Q: “I wonder how much braking or braking transition points have to do with the changes in tires. I wonder if techniques have evolved with the tires? And does it vary with the type of car.”
Q: “What are some ways to think of going “all four off” during a track day? I’m driving a Spec 944, and generally pushing hard, learning what the limit feels like. But, by so doing, end up all four off perhaps once, maybe twice during a weekend. I’m torn about what this signifies: Is it reasonable in the name of progress, or does it simply mean I’m not yet advanced (or skilled) enough to consistently push so hard? I did hear an instructor mention that small changes produce small surprises, which did resonate with me. Any thoughts would be appreciated.”
Q: “Can you address the g-load differences between cornering and braking. Should tires be able to achieve equal lateral and longitudinal loading?”
Q: Do you agree or disagree with the advice of driving a stock Cayman S to help me learn?
Q: “When trying to correct for big oversteer, at a certain point I can’t rotate my hands any more, as my arms are already crossed. While experimenting on a skid pad, I found that the car will “correct itself” if I let go of the steering wheel (really just holding on very loosely) and let the wheel turn under my hands. Is this a good way to catch big oversteer? Or should I try to go hand-over-hand and always have at least one hand with a good grip on the wheel? Letting go of the wheel seems almost too easy, and works most of the time, but I also feel like I’m losing control in some way when I do it. Also, if you have any more thoughts that would help us with how to best use a skid pad for training, I’d love to hear them.”
Q: Does a car with less roll result in more cornering grip?