The Fast Line

The Fast Line
Online Driver Development
Presented by Honda The Fast Line In general the fastest racing line
is the straightest line basically. Now every corner has its own characteristic, its own optimal line based on whatever car you’re driving. But for the most part you want to be going as straight
as you possibly can for as long as you possibly can. Absolutely, I mean I think that the fast way
is just to join the dots Its like when you’re a kid you have those puzzles
– you need to join the dots That’s what you need to do to start. A lot people were there,
and tried to drive too fast, too quickly. Missed turn-in points,
missed apexes, untidy exits — Precision is the most important thing to start
with when you’re a rookie. Once you can do that,
then you can start to build speed. But doesn’t matter if you’re starting,
or if you’re a pro, you’ve got to get your apexes,
you’ve got to get the lines correct. Definitely, I mean the normal line will be coming
from the outside to the apex and trek out again but sometimes there’s a little bit more ripple, more to the inside,
so then you just try to find the optium out of it. You have to be precise, you know — if the corner is laid out
the way you have to, you know, hit the apex or go very close to the apex —
you have to hit it. You hit your marks. And it’s just the way you attack the corner,
how you press the brake pedal — An engineer told me once that — and its so true —
that the corner starts, as soon as you hit the brake pedal. You’ll be going quick, quick in the middle, and get out quick. There can’t be a point in the corner,
where you’re going to lose out. To be, you know, quicker than the next guy,
you’ve got to — every part of the corner has got to be better.
You know some drivers have different styles, so they’re going to brake really late,
get on throttle really early, and then in the middle, they might
just lose a little bit of time. So if its kind of a little about of driving style. To me its about having my hands straight,
when I’m doing a lot of my braking, and a lot of my accelerating. So you’ll see my style is sort of evolved
into a little bit more of a diamond of the corner, where I want to have as straight of hands
as possible when I’m threshold braking, turn the car, and then have the car relatively straight
to get the maximum traction off the corner. It depends — what’s the straight like you’re braking from? What’s the length of that straight?
What’s the length of the next straight? What are the bumps like?
What are the surface changes? You know, we have to deal with that a lot with the street courses, so they’re the fastest lane changes quite a lot
depending on a lot of outside circumstances. Because sometimes the grip level, or the highest grip
is not only on the fastest line you could see on the paper, so you have to feel it in a way. With experience you,
you really then pick this up very quickly, because you start to feel, okay there is a bit more grip there, so even if it doesn’t look like the best line, you better drive there, because
you just carry more speed into the corners. Sometimes the grip is just on the kerb,
or maybe a half a car width away from the kerb, or in the braking zones. Maybe it’s — you
can’t be on the absolute ideal line in the brake because its bumby or something,
and you got to move out of the way for those things. So, it’s got to be — it’s part of how you pick
the fastest line, it’s not absolutely the fastest line. When you look at a corner, you often need
to process what is after that corner. If there’s a half a mile straight away,
you really need to emphasize the slow in quick out, versus maximizing your braking,
and maybe compromising your exit. So there’s some corners have more
importance than others. Any corner that leads onto a long straightaway, is going to be more important than a corner
that maybe leads to two or three more corners. So, in general the corners that have long straightaways,
are places where you are on full throttle for a long time. Those are the corners that you want to
really emphasize getting back to power sooner, and as, you know, as soon as you possibly can,
and committing to the full throttle. Yeah absolutely, and sometimes it means
braking a little bit earlier to make sure you hit the apex and maybe not run so wide on that on the exit to be able
to make sure you’re faster the next sequence of turns. So, you always gotta think two, three steps ahead of
where you are to be — to get the right line generally. There will be an emphasis on some corners to be fast in, and there will be emphasis on some corners to be fast out of —
two good examples that are connected to each other. Coming out of the key hole at Mid-Ohio,
I want to be fast out of the key hole. At the end of the straightaway at Mid-Ohio turn 7,
all I want to do is bring mega speed in. At the key hole, I’ve got a really long
straightaway, and a passing opportunity At turn 7 is no real passing opportunity, and the next corner that’s set-up
is a really tight, tight, tight left hand corner, so I can bring all the speed I
can through 7 — not worry about the exit,
not worry about when I get the power not worrying about getting over, back over
to the right side of the track just bring speed through there, and the
time that I make up on the entry to 7, is going to be more than if I back it off,
set it up, and get a good entry to 8. But the key hole, conversely, is just the opposite.
You got to back it off in the middle of that corner, and get a big squared off,
and get a big run outta there. Fast out is most important for long straightaways. Fast in would be important for a place where
the corner that follows it, is not as important. Maybe a big brakes zone — things like that. So you can — you have to pick and choose
where you squeeze tenths of a second out of the lap. Set your marks up, get your brakes good,
get the platform right as you come into the corner, and when it’s time to pull the trigger,
hold onto the reigns — get that thing out of the corner. Or if have — like here you have a long straight after hairpin, you get that hairpin wrong, you losing —
you can watch on the dashboard these days you can watch the predictive time bleed away. If you get a good exit, you can just see
yourself gaining time the whole way. I mean, the really cool thing about
modern day cars is you’ve got a live delta time, in comparison to either, whoever set the fastest time
in the car — be it yourself, or your teammates. And you can see live, if you’re going faster or slower,
at any time, any point in the track. He’s got a plus or a minus, and you always
like to keep it on the minus — you going quicker. But yeah, it’s very fascinating to see,
if you change your line, or your braking point, you can see against the reference
immediately what effect that has. And that gives us live information on what to do. So it’s like it your very own person coach
sitting there with you in the car. Using the Kerbs Obviously, when you take a kerb, you go a bit straighter
into the corner, so the line is a bit better. But sometime it upsets the car,
so you have to feel what you can really do. It’s never really easy to do, but then if it upsets
the car too much, just stay off it a little bit. When you’re using kerb, you’re pretty much
trying open up the track as wide as possible, and just utilize all that extra space you have. Sometimes the kerbs are just rough —
you know they’re really jagged edges, and you have an astroturf next to it, so if you get it
a little bit wrong, it can really kill you for speed. And sometime a kerb’s a nice round one, which you can take. But obviously, the flatter the kerb, the better really.
And it changes circuit to circuit. If you can stay off the kerbs
that’s for sure is best — cause then the car’s flat, and you can use the underwing of the car,
and use the areo a lot better. But if you got to use the kerbs,
you got to use the kerbs.
Online Driver Development
Presented by Honda

