Originally Posted by ProCoach

the bottom line is that the entry has to be part of the "slowing phase" and only at the apex zone does it turn into the "acceleration phase."

Everything in between is just dithering...

Originally Posted by ProCoach

Thanks for the shout out. Between Ross and I, we've worked with thousands of drivers over the last thirty-five years at the Glen.

So often, most drivers drive to what they THINK the car will accept, not what it WILL accept. The compression at T2 is your friend.

The perceived drama comes later, when you change direction to the left. But, if the geometry is correct and you're committed to throttle, almost every car through does not require a lift or a breathe.



Yes, Jan's commitment is superb and as you say, unwavering. The product of confidence, experience and an incredible depth of understanding of the physics that the car is subject to, at every moment and with every control input.



Hah! You are NOT alone! But at least you see it. It's all about going too fast in the optimal slow spots and too slow in the optimal faster ones. The dither/dabble/lack of commitment is the chief challenge that ought to be tackled first.



Excellent analysis! And rampant at every track day/DE and club race. But, you're thinking the right way, and show good understanding of the factors involved.



What a great explanation you've made, working through this challenge.

I woke up this morning thinking how similar, yet explained a little differently, my thinking is with the presenter of the video you saw, Dion von Moltke. Same concept, different words and explanations.

Dion has presented a bunch of high quality information and his signature work is based on not applying throttle too early.

While many of us realize and recognize that most drivers finish their braking too early, allowing the nose to rise and compromise their steering efficiency, our goal is always to "get back to power." Easy to do that too early, though.

The problem is that the car HAS to be pointed in the right direction before you "pull the trigger." Which often means you need to move the brake zone INTO the turn, which is hard working up the courage to do.

Of course, once you do it and feel better about it, it's easier to roll speed in.

Dion has done a wonderful job in boiling it down to the most important objective, which is "no power" (or "no pedal," IF you're going fast enough) until the apex, then progressing quickly and evenly to WOT.

A great, simple way of explaining it, similar to the curriculum honed, developed and presented by all of us as Skip Barber instructors.

All of us who teach this stuff professionally (and the pros that achieve high levels of execution do so all the time) agree. Optimizing the fore/aft control inputs are the last frontier, once you master the line and develop more and more commitment.

It's really fun to watch. Jan is fun, Cory is fun, Spencer was fun. Those guys had/have serious commitment! But, the bottom line is that the entry has to be part of the "slowing phase" and only at the apex zone does it turn into the "acceleration phase."

Everything in between is just dithering...

Originally Posted by RaceDevelopementCenter

That same car just posted a 1:51.2 at Daytona today

Originally Posted by RaceDevelopementCenter

That same car just posted a 1:51.2 at Daytona today

Originally Posted by tcsracing1

That is getting down there in lap time.
Dual master or street booster?