How do you measure your driving improvements?
 

I'm assuming most people here are fairly regular track attendees. Your goal then is to have fun, but also to get faster.

My question? How do you measure your effectiveness as a driver? Is it strictly lap times? Is it scientific? Is it seat of the pants?

Some things to think about in context of this discussion:

1. If you improve one corner, are you hurting yourself on the next?
2. How do you decide the most important corner? What technique do you use to improve it?
3. How many things to you seek to improve in any given track session? What things are most important?

DL-90 for "virtual segment times."

Most important corner is the one before the longest straight.

I can only work on ONE thing per session. Usually, it's not making mistakes, trying to stay on line.

great questions, I will add a few

4. do you change the unit of measure when racing over that used in qualifying and warm up?
5. do you use any formal coaching methods?
6. how much time is spent making the car go faster compared to making yourself go faster, what is the return on investment in both cases.

My answers

a) How do you measure your effectiveness as a driver?
JH> so far I have pretty much focused on lap times, and relative position to others on the track.

b) Is it strictly lap times? Is it scientific? Is it seat of the pants?
JH> I have a DL90 and have started to look for ways to utilize the data, this year I am adding a TPS and brake pressure so I can get some loggin of what I am doing.

Some things to think about in context of this discussion:

1. If you improve one corner, are you hurting yourself on the next?
JH> segment times are the way to measure this, I have not yet done much, however I spend time thinking about where the segments should be, clearly the way you divide the track into segments is critical to determining what is getting optimized

2. How do you decide the most important corner? What technique do you use to improve it?
JH> Never gave it much thought recently, once I started wheel to wheel, I realized the most important corner is the one I was in, either behind a car or infront of one.

3. How many things to you seek to improve in any given track session? What things are most important?
JH>Generally, when I am not messing with the car, I work on at most two corners, but often I spend time on one thing like braking, then it is everywhere on the track. As for the most important, since HP has been my weakness, momentum and braking are my choices, with momentum at the top of the list

4. do you change the unit of measure when racing over that used in qualifying and warm up?
JH> yes, in a race I only focus on relative postion to the rest of the class, and in practice and qualifying it is lap times.

5. do you use any formal coaching methods?
JH> I try to leverage the stuff I learned from Bob Cornish, the "inner game" technique

6. how much time is spent making the car go faster compared to making yourself go faster, what is the return on investment in both cases.
JH> Sadly too much time on the motor looking for HP, other than that I spend very little time at the track on adjsting the car, I figure drive what you brung is good enough, unless there is something wildly out of wack. I have worked with my old team mate telling him "there is nothing wrong with the car" when infact it was a broken swaybar mount, and he still set a person best time, so I know in my case the car as it sits is faster than I am driving it, so I work on me.

Jim

Each day, I try to focus on 1 mechanical aspect (suspension adjustments, tire pressure, or whatever).

I also go into each day trying to improve certain aspects - maintaining higher speeds through corners, braking later, etc. that are more universal.

Each session, I review the goals for the day, lap times, and then focus on 2 parts of the track and try to put it all together. The more experienced I get the more I can handle on the improvement side. At the complete novice level, one mistake led to a chain of events. Now, I correct any mistake, even if I have slow down more than I want, to get back on the line, then continue.

I approach a race weekend with a "situationalist" attitude.
Meaning,I look at my class and decide how Iam stacking up at this track. Then I set an "attainable" goal to hit before qual. (I use track notes as well as car set up notes from the last race at this track.) To hit this goal may require an adjustment to my driving(most often the case),If this is the case I refer to my track notes and try to identify where Im losing ground,If Iam able to identify a particular turn(s) as a problem I work on that turn with an eye on incorporating it into the turn or straight prior and after the "problem" turn...Always only one change at a time.
I also keep notes on my closest competiters,nothing long winded,just anything I see as "different" or "extra ordinary"
I gauge my improvement on how close I come to my goal and did I surpass it in qual. If I nailed it I set the bar higher,If I didnt,I drink more beer that night:)
No... I go back out and slow down and drive the "line" and work back up to my last lap times,then start over...So far its seemed to work for me.
In a race it all about position baby,and since we draw for starting position I may be with in a group of cars that are faster or slower than me on that given day and this is where my 'competitor" notes come in handy.
It may seem like a lot of note taking but it may only take me 10 min after every session to jot some stuff down.

This season my "coach" has been mental imaging exercises(cheapest track time) ala Ross Bently.Im excited to put it into practice this season. My goal is to drive in less of a reactonary manner and use my other means to be more anticapatory(sp)
As well as "seeing" the possiblity in my minds eye that there is always more to be had in any givin lap and find a way to get there.
I dont use data logging,but Iam intruiged by it,for now I tend to think its the loose nut behind the wheel that needs tightening up.
Oh and a fresh engine, gearbox and suspension cant hurt either.

