Lesson
Lesson
Lesson
70
of
of
of
Structuring Our Corners
Mark as Finished
Mark as Finished
Lesson by
Connor Bell
Book Coach
Before we get too far into the workshop, let's go over some basics. In terms of defining our apex, we first have to talk about what our apex isn't, just like we did with the limit. The apex is not always the perfect geometrical or halfway point of the corner. It is also not the perfect physical apex curbing that is placed by the track builder. A lot of times, drivers will drive around the track, split the corner in two or split the apex curbing in two, and drive the rest of the time on that track thinking that that is the perfect apex. However, this isn't necessarily the case.
Defining the Apex
When we want to define the apex as simply as possible, we will say it is the part of the turn in which your car is at the most inner portion of the corner. That's it. This definition removes some of the confusion and simplifies things as much as possible.
The Apex and Throttle Application Point
Coming back to a concept related to MRP, since our car increases in rotation coming into the apex and decreases in rotation after the apex (opening and closing spirals), this means that in 99% of single apex corners, the apex is also our throttle application point. Let me repeat that: the apex is also our throttle application point. They're the same thing in 99% of single apex corners. For today, we're not going to talk about double apex corners or chicanes. We're focusing only on single apex corners.
Troubleshooting Your Apex Placement
Your best two troubleshooters for where to place your apex are as follows:
If your apex is too early: The first symptom you will see is that you'll go over the limit on exit. A minor example might be a hesitation under throttle application—you roll on throttle at a point that is too early or before the actual correct apex, and you have to drop your throttle application at one point or hesitate before you get to a hundred percent. A more major example would be heavy understeer with the car going off track on exit.
If your apex is too late: You're most likely going to be under the limit on exit. By under the limit on exit, I mean that you're only needing to use half the amount of track on exit or three quarters of the track.
Getting to and Using Our Apex Efficiently
Getting to and using our apex efficiently is the most important part in terms of structuring our corner. If your entry is inconsistent, you will not get to your apex in the same manner, which is obviously a bad thing. If you don't get to your apex, then your exit is most likely going to be a little bit messed up. If your apex is not precisely defined, your exits are also most likely going to be inconsistent because, remember, your apex is also your throttle point. If your apex is not very precisely defined, how do you know where to roll on the throttle? And if you don't know where to roll on the throttle, are you going to have consistent exits?
The Primary Goal of Driving
If you remember back to the previous workshop, we talked about the primary goal of driving being that we want to keep all four tires on the limit for as long as possible. The biggest reason why Max Verstappen is faster than all of us is that he is simply at the limit of all four tires for longer than we are. Of course, there's a couple more reasons, but this is definitely the biggest one.
Knowing this, we need to structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires and only on the limit of the tires. Furthermore, we must precisely define our apex and throttle point with the goal of keeping the tires on the limit throughout corner exit.
Apex Selection Exercise
Since everything related to structuring our corner revolves around the apex, step one ensures our apex slash throttle point is precisely defined. Begin driving as you have been, but identify whether your exits are under, at, or over the limit based upon your cues, lines, etc. Remember, when I say cues, it's the things we spoke about in the first workshop—that's going to be your tire sound, force feedback, and we also obviously have visual cues from what we see on the screen with our lines and so on.
If your exits are not perfectly at the limit, adjust your apex and throttle point accordingly. For example, if on your exit of turn one you're having to release the throttle to not go off track, that probably means your apex is too early and you should push it further down the track for the next lap.
Important Note: In order for this to work properly, it is extremely important to begin applying the throttle as soon as you reach your selected apex—no earlier, no later. It is very difficult for this exercise to work if you do not apply the throttle exactly at your apex.
Building Consistent Corner Entries
Now that we have our apex defined based on the outcome of our exit, we're going to work on building consistent corner entries. Now that we know the optimal apex location, let's move on.
