[FASTFATBOY]

I have always thought the more entry speed you could muster the faster your were.

When I first started in HPDE's a buddy who is much faster would bark for me to turn in much sooner than my mind would allow, he would say it twice before I would turn in.

I have since learned the faster the entry speed allows you to turn in earlier.


http://jalopnik.com/5937814/why-the-slow-i...w-To-Drive-Fast

Discuss.

[mr.beachcomber]

Basically the Lloyd article should be an eye-opener for most entry level racers; however, if you're running first in your class and don't have to stop for a change of tires or brake pads, slow in - fast out seems to work best in club racing for former street vehicles that don't want to rotate. Like everything else in racing, your line basically boils down to the combined characteristics of your tires, brakes, and the vehicle's weight balance plus the driver's skill level. (HP is nice and a broad torque band is nicer, but in club racing, the driver determines how best to use advanced techniques like trail braking to rotate the vehicle, late braking to pass, and fast in-fast out to cut down lap times to affect the outcome of any race.)

In my experience, the most difficult thing to teach a novice driver is brake modulation. (They seem to get the"go fast" part fairly easily!) Once they can properly modulate their brake pressure, these "advanced" techniques become so much easier to grasp and execute.

Still Lloyd's technique works great. Corvette Racer John Greenwood used it to great advantage in IMSA GT Racing back in the '70's. (Of course, he was on BFGoodrich T/A street tires that wore like iron and had an L-88 BBC w/600+ HP on tap in a C3 Vette that like to hang out it's rear end during cornering!) (IMG:http://www.frrax.com/rrforum/style_emoticons/default/beerchug.gif)