56 Replies to “The Fast Line”

  1. Nice tips! For me "Going Faster! Mastering the Art of Race Driving", by Carl Lopez and Danny Sullivan is the definitive book on driving techniques.

  2. These are not advanced techniques, these drivers are explaining the basics. Drivers are often the worst people to ask because they're not teachers, they're drivers.

    Consider these basic ideas: fast lap times are created by efficient corner exits, and especially on corners leading to long straights. This makes complete sense. So, what should a line look like? Determine the best corner exit point that allows you to achieve the highest speeds on the exit and down the straight, and build the line backwards from there. Go fast in fast sections, go slow in slow sections. In a race, keeping the guy behind you is all you need to do in a slow section. So, why try to go fast in a slow section?

    In other words, your braking point, corner entry point, speed, and apex are all determined by where you want to be at corner exit. By corner exit we mean the spot where the car is pointed in the right direction that allows you to reach full throttle.

    This is summarized by the "slow in, fast out" mantra of the car world. It's no different in the motorcycling world. Determine the exit point and work backwards. It's how the best drivers do it. It's how MotoGP riders do it.

  3. This is just a video called Driving Techniques.
    Advanced Driving Techniques would be navigating a tight terrain whilst being shot at.

  4. I've got three words: Wheelspin is a bitch. When you're coming out of a slow corner then you really need to avoid hitting the throttle too soon, otherwise you get wheelspin, especially with cars that have a lot of torque. And also, cars with a lot of torque don't like when you drive over the kerbs, it makes them very unstable, usually you need to release the gas pedal for a split second after you've driven over the kerb and then ease the throttle back on.

  5. My first year in karting was spent solely on finding the right feel of the racing line and then applying to race situations. Once you find the feel of the line, you don't necessarily need the mechanically fastest car to be the fastest car on the circuit.

  6. i'm surprised about how basic their vocabulary is when describing corners.
    none of them say "increasing radius corner" to describe one, for instance. they just give examples.

    yeah, pretty much as i expected, the real deal is still more about feeling than theoretical knowledge.

    6:23 that's something missing from some racing games that really cripple fine tunning. you have to drive consistently on every other corner of the sector if you want to know if approaching a corner one or other way is faster. real-time on-demand feedback is something really helpful.

  7. Oddly enough I learned alot about corners from Gran Turismo 1 & 2. You had to do license challenges to be able to race the faster races.

  8. What a steaming pile of crap, which teaches absolutely nothing to any driver. No discussion about the Late Apex, or why it is good, or how to set up a car on the straight, prior to the corner. No talk about Hinting. No talk about managing weight. No talk about how to find the racing line. No discussion even about what the racing line even IS.

    Total waste of nearly 8 minutes.

  9. i swear i knew most of these techniques , i'm a big fan of speed and racing and mechanic since i was a child i never had an opportunity to be on a race track , if i did you will see me on the top of lap records

  10. Turning in shallower by just a hair allows to gradually load the suspension and also cuts a bit from the traveled distance, while carrying a bit more speed in. Arguably there is some trade off on the exit, but from what I understand this is one of Montoya's techniques. I've tried this in go karts and a big car and kind of makes sense.
    Schumacher also said IIRC he, at least on the Bennetton, slowed the car down, turned it like a tank, and then accelerated out. These are details that could be discussed in these videos.

    I thought they would discuss how in mid ohio's carrousel, nobody wastes time opening wide for it but just let the car go in shallow big time on entry.

  11. Ola!!
    It all comes down to how much money you have. The more money you have?? The more time in the saddle. No money?? No saddle…
    JD/82nd 🇺🇸

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