Q: “I’m currently reading Skip Barber racing school’s book “Going Faster” and came to the chapter about shifting. The author wrote that race cars usually don’t have synchros, and thus require double-clutch for downshifting. Since the book was written in the ‘90s, I’m wondering if it’s still true for race cars nowadays? Is it a required technique if I plan to develop my racing career in the future?”

Q: “A friend of mine and I have been discussing driving styles lately. We both work in motorsport as technicians/engineers and don’t mind cutting laps on a sim. He has been telling me to try using the brake as a turning tool; i.e., if I’m accelerating out of a corner and I was too greedy on the throttle and have introduced understeer, I should continue accelerating and tap the brakes to not upset the car’s balance too much. This got me thinking about different driving styles. In many racecraft books and tutorials we talk about the ideal line and standard techniques, but when do different driving styles develop in a professional driver and how do you adapt as an engineer when going over the data with the driver?”

Q: “I’m an aspiring rally driver who just finished reading your book Speed Secrets 5: The Complete Driver. In Chapter 5, “Career Steps,” you discussed getting started in racing as well as choosing a series. As a driver, I have done a season of competitive karting, a season of rallycross, and been to two racing schools. I plan to attend one more school and do some rally sprints before eventually getting my full competition license, but the question I have is: When is the right time (if there is one) to contact a team to show your interest in joining them for the next season? Should I wait until I have more experience later in the year and a race license, or is it best to let them know as soon as possible?”

Q: “After 1.5 years of club racing, I find that on a good day I can fight for 3rd. The problem is, I can only get to that level of performance on Sunday afternoon, after a three-day weekend. There are points on Saturday, and I have neither the time nor money to put in all those Fridays. What can I do to be fast on my third lap out?”

Q: “Are there any substantial changes to driving technique, vision focus points, driver inputs, etc., that you would recommend when going to a street circuit rather than a “typical” racetrack? Obviously, there are walls instead of gravel traps so you don’t want to focus on them, but are there many changes you make to the actual driving?”

Q: “Okay, you’re on a skid pad and you begin to under or oversteer at a certain speed, say 40 MPH. Now you’re in a big fast corner on a race track. Does it feel the same in the seat at 90 as it does at 40 when things start to get a bit unsettled? I’m asking because at a track like Big Willow I don’t like leaving speed on the table due to intimidation.”

Q: “How can I learn to overcome anticipating what the car is going to do instead of reacting to what it IS doing. I am too much of a technical/comfort driver that wrongly anticipates how much grip is in a corner, entry speed, or tenses up when really pushing, expecting the car to slide. I am still improving but a lot slower than people that go out and spin or go off course and have to dial it back. How can I learn this aggression?”

Q: “What things can a driver to do to survive a long stint when it seems that it’s never going to end?”

Q: “I have been pondering EoB (End-of-Braking) after attending your Improve Your Braking & Corner Entry webinar. You said we should focus on the EoB, rather than BoB (Begin-of-Braking), just like we are driving on the street and trying to stop before the traffic light. I’m still not sure if I understand that completely. On the street, when we brake for the traffic light, we probably use 20% to 50% of the braking power of the car. There is a lot of room for us to modulate the braking, harder or lighter, during the entire process to get us to stop perfectly at the white line. On track, we are probably using 95% to 100% of the braking power right from BoB. There is not much room to adjust the braking distance if we brake too late so we can still come down to the optimal speed at EoB. The question still in my mind is how we can focus on EoB and still consistently hit the brake at the right BoB point that leads to the optimal speed at EoB. Could you share some more insight? Thanks a lot! The webinars were all very inspiring. Please keep them going!”

Q: “I’m currently reading Skip Barber racing school’s book “Going Faster” and came to the chapter about shifting. The author wrote that race cars usually don’t have synchros, and thus require double-clutch for downshifting. Since the book was written in the ‘90s, I’m wondering if it’s still true for race cars nowadays? Is it a required technique if I plan to develop my racing career in the future?”

Q: “A friend of mine and I have been discussing driving styles lately. We both work in motorsport as technicians/engineers and don’t mind cutting laps on a sim. He has been telling me to try using the brake as a turning tool; i.e., if I’m accelerating out of a corner and I was too greedy on the throttle and have introduced understeer, I should continue accelerating and tap the brakes to not upset the car’s balance too much. This got me thinking about different driving styles. In many racecraft books and tutorials we talk about the ideal line and standard techniques, but when do different driving styles develop in a professional driver and how do you adapt as an engineer when going over the data with the driver?”

Q: “I’m an aspiring rally driver who just finished reading your book Speed Secrets 5: The Complete Driver. In Chapter 5, “Career Steps,” you discussed getting started in racing as well as choosing a series. As a driver, I have done a season of competitive karting, a season of rallycross, and been to two racing schools. I plan to attend one more school and do some rally sprints before eventually getting my full competition license, but the question I have is: When is the right time (if there is one) to contact a team to show your interest in joining them for the next season? Should I wait until I have more experience later in the year and a race license, or is it best to let them know as soon as possible?”

Q: “After 1.5 years of club racing, I find that on a good day I can fight for 3rd. The problem is, I can only get to that level of performance on Sunday afternoon, after a three-day weekend. There are points on Saturday, and I have neither the time nor money to put in all those Fridays. What can I do to be fast on my third lap out?”

Q: “Are there any substantial changes to driving technique, vision focus points, driver inputs, etc., that you would recommend when going to a street circuit rather than a “typical” racetrack? Obviously, there are walls instead of gravel traps so you don’t want to focus on them, but are there many changes you make to the actual driving?”

Q: “Okay, you’re on a skid pad and you begin to under or oversteer at a certain speed, say 40 MPH. Now you’re in a big fast corner on a race track. Does it feel the same in the seat at 90 as it does at 40 when things start to get a bit unsettled? I’m asking because at a track like Big Willow I don’t like leaving speed on the table due to intimidation.”

Q: “How can I learn to overcome anticipating what the car is going to do instead of reacting to what it IS doing. I am too much of a technical/comfort driver that wrongly anticipates how much grip is in a corner, entry speed, or tenses up when really pushing, expecting the car to slide. I am still improving but a lot slower than people that go out and spin or go off course and have to dial it back. How can I learn this aggression?”

Q: “What things can a driver to do to survive a long stint when it seems that it’s never going to end?”

Q: “I have been pondering EoB (End-of-Braking) after attending your Improve Your Braking & Corner Entry webinar. You said we should focus on the EoB, rather than BoB (Begin-of-Braking), just like we are driving on the street and trying to stop before the traffic light. I’m still not sure if I understand that completely. On the street, when we brake for the traffic light, we probably use 20% to 50% of the braking power of the car. There is a lot of room for us to modulate the braking, harder or lighter, during the entire process to get us to stop perfectly at the white line. On track, we are probably using 95% to 100% of the braking power right from BoB. There is not much room to adjust the braking distance if we brake too late so we can still come down to the optimal speed at EoB. The question still in my mind is how we can focus on EoB and still consistently hit the brake at the right BoB point that leads to the optimal speed at EoB. Could you share some more insight? Thanks a lot! The webinars were all very inspiring. Please keep them going!”