Three Main Things to Think About
Number one: We need to brake to the limit of the tires, especially under straight line braking, as that is the most effective way you're gonna decelerate the car and definitely the easiest thing to improve on in order to have a consistent entry and mid-corner speed.
Number two: We want to find and use precise reference points.
Number three: We want to optimize these references for speed and pace.
Making References More Precise
In a scenario where a driver says they typically aim to brake between the one and two marker boards, how could we adjust this to be more precise? What are some other things we can use as references when marker boards aren't perfect or present?
Examples include:
More specific marker numbers (110, 140, etc.)
Bushes on the side
Changes in color on the wall or floor
Brake marks on the track
Sponsor signs
Tire marks
Curb start or end points
Dips or bumps in the track
Trees or stands
Billboards
Changes in pavement, grass lining
Lining objects up with the car
Just about anything we can find works. It might sound basic, but oftentimes—I'm going to say 50% of the time—drivers don't make a conscious effort at finding and using these references, at least at the start.
Tip: Avoid using shadows as references, as the sun moves throughout the day and your reference will change from session to session.
Reference Points Exercise
Each of you has been asked to write down on a piece of paper, without looking at a track map or track video, your braking reference for every single corner on track. If you were to think about it, I can guarantee there are some corners where you're not 100% sure what you're using as your reference, or you don't have a really solid reference at a bare minimum.
Let's identify what those corners are. Go out on track and start by driving through those corners' entry rather slowly and see if, at a slower speed, you can identify objects that you could use as reference points. Look for differences in pavement, tire marks, elevation, curbs changing angles, acute angles on the curbs—you have lots and lots of options. Continue to test various points until you find super precise objects or locations that work best.
Helpful Tip: Limit References
Instead of thinking of them as "braking references," think of them as limit references. Rather than "I'm starting to roll on the brakes here," make a quick mindset shift and say "I'm getting the tires to the limit at this reference point." Sometimes that helps people.
Relating References to Corner Structure
Now that we know how to find precise references, we need to remember one of the first points in the workshop: we must structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires. We could add in another word there, also saying only on the limit of the tires.
We don't want to set our braking reference too early and have to fall under the limit in order to not chop off our exit and end up on the infield. We also don't want to set our braking reference too late to the point where we're going over the limit on entry, having to lock up, get into the ABS, and miss our apex.
The Two to Three Step Process
Using your cues, follow this process:
Step One: Identify whether or not you may be under or over the limit entering the apex based off of your current reference point. When you hit the brakes until you get to the apex (your designated apex spot that you picked out earlier), listen to the tire sounds, pay attention to the force feedback, and see if that ever drops below the limit, goes over the limit, or stays at the limit throughout that whole phase.
Step Two: Adjust your braking reference point in order to get the car to the limit and keep it only at the limit of the tires heading into your selected apex point. If your tire sound is dropping coming into the apex and you're still getting to your apex in a fashion that allows you to roll in your throttle and get a good exit, you can probably push your braking reference a little bit further down the track. If done correctly, you'll now be at the limit throughout corner entry and exit.
Key Takeaways and Tips
Really focusing on picking specific points for all corners—literally taking notes—can take your consistency up a major step. Every driver knows references are important and they know how to be precise; it's just whether you take the boring amount of time to go through the motions, which then allows you to find more time once the consistency is there.
References might change throughout the race or as conditions shift from session to session. The best thing you can do to prepare for that case is have one precise reference for each corner to start with, at least. That way, you're able to accurately and precisely adjust from there for the changing conditions. You can't change your braking point if you didn't have one to start with.
Using Replay for Reference Finding
If you're having problems finding a braking reference, do some laps, and after you accidentally brake at a good spot, go into the replay and pause it at the braking spot just before. Scan everywhere to try and find a reference. Going into the replay afterwards and getting to the frame where you're rolling on the brakes and getting to the limit might help you identify a reference around. Remember, we can also use objects in the car and line them up with things in your field of view.
