Im struck by the urge to type, and racing is my obbsession. So here are the techniques I use and love. Even just cruising around I use almost all of these. The extra thought proccess and practice makes me enjoy driving that much more. Lets start simple: Straight line acceleration from a standstill Each and every car has a power band, that range of rpms that your engine will produce the most power. The key to accelerating as fast as you possibly can to either the finish line or a break point is keeping your car in this sweet spot for the entire duration. Keeping the ball of your foot pressed against the brake and your pinky toe feathering the gas just below your powerband select first gear. Find your contact point with your clutch as lights turn yellow, and quickly (yet smoothly) remove your foot from the brake while engaging the clutch and throttle at the same rate. Idealy your tires will spin, forget what you have been told. Launching a car from a standstill successfully includes slipping the clutch and spinning the tires, Both within reason of course. Power is lost here, but most engines have narrow power and torque bands, so the fastest launch will include wheelspin and slipping the clutch. Braking, with heel-toe downshift. Brake hard, Brake late, Brake straight. Remember it. Any forces used for Acceleration or Decceleration cannot be used for turning (thanks forza). If you brake hard and straight and enter the corner late you will end up hundreds of times better than the guy who decides to brake while entering the corner. If you really want to push your car to the limit you have to use 100% of your available traction for pulling your car around that bend. Included in your braking you must select a gear so you are able to coast through the beggining of a corner and accelerate in that power band immediately after the apex. To do so while braking you use a simaler technique to the launch described above, The heel-toe downshift. Keeping the ball of your foot pressing the brake to slow your car for the corner ahead (Threshold braking: Not just for crashes), you press in the clutch while selecting your gear and blip the throttle with your pinky toe while quickly engaging the clutch once again. Whew, dont worry it becomes natural after some practice. The amount of this blip is relevant to your cars rpm change between gears. Note: Getting comfortable with it? Remeber to take the amount you are braking into consideration, as braking force inceases the rpm amount at which you need to match engine speed to wheel speed decreases. Unsure of what gear to select? Remember your power band The actual corner Alright, enough of the easy stuff. Here it is, the moment of truth. You can either take it like a pussy, or push it to the edge. This is where races are won and lost. Know your car, Know your corner, and know how to deal with shit when it pops up cause it definately will. If it feels like your riding on rails your just not going fast enough (thanks some random car ad). Okay, so lets look at the corner as a whole. You have your braking point, your turn in point, your apex, your exit position and direction of the next corner. All of these play factors in your ideal racing line (well get to passing, fuck ups, and variances next). -Turn in point To get the line right, it is vital to turn in at the correct point. Leave it too late and you'll miss the apex, too soon and you'll have to tighten your line mid corner. Get this right and you'll have set yourself up for a good line. Remember that the apex may be further round the turn than you can see, so make sure you learn the track and the apex points before driving in anger. Also remember to balance your car after braking. This is achieved by lightly pressing the throttle so you have no engine acceleration or decceleration. This is also a crucial point of your turn. It will single handedly ruin this corner and the entire length of track to your next braking point. Get smooth. -Finding that apex The apex is simply the mid point of a corner, and the point at which you focus on from the begining of your turn in. If you are lucky apexes are marked with a cone or red post of some sort. Remember that this has to be your focus from the start of your turn in. -Track out point Now you have hit the apex, time to accelerate hard out of that corner to the other side of the track. The track-out point is the last part of the corner. Since the goal is to obtain the greatest exit speed possible, if you’re passing the track-out point it’s essential to use the complete width of the track. Use up every bit of track left. Don’t cut too deep into the corner exit if you don't have to or you’ll loose potential acceleration. Even if it’s just a tenth of a second, every bit of extra speed counts. Combating oversteer and understeer Understeer Its all about balance baby, If your front wheels are slipping out while you try and turn in it means they have overcame thier traction limit. If we use some logic we can determine the back wheels are probably not slipping (If they are, you have lost control. Im not going to explain how to get out of that). Therefore we can use the back wheels to take some of the force. First and foremost however we have got to remove all unessicary forces from the front wheel. You may have fucked up by not braking enough, or too hard on the gas at your turn in point. Either way, correct it. Next step is to either straighten up your steering and recorrect, or catch Dat' Ass back up to your front end so momentum can continue pushing you through that corner. To catch that back end up give the e-brake a quick jolt followed by some power to push your car towards the apex, and onto your next corner.* Oversteer There are two kinds of oversteer: Power, and Braking. Power is cause by providing more power to the back wheels then they can handle, causing them to slip your back end out. Where as braking pitches your car forward and lightens up your back end, causing it to slide out. Now, here comes the fun. Your direction of travel is detirmened by your angular momentum. (The force of your back end sliding - the force your counter steer is applying) If you want to remain going the right direction keep the sideways speed of your slide in check with your front wheels. If your heading to deep into the corner turn away from the corner harder and brake if your in control. If your too far towards the wall steer in more, and once again if you have the balls accelerate slightly. * *I race rally cross man, If you have the correct track ways of doing this please feel free to share. Overtaking The only part of a race where you should be midly concerned about the unknown factor. Although, if your reacing league races know your opposition. Know thier driving styles, racing lines, straight speeds, lap times, drag time of thier underwear selection. Know it man, in a sport that demands perfection and where .1s detirmines lap difference it all can help you lead more laps. -In a corner First way is pretty simple. Draft up behind during the straight dive for the inside line just before your braking point and fly past as you brake harder and later. Note of caution: Watch out for the block. Someone too committed to outbraking is going to land two people in some hurt. There are two ways to black this attempt, first by anticipating the pull out in which case you should remain behind them biding your time till the next corner. The second is not allowing you to outbrake and taking a higher faster line where they have to brake less and carry more speed throughout the corner. Makes for interesting battles around a few turns, and also leads us to the next point. -On the straight Pretty easy, Its called slipstream or drafting. The higher your opponents speed, the more air the car has to fight through. If the car in front of you is fighting the air for you, you will have to resist much less air. As a result you get more speed for the same amount of work that the engine delivers. Once you’re close enough simply pick the right moment to pass your opponent. That took alot longer than I expected. Whenever I see fit ill get to the rally techniques and what have you. Feel free to message me with suggestions, requests, or corrections.