ASK THE COACH
#31
Rennlist Member
Thread Starter
Another way is forcing yourself to look way farther ahead than your normal comfort level. Another is making sure you s-l-o-w-l-y suck in & exhale as many deep breaths as you can on every straightaway. And another is closing your eyes just before you go on track, relax every muscle, and in 20 or 30 seconds, quickly visualize what you see as you driving really well. All IMO, of course.
#32
Advanced
Thanks. Well, one idea is mentioned above: Get detailed (in your notebook, after each session) with what the car is telling you, IE how the car is behaving as you get on the brakes, at corner entry, at midcorner, at apex, at track out, and at WOT. Do this for every corner at the track. It really helps detatch your conscious from the mechanics of driving (brake, turn in, apex, track out, etc.) which you probably do well anyway, and frees up brain cycles to really pay attention to all the small messages your car gives you every second on track, in order to mentally & physically be more ahead of the car.
Another way is forcing yourself to look way farther ahead than your normal comfort level. Another is making sure you s-l-o-w-l-y suck in & exhale as many deep breaths as you can on every straightaway. And another is closing your eyes just before you go on track, relax every muscle, and in 20 or 30 seconds, quickly visualize what you see as you driving really well. All IMO, of course.
Another way is forcing yourself to look way farther ahead than your normal comfort level. Another is making sure you s-l-o-w-l-y suck in & exhale as many deep breaths as you can on every straightaway. And another is closing your eyes just before you go on track, relax every muscle, and in 20 or 30 seconds, quickly visualize what you see as you driving really well. All IMO, of course.
As a related aside, I continue to be amazed at how many 'serious' drivers either simply do not or consciously refuse to keep notebooks...
VR, do you require your clients to sit down and make their notes - at least on days when you're working with them?
#33
Drifting
How do the pros (or very fast/talented amateurs) learn new tracks so quickly?
I've spent a lot of time on technique and professional driving instruction, and my pure lap speeds are pretty good at tracks I'm familiar with. But when it comes to new tracks, I'm like rainman... and not in the good card counting way. Any tips/advice would be great! Thanks. :-)
-mike
I've spent a lot of time on technique and professional driving instruction, and my pure lap speeds are pretty good at tracks I'm familiar with. But when it comes to new tracks, I'm like rainman... and not in the good card counting way. Any tips/advice would be great! Thanks. :-)
-mike
I hear video games can help too, but I'm not into them.
Last edited by FredC; 05-05-2011 at 09:51 AM.
#34
Rennlist Member
Thread Starter
Require? No. I recommend they do, though, Kevin. And in fact I carry a small notebook with me whenever I ride right seat with them, so I make a bunch of notes myself (usually on the straightaways) in my pig latin shorthand.
Which brings me to a slightly bigger picture point: as drivers get to higher & higher skill levels, there is less differentiation between right & wrong on track. Small nuances can make big differences in performance, but too many folks in the right seat make "their" way the "right" way, and the client's way the wrong way. IMO, unless the driver is doing something egregiously wrong, it makes more sense to show the driver numerous techniques (IE, there are often several ways thru a corner), encourage them to try all of them, help them analyze their data & video, and then help them decide which is going to work best. Rather than making it a right & wrong thing.
Which brings me to a slightly bigger picture point: as drivers get to higher & higher skill levels, there is less differentiation between right & wrong on track. Small nuances can make big differences in performance, but too many folks in the right seat make "their" way the "right" way, and the client's way the wrong way. IMO, unless the driver is doing something egregiously wrong, it makes more sense to show the driver numerous techniques (IE, there are often several ways thru a corner), encourage them to try all of them, help them analyze their data & video, and then help them decide which is going to work best. Rather than making it a right & wrong thing.
#35
Three Wheelin'
Join Date: Oct 2005
Location: Sunshine State
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^ Like. unless running a quali on an open track its very difficult ot find the optimal line when dicing with others that want to be in the same spot. Segment analysis/breaking down the track (simple data) per corner has been very helpful for me. Now I need to find that .1-sec so my mighty demi-cup can pierce .30 @ sebring.