Remember that your apex might not be the perfect geometrical or physical shape on track. Keep that in mind when determining where your throttle application point should be.
Before we get too far into the workshop, let's go over some basics. In terms of defining our apex, we first have to talk about what our apex isn't, just like we did with the limit. The apex is not always the perfect geometrical or halfway point of the corner. It is also not the perfect physical apex curbing that is placed by the track builder. A lot of times, drivers will drive around the track, split the corner in two or split the apex curbing in two, and drive the rest of the time on that track thinking that that is the perfect apex. However, this isn't necessarily the case.
Defining the Apex
When we want to define the apex as simply as possible, we will say it is the part of the turn in which your car is at the most inner portion of the corner. That's it. This definition removes some of the confusion and simplifies things as much as possible.
The Apex and Throttle Application Point
Coming back to a concept related to MRP, since our car increases in rotation coming into the apex and decreases in rotation after the apex (opening and closing spirals), this means that in 99% of single apex corners, the apex is also our throttle application point. Let me repeat that: the apex is also our throttle application point. They're the same thing in 99% of single apex corners. For today, we're not going to talk about double apex corners or chicanes. We're focusing only on single apex corners.
Troubleshooting Your Apex Placement
Your best two troubleshooters for where to place your apex are as follows:
If your apex is too early: The first symptom you will see is that you'll go over the limit on exit. A minor example might be a hesitation under throttle application—you roll on throttle at a point that is too early or before the actual correct apex, and you have to drop your throttle application at one point or hesitate before you get to a hundred percent. A more major example would be heavy understeer with the car going off track on exit.
If your apex is too late: You're most likely going to be under the limit on exit. By under the limit on exit, I mean that you're only needing to use half the amount of track on exit or three quarters of the track.
Getting to and Using Our Apex Efficiently
Getting to and using our apex efficiently is the most important part in terms of structuring our corner. If your entry is inconsistent, you will not get to your apex in the same manner, which is obviously a bad thing. If you don't get to your apex, then your exit is most likely going to be a little bit messed up. If your apex is not precisely defined, your exits are also most likely going to be inconsistent because, remember, your apex is also your throttle point. If your apex is not very precisely defined, how do you know where to roll on the throttle? And if you don't know where to roll on the throttle, are you going to have consistent exits?
The Primary Goal of Driving
If you remember back to the previous workshop, we talked about the primary goal of driving being that we want to keep all four tires on the limit for as long as possible. The biggest reason why Max Verstappen is faster than all of us is that he is simply at the limit of all four tires for longer than we are. Of course, there's a couple more reasons, but this is definitely the biggest one.
Knowing this, we need to structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires and only on the limit of the tires. Furthermore, we must precisely define our apex and throttle point with the goal of keeping the tires on the limit throughout corner exit.
Apex Selection Exercise
Since everything related to structuring our corner revolves around the apex, step one ensures our apex slash throttle point is precisely defined. Begin driving as you have been, but identify whether your exits are under, at, or over the limit based upon your cues, lines, etc. Remember, when I say cues, it's the things we spoke about in the first workshop—that's going to be your tire sound, force feedback, and we also obviously have visual cues from what we see on the screen with our lines and so on.
If your exits are not perfectly at the limit, adjust your apex and throttle point accordingly. For example, if on your exit of turn one you're having to release the throttle to not go off track, that probably means your apex is too early and you should push it further down the track for the next lap.
Important Note: In order for this to work properly, it is extremely important to begin applying the throttle as soon as you reach your selected apex—no earlier, no later. It is very difficult for this exercise to work if you do not apply the throttle exactly at your apex.
Building Consistent Corner Entries
Now that we have our apex defined based on the outcome of our exit, we're going to work on building consistent corner entries. Now that we know the optimal apex location, let's move on.
Three Main Things to Think About
Number one: We need to brake to the limit of the tires, especially under straight line braking, as that is the most effective way you're gonna decelerate the car and definitely the easiest thing to improve on in order to have a consistent entry and mid-corner speed.
