Ask Ross

Q: “Two weeks ago at a PCA track event I decided to do part of a session without any nannies. I switched them both off to see how it would go, and less than two laps later, I was sideways in the grass. This was my first time without any aids, and first time really going off track. Where do you stand on TC, PSM, etc.?”

Q: “Imagine a scenario: I am in the second position trying to grab first place as the car is close to me in front. I have many laps to go. Should I try to overtake as soon as I can or wait for the race to come down to only a few laps to the finish, and then make my move? What type of strategy do you think is best? Should I hold back a little and wait to make a move later or just try to overtake him as soon as possible while I have more laps?”

Q: “I am driving a 2000 Porsche Boxster S at Porsche Autocross events and when I drive my Boxster over a bumpy section my Traction Control comes on and slows my car. I don’t have a switch to turn off the TC. To help with traction should I lower the tire pressure? Would raising the rear spoiler help with this issue as well? The spoiler raises at 75 mph but I can raise manually.”

Q: “How do we know if a racing school is legit/worth it? Most new drivers want to go to a school, but there is no list or certification or anything to know if a school is really worth the time or money. Reading reviews could be biased or misleading. Is there a way to tell if you’re being taught the correct way, by true instructors? Or is it a fly-by-night school that is just trying to make some cash and not really teaching you anything? Are there questions we should ask of the school or things we should be aware of when looking for a performance driving/racing school?”

Q: “I have been bleeding the tires when they are hot, to a targeted pressure and using chalking to try and determine if the targeted pressure is high or low. This has worked okay, but not ideal as I still ended up burning off the three middle sections of my rear tires with little wear on the outside sections. I’m looking to doing tire temp readings after each run, checking inside, outside and middle to determine if the tire pressure is correct. My challenge is I’m usually by myself at the track and getting the 12 temps and 4 air pressures after a run, in time to be valuable will be a challenge. Any insights on tools, techniques for tire management in the dry and wet would be greatly appreciated.”

Q: “Do you have any insights, or have you ever talked to a data engineer who could explain how Ayrton Senna made that technique work for him? I would have thought that quick, successive stabs at the throttle would immediately break the rear tires loose, which should dramatically reduce their grip level.”

“Can you suggest a good way to practice braking (mostly, threshold braking)? I am sure that I can brake later, harder and for less time. My problem is part confidence, and not knowing how to gauge when I’m doing it correctly, at the limit. Can you suggest any methods I can use to practice this skill?”

Q: “I race in the Champcar Endurance Series, formerly Chumpcar. One of the many things I’d like to get better at is dealing with traffic. Sometimes it’s cars that are a lot slower than ours, sometimes close in speed, and then there are the ones that are faster. I’m a long-time autocrosser and the addition of others around me can be a serious overload of stimuli. We just finished up our 4th season so I’m better at this than I was, but still feel like there’s a long way to go. To add to the challenge often we are on a new-to-us track, or one that we only go to once a year. Can you address this topic?”

Q: “Would you address what differs (or maybe does not differ) for middle-aged newbies to learn performance driving as compared to the younger folks? The body and mind work quite a bit differently than when I was in my teens and twenties, but I have patience and, hopefully, wisdom now (or so I think).”

“What, besides tires, would be the best bang for the buck to improve lap times as far as suspension goes. His answer was a good seat. I was a little surprised, but agree with him. I would be very much be interested in your thinking.”

“You are a big proponent of simulators. I have a sim seat at home and use it to learn tracks, but my seat, wheels, and pedals just don’t feel right for learning habits. Can you recommend a sim setup (as in actual parts) that will work for most people? I think it is the biggest barrier to entry since there are so many options.”

“My question is this: Why is this theoretical line not the fastest, and if it is, why do people not tend to drive it? I see people make roughly that clipping point and that track out, but I don’t see many/any people turning in that late and missing the first apex by that far.”

Q: “When you are in the Zone you feel everything and react almost subconsciously, but have you gone too far if you are in the ‘Red Mist’? Can you discuss your concept of the ‘Red Mist’ versus being in ‘The Zone’?”

In an article you wrote on adapting braking style for each type of corner, you state that fast turns should be approached with a ‘brush of the brakes’ so that the car will be balanced at turn in. In this scenario, there isn’t much need for trail braking to help rotate the car. However, FWD is best characterized by understeer. Thus it seems to me that even in fast turns, trail braking is needed to help load the front wheels to minimize understeer at turn in. Can you address this question?”

Q: “I raced in the T4 class in SCCA for two seasons, sold that car, and now I have a formula car. I’m hoping you might have a few pointers for me in transitioning to an open-wheel car with wings. I know my cornering speeds will be much higher, but how do I go about safely getting used to taking advantage of the aero? I plan to get 3-4 track days before the season, and want to take full advantage of my practice time.”