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Get Faster with the Driver’s University

Develop as a racing driver as efficiently as possible by learning fundamentals including trail braking, managing under-steer, using over-steer and driving at the limit

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How to drive the perfect racing line is a fundamental driving theory we need to master before we can be fast on circuit.

From the braking point, through turn-in, apex (clipping point) and exit, the racing line is critical to lap time.
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We’re going to take a detailed look at the six phases of a corner –  how to take a corner and what you should be doing at each point through it.

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Good vision is a fundamental technique to get right when driving on track.

Tutorial number three takes a look at how to improve your vision when driving, enabling you to be faster and more consistent on track.
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Grip (or traction) is what keeps us on the track, allowing us to brake, accelerate and turn.

However, finding the limit of grip and continually driving at it, is not easy to perfect.
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This week we’re investigating weight transfer – a fundamental topic to understand if you want to be fast on track.

Understand weight transfer and you’ll begin to be conscious of how your car’s pitch is changing through each phase of a corner, and more importantly, you’ll know how to get the most from it.
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You can win or lose lots of lap time during the braking phase, as well as adjust the balance of your car on corner entry.

Today’s article takes an in-depth look at how to improve your braking on track.
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Today we’re going to take a detailed look at understeer.

Understeer is handling characteristic that is mostly disliked by racing drivers, but it’s important to understand so we can reduce the chances of it slowing us down on the circuit.
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Today we’re examining the handling characteristic of oversteer.

Mostly enjoyed by racers, a little oversteer makes for a fast track car, however, it can be difficult to control and to have too much oversteer can often be referred to as a crash!
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Today we’re going to cover how to learn a circuit as efficiently as possible.

Track time is expensive and sometimes we don’t have much time to learn a new circuit, so I’m going to share with you a step-by-step guide to getting up to speed as quickly as possible.
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Trail braking is an advanced driving technique that we’re examining in today’s whiteboard tutorial.

The brakes of a track car are so much more than just a deceleration device – they allow a driver to manipulate and alter the pitch of the car as they enter a corner and this is trail braking.
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Depending on the particular corner of a circuit, your braking, racing line and whole method may change. As driver’s we’re trying to extract every last tenth of a second from our lap time, so it’s important to understand these differences.

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Today’s tutorial focuses on explaining the braking phase, and more importantly how we change our technique to optimise this section and reduce lap time.

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Today’s tutorial examines in detail how to maximise the corner entry phase of a turn. Typically, drivers can lose or gain a lot of time in this area, which is technically complex.
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The mid-corner phase requires a smooth transition from the brake pedal to the throttle, to keep weight transfer at a minimum and maintain overall grip levels at their maximum.

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The exit phase is important because it controls how much speed we carry onto the following straight.

As we know, this is crucial because any extra momentum we take onto the straight accumulates to a significant reduction in lap time.

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Many drivers in the paddock talk about left foot braking as it can help save time multiple times over a lap.

Scott Mansell examines left foot braking, why it can be faster and how to become an expert at this technique.
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To be a genuinely fast driver, you must always be at the limit of grip when on track. Anything less than this will add to your lap time.

Today’s tutorial explains a step-by-step process to help you always be at the limit and how to reach it quickly.
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Not all corners on a circuit have equal importance, as carrying good speed into, and more importantly out of, can result in various time differences depending on the type of turn.

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When driving on track, our aim is always to be learning, improving and ultimately decreasing our lap time.

To do this, we must absorb as much information from the car and circuit as possible, through the various senses we use while driving.
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Drivers will spend more time testing and on track days than they will racing.

For obvious reasons testing is necessary – it’s the time in which we have the opportunity to learn about our driving, the car and circuit we’re circulating.
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Warming tyres is a critical part of getting up to speed efficiently on track.

Whether tyre warming for a track day, testing or racing, it’s important to know how to bring them into the optimum temperature range and how it feels.
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Nowadays, many modern races begin with a rolling start. with the start of a race generally offer the best opportunity to make – or lose – positions, it’s important to make the most of it.

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The first corner of a race is often the most exciting moments you’ll experience during competition.

Along with the excitement comes much opportunity to gain – or lose – positions. A skilled driver can make up numerous places, while someone with less experience could easily move backwards.
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Overtaking and racecraft are a complex and constantly evolving environment on track.

For these reasons, it’s one of the most difficult areas of racing to coach and often a skill that takes a lot of experience and learning.
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Data logging or acquisition is now commonly used across all forms of motorsport.

In this Driver’s University tutorial, our driver coach, Scott Mansell, takes an overall look at data logging and how it can help you become faster on track.

Scott Mansell

Founder Driver61

Scott Mansell is a driver development coach and racer, who has competed in professional motorsport for over 25 years.

He’s driven and competed in hundreds of race cars, including everything from Mazda MX-5s to 26 different F1 cars.

This year alone he will develop more than 100 drivers over 26,000 miles of coaching through his MasterClass training program.