Number two: We want to find and use precise reference points.
Number three: We want to optimize these references for speed and pace.
Making References More Precise
In a scenario where a driver says they typically aim to brake between the one and two marker boards, how could we adjust this to be more precise? What are some other things we can use as references when marker boards aren't perfect or present?
Examples include:
More specific marker numbers (110, 140, etc.)
Bushes on the side
Changes in color on the wall or floor
Brake marks on the track
Sponsor signs
Tire marks
Curb start or end points
Dips or bumps in the track
Trees or stands
Billboards
Changes in pavement, grass lining
Lining objects up with the car
Just about anything we can find works. It might sound basic, but oftentimes—I'm going to say 50% of the time—drivers don't make a conscious effort at finding and using these references, at least at the start.
Tip: Avoid using shadows as references, as the sun moves throughout the day and your reference will change from session to session.
Reference Points Exercise
Each of you has been asked to write down on a piece of paper, without looking at a track map or track video, your braking reference for every single corner on track. If you were to think about it, I can guarantee there are some corners where you're not 100% sure what you're using as your reference, or you don't have a really solid reference at a bare minimum.
Let's identify what those corners are. Go out on track and start by driving through those corners' entry rather slowly and see if, at a slower speed, you can identify objects that you could use as reference points. Look for differences in pavement, tire marks, elevation, curbs changing angles, acute angles on the curbs—you have lots and lots of options. Continue to test various points until you find super precise objects or locations that work best.
Helpful Tip: Limit References
Instead of thinking of them as "braking references," think of them as limit references. Rather than "I'm starting to roll on the brakes here," make a quick mindset shift and say "I'm getting the tires to the limit at this reference point." Sometimes that helps people.
Relating References to Corner Structure
Now that we know how to find precise references, we need to remember one of the first points in the workshop: we must structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires. We could add in another word there, also saying only on the limit of the tires.
We don't want to set our braking reference too early and have to fall under the limit in order to not chop off our exit and end up on the infield. We also don't want to set our braking reference too late to the point where we're going over the limit on entry, having to lock up, get into the ABS, and miss our apex.
The Two to Three Step Process
Using your cues, follow this process:
Step One: Identify whether or not you may be under or over the limit entering the apex based off of your current reference point. When you hit the brakes until you get to the apex (your designated apex spot that you picked out earlier), listen to the tire sounds, pay attention to the force feedback, and see if that ever drops below the limit, goes over the limit, or stays at the limit throughout that whole phase.
Step Two: Adjust your braking reference point in order to get the car to the limit and keep it only at the limit of the tires heading into your selected apex point. If your tire sound is dropping coming into the apex and you're still getting to your apex in a fashion that allows you to roll in your throttle and get a good exit, you can probably push your braking reference a little bit further down the track. If done correctly, you'll now be at the limit throughout corner entry and exit.
Key Takeaways and Tips
Really focusing on picking specific points for all corners—literally taking notes—can take your consistency up a major step. Every driver knows references are important and they know how to be precise; it's just whether you take the boring amount of time to go through the motions, which then allows you to find more time once the consistency is there.
References might change throughout the race or as conditions shift from session to session. The best thing you can do to prepare for that case is have one precise reference for each corner to start with, at least. That way, you're able to accurately and precisely adjust from there for the changing conditions. You can't change your braking point if you didn't have one to start with.
Using Replay for Reference Finding
If you're having problems finding a braking reference, do some laps, and after you accidentally brake at a good spot, go into the replay and pause it at the braking spot just before. Scan everywhere to try and find a reference. Going into the replay afterwards and getting to the frame where you're rolling on the brakes and getting to the limit might help you identify a reference around. Remember, we can also use objects in the car and line them up with things in your field of view.
Remember that your apex might not be the perfect geometrical or physical shape on track. Keep that in mind when determining where your throttle application point should be.