Cool topic.
Best,
Thomas

Oh I forget to mention after all that mumbo jumbo I try to go out and just drive my a** off :)

Since I'm 60 and have a 31 year old car I am happy to finish a race with no leaks, no dents and hopefully not in last place!

Re: How do you measure your driving improvements?
 

Improvement is measured by lap times, using a transponder. In the short term, this is actually difficult since traffic greatly affects lap times. I have not had success trying to analyze segment times. I always improve over a weekend and, so far, have always improved over the best times at the same track previously.

I have a dedicated track car where I have invested in the suspension and still have a stock engine with some turbo boost increase. I make few changes to the car at this point, having dialed the car to very little understeer so it is a challenge for me.

Effort is focused on all turns where I am not sawing the steering wheel some or not throttle steering, as appropriate. Your question #1 is thoughtful. I have improved speed in a corner only to miss the setup for the next corner. If I continue to repeat this, I reanalyze which turn is most important. Making straigtaways as long as possible is the goal, using both entry and exit turns.

. . . and I'm having a lot of fun.

Lap time certainly is my way to measure overall improvements. I think it is a good way, since it averages out every turn on the track.

Wayst to improve in certain turns? Best is to drive with instructors or follow them as much as you can. Learn their approach to the turns and try them for yourself. Also take instruction whenever you can get it. The more styles you get to experience the easier it will be for you to find out what works for you and your car.

Also, never stop talking about how you take particular turns and comparing it to others. What gear are they in, where do they start breaking, when in a smilar car etc.

I find that once I get faster in one turn, the next becomes more challenging and things that worked at the slower pace won't work any more at the higher speeds I am suddenly at. I definitely work my way up slowly until it becomes a fast and very connected lap. I have only gotten to that point on one track to this point. It reflects very nicely in lap times that compare to people that have done this three times as long as I.

George

John I think that is a perspective worthy of all of us amateur racers.
I want to race just for the sake of the race. The outcome is not as important as the entertainment and experience I try to get during every lap of the race. I've read books and asked questions and continue to share notes and learn at the track. But honestly I'm content with my skills; I know there is room for improvement. But I'm ready to just drive a tenth or so within my means.

I want to be safe and have fun, I'm not out to set a record lap every time I enter the track. In a race you sometimes get caught between packs. Sometimes you spend 10 laps reeling in a guy, which is a good feeling. Other times you say let him go drop back 50 yards and dice around with some other cars. Running alone between packs misses the excitement, challenge and entertainment of running in traffic.

It sounds good, every race weekend I say, no beers and take it easy on the track, someday I'll listen to myself.;)

Thomas,

I saw your motor yesterday, got the feeling that you and me were the ones upping the stakes, that was until I saw GaryH and DavidL engines there as well. Plus I know RussH is rebuilding, so I guess most of the field will have new motors. Are you Dynoing yours as well?

Jim

You have all heard this before and I was guilty of it for too long and still a little.

Rookies go too fast in slow corners and too slow in fast sweepers

Jim-
You must be mistaken,I have no recollection of any engine leaving the rear of my car.At this point I must envoke my right to take the 5th. :)
Yeah,we will dyno the engine. I had a great experiance as well as good power gains the last time we dyno'd it.Its not super cheap but well worth the dollars spent to know just what I have in the way of power and state of tune. Plus I think the break in can be completed under "adult supervision" which Im in need of from time to time:)
I think Im more jazzed about the new GB more than the engine.After turning my 901 into a boat anchor at Sears,I cant wait to have a proper 915 w/ goodies.
WOW I didnt realise there will be so many fresh engines this season...Hmm note to self: Drive faster!

TJ

not sure you can call mine fresh, same pistons and rings, same valves and guides. Added a bullet proof bottom end that is all, after seeing Russ explode two 3.0s I fell into the quicksand of I am just going to eliminate that oil leak.....

Jim

In the constantly changing world of Autocross, this can be a bit of a challenge. In my own case, it's complicated by my tinkering with the car each winter in an attempt to bring it up to the allowable standards of my class.

In an attempt to make some sense of this, I've picked a few "Gold Standard" fellow competitors.... Guys that are consistently quick regardless of class. I bounce my times off them for a given course. The problem with this is they are not standing still either (in most cases).

Then there's "Pro from Dover" method. I get Doug Skinner to drive the thing. This is the most effective, but ones ego can take a beating here....I asked him once "Where am I loosing time". His reply "Everywhere". There must be a better way than this:D

I partly measure my improvement, by how well I can think clearly and understand what is happening on the track, and eliminate as much of the emotion as possible. When I can talk myself through upcoming corners and understand why the car got twitchy, then I'm improving as a driver even if my lap times don't come tumbling down.

My engine is not there anymore, although it does have 40 more HP.

I measure my driving improvements in what, to me, are very important hundredths of a second:

http://forums.pelicanparts.com/uploa...1106871614.jpg

;)

Jack,

I'm guessing that the 1:30 barrier is a significant one? :D