270 replies to this topic

[Todd Lamb]

I recommend visualization a lot. Especially after a coaching session - might as well run some mental laps (they're free!) and try to create a little muscle memory in the process. If you can't visualize a change you want to make in your driving while sitting on grid, you won't be able to do it on the track.

 

When I was a rookie, I would go so far as to sit on the edge of the bed in the hotel room at night and push imaginary pedals, shift, and turn the imaginary steering wheel. It helped a lot to get some repetition and muscle memory built up before I tried new tricks on track.

 

 

 

I would like to hear your thoughts/tips on track visualization Todd!

 

What I do right now is incredibly useful to me (close my eyes and visualize the perfect lap to bury it into my subconscious so that I perform the lap reflexively without having to think too much) but I am sure I have not perfected this and would love any additional advice.

[Tom Hampton]

I would also like a reasonable definition of consistent.  Is it +/- 1 second/lap?  .1 sec? 3 sec?  Obviously it depends on the track, but a general guide would be nice.

Looking at my best test session from Hallett, I'm around +/- 1.5 seconds per lap for clean laps (worst lap = 1:35.0, best lap 1:32.1).  I'd like to tighten that up to say 1/2 of that standard, or around +/- 0.5 seconds per lap.   I would have been pretty happy if all laps were  in the 1:32.1 - 1.33.1 range, rather than the all-too-frequent high 33s and 34s. 

 

I expect that standard to evolve. 

 

Todd-  My best laps generally come at the END of races and test sessions....the longer the better.  That pattern has held all year (Houston, Cresson, TWS, Hallett).  That's why I love the 50 minute race format.  For example in the Hallett test session above I started out with 34s and some 35s.  But, my last 5 laps in the 30 minute session were 33.0, 32.8, 32.4, 32.1, 33.0.  On the last lap (33.0), I was -0.4 (to the 32.1) at the exit of T6, when the car in front of me bobbled and I had to check up. 

[Todd Lamb]

In terms of lap times, given no degradation in the track, tires, or car, it would be ideal to be within +/- .1sec over a series of laps when running with no traffic or drafting. A lot of times you'll see times vary a lot due to traffic or racecraft or drafting. And of course the first lap or two tires are coming up to temp/pressure. So for example with no drafting help and no cars in front to slow you down:

 

lap 1 - 1:46.8 start of race from slow pace

lap 2 - 1:44.9 tires getting up to temp

lap 3 - 1:44.2

lap 4 - 1:44.1

lap 5 - 1:44.3

lap 6 - 1:44.2

lap 7 - 1:45.1 lapped car***

lap 8 - 1:44.3

 

***lapped traffic really shouldn't cost you more than a second, even if you catch a car at the worst possible part of the track. Plan ahead and find a way by using momentum, not by trying to drag race from corner to corner.

 

 

 

I would also like a reasonable definition of consistent.  Is it +/- 1 second/lap?  .1 sec? 3 sec?  Obviously it depends on the track, but a general guide would be nice.

[Tom Hampton]

Tom also not a pro, but when I was starting out and to this day if I am struggling it is because my eyes are not far enough up the track.  The body will make what your eyes see happen, if you are looking at the apex and not through the apex at the track out you will miss your turn in and your consistency will suffer.  

 

Interesting.  I wonder if that might explain (or partly) why I generally get better as the session progresses.  I have always had somewhat of an issue looking far enough up track.  I still remember the first time I did T3 at ECR while staring at the apex cone while still braking.  For those that don't know, T3 is a false double apex 170 degree hairpin (left handed).  It freaked me out to NOT look at the apex or mid-turn exit curbing, but rather picking up the exit out the driver's window.

[Todd Lamb]

Why do you think that is: Does it take you that long to get comfortable with the car or the track? Is it a matter of taking a little time to find the limits? Do you need several laps to "trust" the car? Does a sense of urgency kick in later in the race that offers some incentive to pick up the pace (I wanna beat that guy!)?

 

Todd-  My best laps generally come at the END of races and test sessions....the longer the better.  That pattern has held all year (Houston, Cresson, TWS, Hallett).  That's why I love the 50 minute race format.  For example in the Hallett test session above I started out with 34s and some 35s.  But, my last 5 laps in the 30 minute session were 33.0, 32.8, 32.4, 32.1, 33.0.  On the last lap (33.0), I was -0.4 (to the 32.1) at the exit of T6, when the car in front of me bobbled and I had to check up. 

[mhiggins10]

In terms of lap times, given no degradation in the track, tires, or car, it would be ideal to be within +/- .1sec over a series of laps when running with no traffic or drafting. A lot of times you'll see times vary a lot due to traffic or racecraft or drafting. And of course the first lap or two tires are coming up to temp/pressure. So for example with no drafting help and no cars in front to slow you down:

 

lap 1 - 1:46.8 start of race from slow pace

lap 2 - 1:44.9 tires getting up to temp

lap 3 - 1:44.2

lap 4 - 1:44.1

lap 5 - 1:44.3

lap 6 - 1:44.2

lap 7 - 1:45.1 lapped car***

lap 8 - 1:44.3

 

***lapped traffic really shouldn't cost you more than a second, even if you catch a car at the worst possible part of the track. Plan ahead and find a way by using momentum, not by trying to drag race from corner to corner.