Before we get too far into the workshop, let's go over some basics. In terms of defining our apex, we first have to talk about what our apex isn't, just like we did with the limit. The apex is not always the perfect geometrical or halfway point of the corner. It is also not the perfect physical apex curbing that is placed by the track builder. A lot of times, drivers will drive around the track, split the corner in two or split the apex curbing in two, and drive the rest of the time on that track thinking that that is the perfect apex. However, this isn't necessarily the case.
Defining the Apex
When we want to define the apex as simply as possible, we will say it is the part of the turn in which your car is at the most inner portion of the corner. That's it. This definition removes some of the confusion and simplifies things as much as possible.
The Apex and Throttle Application Point
Coming back to a concept related to MRP, since our car increases in rotation coming into the apex and decreases in rotation after the apex (opening and closing spirals), this means that in 99% of single apex corners, the apex is also our throttle application point. Let me repeat that: the apex is also our throttle application point. They're the same thing in 99% of single apex corners. For today, we're not going to talk about double apex corners or chicanes. We're focusing only on single apex corners.
Troubleshooting Your Apex Placement
Your best two troubleshooters for where to place your apex are as follows:
If your apex is too early: The first symptom you will see is that you'll go over the limit on exit. A minor example might be a hesitation under throttle application—you roll on throttle at a point that is too early or before the actual correct apex, and you have to drop your throttle application at one point or hesitate before you get to a hundred percent. A more major example would be heavy understeer with the car going off track on exit.
If your apex is too late: You're most likely going to be under the limit on exit. By under the limit on exit, I mean that you're only needing to use half the amount of track on exit or three quarters of the track.
Getting to and Using Our Apex Efficiently
Getting to and using our apex efficiently is the most important part in terms of structuring our corner. If your entry is inconsistent, you will not get to your apex in the same manner, which is obviously a bad thing. If you don't get to your apex, then your exit is most likely going to be a little bit messed up. If your apex is not precisely defined, your exits are also most likely going to be inconsistent because, remember, your apex is also your throttle point. If your apex is not very precisely defined, how do you know where to roll on the throttle? And if you don't know where to roll on the throttle, are you going to have consistent exits?
The Primary Goal of Driving
If you remember back to the previous workshop, we talked about the primary goal of driving being that we want to keep all four tires on the limit for as long as possible. The biggest reason why Max Verstappen is faster than all of us is that he is simply at the limit of all four tires for longer than we are. Of course, there's a couple more reasons, but this is definitely the biggest one.
Knowing this, we need to structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires and only on the limit of the tires. Furthermore, we must precisely define our apex and throttle point with the goal of keeping the tires on the limit throughout corner exit.
Apex Selection Exercise
Since everything related to structuring our corner revolves around the apex, step one ensures our apex slash throttle point is precisely defined. Begin driving as you have been, but identify whether your exits are under, at, or over the limit based upon your cues, lines, etc. Remember, when I say cues, it's the things we spoke about in the first workshop—that's going to be your tire sound, force feedback, and we also obviously have visual cues from what we see on the screen with our lines and so on.
If your exits are not perfectly at the limit, adjust your apex and throttle point accordingly. For example, if on your exit of turn one you're having to release the throttle to not go off track, that probably means your apex is too early and you should push it further down the track for the next lap.
Important Note: In order for this to work properly, it is extremely important to begin applying the throttle as soon as you reach your selected apex—no earlier, no later. It is very difficult for this exercise to work if you do not apply the throttle exactly at your apex.
Building Consistent Corner Entries
Now that we have our apex defined based on the outcome of our exit, we're going to work on building consistent corner entries. Now that we know the optimal apex location, let's move on.
Three Main Things to Think About
Number one: We need to brake to the limit of the tires, especially under straight line braking, as that is the most effective way you're gonna decelerate the car and definitely the easiest thing to improve on in order to have a consistent entry and mid-corner speed.
