Q: “I have a series of questions that were triggered by the Tires for Drivers webinar you and Samir Abid did recently. First, what is the grip tendencies of tracks that are super smooth like the newly-paved Watkins Glen compared to a very rough-course surface? The slides in your webinar of the tire on stones vs the smooth surface raised my awareness. My interest is in car setup for each, and a game plan or base line to start with a set up’s.

Then:
1. Tire pressures best being lower or higher on a smooth or rough surface?
2. Do tire temps (we use a probe) increase normally or decrease on each of these surfaces?
3. Which way do dampers get adjusted based on these two surfaces?
4. Is camber increased or decreased based on these surfaces?
5. Is body roll increased or decreased based on these surfaces?”

Q: “I have been trying to improve my corner exit speed. As I am exiting certain turns, turn 1 at VIR for instance, I am at full throttle pretty much past the apex even before I fully straighten my steering wheel out. So, I am cornering at full throttle. Why am I not sliding or spinning? I am a firm believer in what you said many times in your books that the tires can only do 3 things at 100% – each either accelerate, decelerate or corner and they can do a combination of the above but only up to 100%. So, I am 100% accelerating and still cornering. How can that be? I drive a Cayman GT4 with Hoosier R7 tires. Can it be that these tires can handle more, meaning 100% full throttle in my car is really less than 100% throttle for these particular tires? I hope I am making sense!”

Q: “I once had an instructor in my car tell me that my tires were overinflated. How could he tell that? How can I get better at noticing that kind of thing?”

Q: “The question I have is about heat treating to break in new tires and improve tire longevity. I usually heat cycle a set of tires for 20 minutes on a single session, then take the tires off and let them sit for 24 hours. I then put them back on for the remainder of the 2-3 day event. I run a set of tires for about half a season, ~4 events. Is there a better way of getting the tires ready for a season, and is there a normal life of tires that would indicate a replacement point? Could I run tires for a full season without suffering hardening and loss of grip?”

Q: “I’m doing my yearly brush-up on the basics and realized that I’m thinking more about the start of throttle rather than the End-of-Braking. Pretty close in terms of where and when in the corner, but not quite! I also think about the point of full throttle to make sure I don’t get there too soon (or too late!). How do these three points rate in terms of importance? And if a driver gets one wrong, which one has the highest cost in terms of lap time? Which one can be compromised with the least penalty?”

Q: “Here’s my conundrum. As a theoretical proposition, how is it possible to make an outside pass (I’m thinking of Lewis’ attempt in Brazil when Max pushed him off track)? In this example, it is assumed that these are perfect drivers who are absolutely at the limit. If Car A is ahead of Car B and takes the correct line through the turn – it seems to me that it should be impossible for Car B to pass Car A. Since Car B will be, by definition, off line, his maximum speed must be less than Car A’s. Thus, he can’t pass Car A. Or is it that outside passes are an attempt to freak out Driver A, and provoke him into a mistake? Or make Car A slow down?”

Q: “Should I be using the ABS when braking hard for a corner, or apply just enough pressure to stay just before the ABS activates?”

“If I want to spend two hours a week on consciously improving my driving style and technique with sim racing – instead of just practicing for my next league race – what kind of drills or exercises would you recommend?”

Q: “Where should my right foot be relative to the throttle and brake?”

Q: “What are some ways I can increase my reaction time and hand speed? I’ve found that at times my reactions are a bit delayed. I usually find I’m not looking far enough ahead, as I’m focusing on a car or a turn that is taking my attention.”

Q: “I have a series of questions that were triggered by the Tires for Drivers webinar you and Samir Abid did recently. First, what is the grip tendencies of tracks that are super smooth like the newly-paved Watkins Glen compared to a very rough-course surface? The slides in your webinar of the tire on stones vs the smooth surface raised my awareness. My interest is in car setup for each, and a game plan or base line to start with a set up’s.

Then:
1. Tire pressures best being lower or higher on a smooth or rough surface?
2. Do tire temps (we use a probe) increase normally or decrease on each of these surfaces?
3. Which way do dampers get adjusted based on these two surfaces?
4. Is camber increased or decreased based on these surfaces?
5. Is body roll increased or decreased based on these surfaces?”

Q: “I have been trying to improve my corner exit speed. As I am exiting certain turns, turn 1 at VIR for instance, I am at full throttle pretty much past the apex even before I fully straighten my steering wheel out. So, I am cornering at full throttle. Why am I not sliding or spinning? I am a firm believer in what you said many times in your books that the tires can only do 3 things at 100% – each either accelerate, decelerate or corner and they can do a combination of the above but only up to 100%. So, I am 100% accelerating and still cornering. How can that be? I drive a Cayman GT4 with Hoosier R7 tires. Can it be that these tires can handle more, meaning 100% full throttle in my car is really less than 100% throttle for these particular tires? I hope I am making sense!”

Q: “I once had an instructor in my car tell me that my tires were overinflated. How could he tell that? How can I get better at noticing that kind of thing?”

Q: “The question I have is about heat treating to break in new tires and improve tire longevity. I usually heat cycle a set of tires for 20 minutes on a single session, then take the tires off and let them sit for 24 hours. I then put them back on for the remainder of the 2-3 day event. I run a set of tires for about half a season, ~4 events. Is there a better way of getting the tires ready for a season, and is there a normal life of tires that would indicate a replacement point? Could I run tires for a full season without suffering hardening and loss of grip?”

Q: “I’m doing my yearly brush-up on the basics and realized that I’m thinking more about the start of throttle rather than the End-of-Braking. Pretty close in terms of where and when in the corner, but not quite! I also think about the point of full throttle to make sure I don’t get there too soon (or too late!). How do these three points rate in terms of importance? And if a driver gets one wrong, which one has the highest cost in terms of lap time? Which one can be compromised with the least penalty?”

Q: “Here’s my conundrum. As a theoretical proposition, how is it possible to make an outside pass (I’m thinking of Lewis’ attempt in Brazil when Max pushed him off track)? In this example, it is assumed that these are perfect drivers who are absolutely at the limit. If Car A is ahead of Car B and takes the correct line through the turn – it seems to me that it should be impossible for Car B to pass Car A. Since Car B will be, by definition, off line, his maximum speed must be less than Car A’s. Thus, he can’t pass Car A. Or is it that outside passes are an attempt to freak out Driver A, and provoke him into a mistake? Or make Car A slow down?”

Q: “Should I be using the ABS when braking hard for a corner, or apply just enough pressure to stay just before the ABS activates?”

“If I want to spend two hours a week on consciously improving my driving style and technique with sim racing – instead of just practicing for my next league race – what kind of drills or exercises would you recommend?”

Q: “Where should my right foot be relative to the throttle and brake?”

Q: “What are some ways I can increase my reaction time and hand speed? I’ve found that at times my reactions are a bit delayed. I usually find I’m not looking far enough ahead, as I’m focusing on a car or a turn that is taking my attention.”