#36
Rennlist Member
Thread Starter
^ Like. unless running a quali on an open track its very difficult ot find the optimal line when dicing with others that want to be in the same spot. Segment analysis/breaking down the track (simple data) per corner has been very helpful for me. Now I need to find that .1-sec so my mighty demi-cup can pierce .30 @ sebring.
#37
Another Notebook question:
Can you list some of the variables you've found most helpful to categorize?
track
ambient temp?
tire temp & pressure?
sway bar settings?
etc.
Some of these will vary by session, so you record this for each session?
Thanks
Can you list some of the variables you've found most helpful to categorize?
track
ambient temp?
tire temp & pressure?
sway bar settings?
etc.
Some of these will vary by session, so you record this for each session?
Thanks
#38
Rennlist Member
Thread Starter
track
ambient temp only if it falls outside of norms (IE, a very cold moring or a very hot afternoon)
weather (rain, fog, high wind, etc.)
cold tire temps
pyrometer temps occasionally
sways
compression & rebound on shocks
canister pressure on remote reservoir shocks
wing angle
etc.
#39
Racer
Join Date: Sep 2007
Location: Southwestern Ontario
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Similar to the question about sawing the steering wheel, I have found that as I advance in my driving technique I am feathering the throttle more through high speed corners, to rotate the car incrementally (944 turbo). Is this preferable to other techniques such as sawing the wheel, or is it a bad habit? In other words, once you begin to apply power, should you stay on it?
#40
Rennlist Member
Thread Starter
Well, it depends, doesn't it?
If you are on & off & on & off the power, that is repeatedly upsetting the chassis. However, smooth modulation, while the car remains serene, is classic throttle steering.
If you are on & off & on & off the power, that is repeatedly upsetting the chassis. However, smooth modulation, while the car remains serene, is classic throttle steering.
#41
Advanced
Require? No. I recommend they do, though, Kevin. And in fact I carry a small notebook with me whenever I ride right seat with them, so I make a bunch of notes myself (usually on the straightaways) in my pig latin shorthand.
Which brings me to a slightly bigger picture point: as drivers get to higher & higher skill levels, there is less differentiation between right & wrong on track. Small nuances can make big differences in performance, but too many folks in the right seat make "their" way the "right" way, and the client's way the wrong way. IMO, unless the driver is doing something egregiously wrong, it makes more sense to show the driver numerous techniques (IE, there are often several ways thru a corner), encourage them to try all of them, help them analyze their data & video, and then help them decide which is going to work best. Rather than making it a right & wrong thing.
Which brings me to a slightly bigger picture point: as drivers get to higher & higher skill levels, there is less differentiation between right & wrong on track. Small nuances can make big differences in performance, but too many folks in the right seat make "their" way the "right" way, and the client's way the wrong way. IMO, unless the driver is doing something egregiously wrong, it makes more sense to show the driver numerous techniques (IE, there are often several ways thru a corner), encourage them to try all of them, help them analyze their data & video, and then help them decide which is going to work best. Rather than making it a right & wrong thing.
+ 1,000,000,000
Our job as a coach is to have them come to an understanding 'on their own' rather than tell them how to do it. Spot-on points VR.
BTW, I like this thread.
#42
Can you give us a feel for "set-ups"? When is the braking point is most important? When is the track out most important etc..? How does your approach to navigating the corner change when you emphasize one of the four elements vs. the other elements?
#43
IMO, lifting is one of the things that is overlooked, not taught, or sometimes improperly taught. I think there is too much emphasis put on the adage "don't lift in a corner." Lifting off the gas is a key technique to learn. It takes a keen touch with the right foot to be able to lift the correct amount for the situation. Regardless of how much, it must be done at the correct speed to keep the chassis balanced. Abrupt inputs yield bad results most of the time.
Maybe the old saying should be modified to don't abruptly lift too much in a corner. Or something like that.
-td
#45
Burning Brakes
Dave: Perhaps you can help me understand line advice I have been given to use less than all the track in a couple of corners. The corners are turns 8 and 13 at TWS counterclockwise, both lefthanders for those unfamiliar. The advice is to turn in from the right side of track center but not go out to the right side. Do you agree? If so, why is it better than using all the track? Thanks it advance. Nice of you to tolerate these questions and share your wisdom.