Number two: We want to find and use precise reference points.
Number three: We want to optimize these references for speed and pace.
Making References More Precise
In a scenario where a driver says they typically aim to brake between the one and two marker boards, how could we adjust this to be more precise? What are some other things we can use as references when marker boards aren't perfect or present?
Examples include:
More specific marker numbers (110, 140, etc.)
Bushes on the side
Changes in color on the wall or floor
Brake marks on the track
Sponsor signs
Tire marks
Curb start or end points
Dips or bumps in the track
Trees or stands
Billboards
Changes in pavement, grass lining
Lining objects up with the car
Just about anything we can find works. It might sound basic, but oftentimes—I'm going to say 50% of the time—drivers don't make a conscious effort at finding and using these references, at least at the start.
Tip: Avoid using shadows as references, as the sun moves throughout the day and your reference will change from session to session.
Reference Points Exercise
Each of you has been asked to write down on a piece of paper, without looking at a track map or track video, your braking reference for every single corner on track. If you were to think about it, I can guarantee there are some corners where you're not 100% sure what you're using as your reference, or you don't have a really solid reference at a bare minimum.
Let's identify what those corners are. Go out on track and start by driving through those corners' entry rather slowly and see if, at a slower speed, you can identify objects that you could use as reference points. Look for differences in pavement, tire marks, elevation, curbs changing angles, acute angles on the curbs—you have lots and lots of options. Continue to test various points until you find super precise objects or locations that work best.
Helpful Tip: Limit References
Instead of thinking of them as "braking references," think of them as limit references. Rather than "I'm starting to roll on the brakes here," make a quick mindset shift and say "I'm getting the tires to the limit at this reference point." Sometimes that helps people.
Relating References to Corner Structure
Now that we know how to find precise references, we need to remember one of the first points in the workshop: we must structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires. We could add in another word there, also saying only on the limit of the tires.
We don't want to set our braking reference too early and have to fall under the limit in order to not chop off our exit and end up on the infield. We also don't want to set our braking reference too late to the point where we're going over the limit on entry, having to lock up, get into the ABS, and miss our apex.
The Two to Three Step Process
Using your cues, follow this process:
Step One: Identify whether or not you may be under or over the limit entering the apex based off of your current reference point. When you hit the brakes until you get to the apex (your designated apex spot that you picked out earlier), listen to the tire sounds, pay attention to the force feedback, and see if that ever drops below the limit, goes over the limit, or stays at the limit throughout that whole phase.
Step Two: Adjust your braking reference point in order to get the car to the limit and keep it only at the limit of the tires heading into your selected apex point. If your tire sound is dropping coming into the apex and you're still getting to your apex in a fashion that allows you to roll in your throttle and get a good exit, you can probably push your braking reference a little bit further down the track. If done correctly, you'll now be at the limit throughout corner entry and exit.
Key Takeaways and Tips
Really focusing on picking specific points for all corners—literally taking notes—can take your consistency up a major step. Every driver knows references are important and they know how to be precise; it's just whether you take the boring amount of time to go through the motions, which then allows you to find more time once the consistency is there.
References might change throughout the race or as conditions shift from session to session. The best thing you can do to prepare for that case is have one precise reference for each corner to start with, at least. That way, you're able to accurately and precisely adjust from there for the changing conditions. You can't change your braking point if you didn't have one to start with.
Using Replay for Reference Finding
If you're having problems finding a braking reference, do some laps, and after you accidentally brake at a good spot, go into the replay and pause it at the braking spot just before. Scan everywhere to try and find a reference. Going into the replay afterwards and getting to the frame where you're rolling on the brakes and getting to the limit might help you identify a reference around. Remember, we can also use objects in the car and line them up with things in your field of view.
Remember that your apex might not be the perfect geometrical or physical shape on track. Keep that in mind when determining where your throttle application point should be.
