good advice especially where there are blind spots around the turn or you have a blind crest like the up hill at Lime Rock. Look at the flagman to make sure it’s safe ahead

IMO all this stuff becomes academic when you actually get out on track and into a corner--obviously you're gonna want to get back to throttle as quickly as you can coming out of the turn.....if you're on it and are understeering too much, breathe the throttle until you hook up. If you're scrubbing too much your front tires will let you know by groaning instead of singing; unwind. Of course, this is not going to come without a good amount of track time and quality coaching, which you should have by the time you're classed as "intermediate"; novices need more of both so you'll know what the hell we're talking about

As VR noted in response to my previous post above, it's all a flow--feel what the car's doing. Get yourself to the point to where you're not thinking "Do I need more turn-in here? Do I need to lift here?" and you're just driving and doing what needs to be done to keep the car happy by looking up and out as noted and adjusting your inputs so you get around as quickly as you can within your comfort level. Whether you choose to push that envelope is a topic for another thread

Gary

+1,000!

Especially with today’s powerful cars, the idea of “walking the car out” of the corner, balanced against throttle application, is the FIRST thing a lot of drivers can benefit from in learning how to “unstick” the car, progressively and in a PLANNED way.

When I study how people people break through plateaus and reach “the next level” in their driving performance level, THIS skill is paramount in that development.

For me, it was (relatively) easy.

First, Ferrari front-engined V-12 street cars at track days, then a single turbo 934/5, an Alfa V-12 F1 car and a GT-40 MkII were all so progressive (well, not the F1 car, even though it was normally aspirated) that the idea of “steering with the throttle” seemed to come naturally.

I was young and dumb, too. And crashed that Porsche immediately after patting myself on the back for a perfect, tail-out Turn 2 exit at Charlotte Motor Speedway. Lesson? Don’t count your chickens...

Glad I survived those days...

i had to learn this in a turbo S. I tell you, although the 997.2 variant had minimal turbo lag, getting on throttle too fast/too hard in a late model turbo out of a corner is a risky proposition! To compensate early in my DE days, I would delay getting back on the throttle, past the apex, until the car had 'straightened out' some before applying throttle input. It took a ride with a pro driver/coach at MMC (Monticello) driving my turbo S to demonstrate/teach me proper throttle application (including the all important mid-corner maintenance throttle). Improper pedal modulation is definitely a mistake some beginners make. I'll say this, having learnt pedal modulation and smooth transition in an uber power (580HP) turbo charged engine, it is so much 'easier' in a relatively lower HP (475HP), naturally aspirated car!