Thanks Todd- I've got some work to do.  I can generally get +/-1s, and occasionally a string of .5 or so in a row, but down to .1 will take a lot more focus.  Well worth it though- I know it's something I need to improve, and the only way to get every tenth out of the car.

 

Couldn't agree more on the mental workout aspect.  A while back, I had an absolutely awful day- qualifying was just slower and slower, the race had 2 "barely-two-wheels-off" and a 4-wheel off as I was getting lapped that could've really hurt both me and the car.  Drove home wondering what the hell happened and calculating how much I could get if I just sold the car.  Upon further reflection, *I* was the problem- wasn't 100% there mentally.  I was distracted with car issues heading to grid (dead battery), I didn't eat lunch, I hadn't taken care of myself that afternoon and taken proper time to just sit, rest and visualize.   The next day was far better when I took care of those little things so I could focus on just driving.

[Tom Hampton]

Why do you think that is: Does it take you that long to get comfortable with the car or the track? Is it a matter of taking a little time to find the limits? Do you need several laps to "trust" the car? Does a sense of urgency kick in later in the race that offers some incentive to pick up the pace (I wanna beat that guy!)?

Obviously that's a critical question to answer.  And, honestly, I'm not sure. I only really have put 2+2 together after Hallett.  

 

At Hallett I was never uncomfortable in the car---it was awesome all weekend (very well balanced).  There is definately an aspect of "finding the limits", where I'm "inching up" on the critical turns---High-speed mid-straight type turns, in particular. 

 

During races I know I'm much better with a rabbit---that was a clear factor in the closing laps of both the TWS and Cresson Long races, and the Saturday PM race at Hallett. 

[Jamz14]

While karting in the socal scene, a well known tuner and driving coach told me that we would benefit the most from coaching if we were able to first develop some consistency. That consistency allowed the coach to pin point an area of concern, and then make a small correction and be able to tell whether that correction was useful or not and the critical piece was the prior consistency. The number he gave us for the coaching to be maximally affective:   0.25 sec delta per lap.

[Todd Lamb]

That would certainly make a coaches job a lot easier - but not exactly realistic when someone is on the steep part of the learning curve.

[Craig Berry]

Todd, these segments are great! I think anyone of any skill level can take something out of what you have to say about racing. I'll throw in my 2 cents... For consistency I run laps in my head starting as many days/weeks before an event, but I focus on where my eyes are going to be more than my hands or feet. I can't seem to duplicate the real thing with hands or feet in my head, but if you have time on a track I find your eye focal points critical for consistency.
For racing, I try to watch video and think about every situation I see, from my own video to that others. I think about what I would do or should do in every situation. It is amazing how many times something will happen that I have seen and thought about pre race.
Thanks again Todd for opening up such a positive dialogue

[Tom Sager]

 I focus on where my eyes are going to be more than my hands or feet. I can't seem to duplicate the real thing with hands or feet in my head, but if you have time on a track I find your eye focal points critical for consistency.
 

That is one of the least understood, most underappreciated and most beneficial skills that is not often enough practiced and trained.  

[Todd Lamb]

Let's analyze a specific corner on a popular track. Perhaps a difficult one. Suggestions?

[NPiekarski]

Turn 14, Road America

[Jamz14]

Let's analyze a specific corner on a popular track. Perhaps a difficult one. Suggestions?

T9 MRLS. Along with from a driving perspective, from a setup perspective too?

[Johnny D]

T9 MRLS. Along with from a driving perspective, from a setup perspective too?

The NASA Mag I posted here and at NASAPRORACING has every turn MRLS.
Just saying.
J~

[Todd Lamb]

Ok let's start with T14 Rd America. What do we know about this corner from looking at it or having driven through it before? Observations?

[NPiekarski]

Todd, I struggle with entry line and turn in. There is no "clear" line as you are wide on the right coming out of 13 by the access road. How do you make the transition back to drivers left, ie; point it straight or follow the sweeping right contour of the entry? I feel I tend to late apex and drift on the gators or early apex and end up having to make a mid corner adjustment.

[Todd Lamb]

Good start. To summarize, we have a prior left turn that requires crossing back across the track to the left to setup for T14. And T14 has a little bit of a bend on entry.

Anybody have additional observations?

[Tom Hampton]

I've never driven it or seen video much video.  But, looking at the satelite map, it looks like a decreasing radius turn, and it also looks like the track may get narrower on exit than it is at entry. 

[Craig Berry]

I love this turn! As the track bends away I just dont want to step my driver side tires in the grass under braking. I brake a few feet earlier than most, because this turn is all about getting flat early. Besides being relatively calm on the brakes, I am aggressive with the wheel and flat on the throttle as the car is turned....well before the apex. Clobber the inside curb. If done right you cant help to drift over the exit curbs to the edge of the track and you will get a speed and G sensation on the last part of the turn. You do not want any corrections with the steering, and you can not even think about easing off the throttle once flat. This is a turn you attack with your steering and throttle. 14 and 3 are really the only turns we focus on at Rd Am.