Before we get too far into the workshop, let's go over some basics. In terms of defining our apex, we first have to talk about what our apex isn't, just like we did with the limit. The apex is not always the perfect geometrical or halfway point of the corner. It is also not the perfect physical apex curbing that is placed by the track builder. A lot of times, drivers will drive around the track, split the corner in two or split the apex curbing in two, and drive the rest of the time on that track thinking that that is the perfect apex. However, this isn't necessarily the case.
Defining the Apex
When we want to define the apex as simply as possible, we will say it is the part of the turn in which your car is at the most inner portion of the corner. That's it. This definition removes some of the confusion and simplifies things as much as possible.
The Apex and Throttle Application Point
Coming back to a concept related to MRP, since our car increases in rotation coming into the apex and decreases in rotation after the apex (opening and closing spirals), this means that in 99% of single apex corners, the apex is also our throttle application point. Let me repeat that: the apex is also our throttle application point. They're the same thing in 99% of single apex corners. For today, we're not going to talk about double apex corners or chicanes. We're focusing only on single apex corners.
Troubleshooting Your Apex Placement
Your best two troubleshooters for where to place your apex are as follows:
If your apex is too early: The first symptom you will see is that you'll go over the limit on exit. A minor example might be a hesitation under throttle application—you roll on throttle at a point that is too early or before the actual correct apex, and you have to drop your throttle application at one point or hesitate before you get to a hundred percent. A more major example would be heavy understeer with the car going off track on exit.
If your apex is too late: You're most likely going to be under the limit on exit. By under the limit on exit, I mean that you're only needing to use half the amount of track on exit or three quarters of the track.
Getting to and Using Our Apex Efficiently
Getting to and using our apex efficiently is the most important part in terms of structuring our corner. If your entry is inconsistent, you will not get to your apex in the same manner, which is obviously a bad thing. If you don't get to your apex, then your exit is most likely going to be a little bit messed up. If your apex is not precisely defined, your exits are also most likely going to be inconsistent because, remember, your apex is also your throttle point. If your apex is not very precisely defined, how do you know where to roll on the throttle? And if you don't know where to roll on the throttle, are you going to have consistent exits?
The Primary Goal of Driving
If you remember back to the previous workshop, we talked about the primary goal of driving being that we want to keep all four tires on the limit for as long as possible. The biggest reason why Max Verstappen is faster than all of us is that he is simply at the limit of all four tires for longer than we are. Of course, there's a couple more reasons, but this is definitely the biggest one.
Knowing this, we need to structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires and only on the limit of the tires. Furthermore, we must precisely define our apex and throttle point with the goal of keeping the tires on the limit throughout corner exit.
Apex Selection Exercise
Since everything related to structuring our corner revolves around the apex, step one ensures our apex slash throttle point is precisely defined. Begin driving as you have been, but identify whether your exits are under, at, or over the limit based upon your cues, lines, etc. Remember, when I say cues, it's the things we spoke about in the first workshop—that's going to be your tire sound, force feedback, and we also obviously have visual cues from what we see on the screen with our lines and so on.
If your exits are not perfectly at the limit, adjust your apex and throttle point accordingly. For example, if on your exit of turn one you're having to release the throttle to not go off track, that probably means your apex is too early and you should push it further down the track for the next lap.
Important Note: In order for this to work properly, it is extremely important to begin applying the throttle as soon as you reach your selected apex—no earlier, no later. It is very difficult for this exercise to work if you do not apply the throttle exactly at your apex.
Building Consistent Corner Entries
Now that we have our apex defined based on the outcome of our exit, we're going to work on building consistent corner entries. Now that we know the optimal apex location, let's move on.
Three Main Things to Think About
Number one: We need to brake to the limit of the tires, especially under straight line braking, as that is the most effective way you're gonna decelerate the car and definitely the easiest thing to improve on in order to have a consistent entry and mid-corner speed.
Number two: We want to find and use precise reference points.
Number three: We want to optimize these references for speed and pace.
Making References More Precise
In a scenario where a driver says they typically aim to brake between the one and two marker boards, how could we adjust this to be more precise? What are some other things we can use as references when marker boards aren't perfect or present?
Examples include:
More specific marker numbers (110, 140, etc.)
Bushes on the side
Changes in color on the wall or floor
Brake marks on the track
Sponsor signs
Tire marks
Curb start or end points
Dips or bumps in the track
Trees or stands
Billboards
Changes in pavement, grass lining
Lining objects up with the car
Just about anything we can find works. It might sound basic, but oftentimes—I'm going to say 50% of the time—drivers don't make a conscious effort at finding and using these references, at least at the start.
Tip: Avoid using shadows as references, as the sun moves throughout the day and your reference will change from session to session.
Reference Points Exercise
Each of you has been asked to write down on a piece of paper, without looking at a track map or track video, your braking reference for every single corner on track. If you were to think about it, I can guarantee there are some corners where you're not 100% sure what you're using as your reference, or you don't have a really solid reference at a bare minimum.
Let's identify what those corners are. Go out on track and start by driving through those corners' entry rather slowly and see if, at a slower speed, you can identify objects that you could use as reference points. Look for differences in pavement, tire marks, elevation, curbs changing angles, acute angles on the curbs—you have lots and lots of options. Continue to test various points until you find super precise objects or locations that work best.
Helpful Tip: Limit References
Instead of thinking of them as "braking references," think of them as limit references. Rather than "I'm starting to roll on the brakes here," make a quick mindset shift and say "I'm getting the tires to the limit at this reference point." Sometimes that helps people.
Relating References to Corner Structure
Now that we know how to find precise references, we need to remember one of the first points in the workshop: we must structure our corner entry in a way that allows us to get to our apex while remaining on the limit of the tires. We could add in another word there, also saying only on the limit of the tires.
We don't want to set our braking reference too early and have to fall under the limit in order to not chop off our exit and end up on the infield. We also don't want to set our braking reference too late to the point where we're going over the limit on entry, having to lock up, get into the ABS, and miss our apex.
The Two to Three Step Process
Using your cues, follow this process:
Step One: Identify whether or not you may be under or over the limit entering the apex based off of your current reference point. When you hit the brakes until you get to the apex (your designated apex spot that you picked out earlier), listen to the tire sounds, pay attention to the force feedback, and see if that ever drops below the limit, goes over the limit, or stays at the limit throughout that whole phase.
Step Two: Adjust your braking reference point in order to get the car to the limit and keep it only at the limit of the tires heading into your selected apex point. If your tire sound is dropping coming into the apex and you're still getting to your apex in a fashion that allows you to roll in your throttle and get a good exit, you can probably push your braking reference a little bit further down the track. If done correctly, you'll now be at the limit throughout corner entry and exit.
Key Takeaways and Tips
Really focusing on picking specific points for all corners—literally taking notes—can take your consistency up a major step. Every driver knows references are important and they know how to be precise; it's just whether you take the boring amount of time to go through the motions, which then allows you to find more time once the consistency is there.
References might change throughout the race or as conditions shift from session to session. The best thing you can do to prepare for that case is have one precise reference for each corner to start with, at least. That way, you're able to accurately and precisely adjust from there for the changing conditions. You can't change your braking point if you didn't have one to start with.
Using Replay for Reference Finding
If you're having problems finding a braking reference, do some laps, and after you accidentally brake at a good spot, go into the replay and pause it at the braking spot just before. Scan everywhere to try and find a reference. Going into the replay afterwards and getting to the frame where you're rolling on the brakes and getting to the limit might help you identify a reference around. Remember, we can also use objects in the car and line them up with things in your field of view.
Remember that your apex might not be the perfect geometrical or physical shape on track. Keep that in mind when determining where your throttle application point should be.
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