Slow in fast out = myth?

[StiflerMR2]

Spotted this on Jalopnik and thought it might be of interest to some:

http://jalopnik.com/5937814/why-the-slo ... -is-a-myth

Why The ‘Slow In, Fast Out’ Technique Is A Myth
alex lloyd

I'm sure you have heard — and maybe even been taught — that driving with a focus on being slow into the turn and fast out is the quickest way around a corner. It is one of the most common phrases muttered by instructors worldwide, and yet despite this superlative fact, I am going to tell you why it's wrong.

OK. It isn't entirely wrong. The theory is sound and for most amateurs it is the easiest way to learn without over-stepping the mark. But the fact is it is also the easiest method to teach. It is far harder to teach an amateur driver how to release the brake efficiently and roll additional speed into the bend, but still maintain the same solid exit speed. Just because it is the easiest, simplest method to instruct, doesn't mean we should believe it to be gospel. Because it isn't.

New drivers should exercise the "slow in, fast out" technique when they are getting started. Focusing on a good exit is key to building the foundation to becoming a faster driver. But as you improve you need to go beyond this method, and ignore the "slow in" portion. There is, in fact, no reason why you cannot be both "fast in" and "fast out."

Of course, being slow into the turn is relative. There are some truly fast drivers out there that, while it might seem to the amateur eye that they are driving unbelievably hard into the turn, are actually giving up just a touch on entry compared to other pro drivers. But they usually have a slightly better exit. Having that exit is great, but these drivers are typically middle-of-the-pack guys. By all standards brilliant drivers, but not quite at the pinnacle of their sport. So why is that?

It is because the best of the best have developed a way to maximize both entry and exit speeds. They brake at the same point, but as they approach the spot where they must begin to turn in they start reducing brake pressure far more rapidly, to roll more speed to apex. At lower speeds the time gains can be quite substantial (more so than at high speed), perhaps in the region of a tenth of a second or so (depending on the type of bend).

Why The 'Slow In, Fast Out' Technique Is A MythWhile it is true that the slower in, faster out driver may gain back around five to eight of those hundredths with their stronger exit, the driver who can roll the speed in still ends up with a few hundredths net gain. While that might not seem like much, add that up over a 14-turn racetrack and you can find yourself losing a few tenths very quickly.

Rolling speed like this also helps the balance of the car. Because when we release the brake we effectively flatten out our machine's platform, meaning the front and rear wheels have a far more equal weight distribution. So there is more load on the back of the car and therefore more rear grip, which enables you to carry more speed in.

Now the flatter platform may make it tougher to rotate the car mid-corner, because we do not have as much weight on the nose as we once did. So if we can adjust our car's setup, we may be able to run it a little looser because our driving style allows for more rear grip on entry. If you cannot change your setup then you can still release the brake to roll speed in, but maintain a few percent of brake pressure right down to apex to manipulate the front to bite and aid in rotation.

I have been privy to many data sets and been teammates with some of the top drivers in the world — such as Lewis Hamilton, Dario Franchitti, Scott Dixon, Will Power and others. What is common among all of them is the philosophy of using a slightly earlier turn-in, releasing the brake and rolling a lot of speed to apex. I have also driven with drivers who concentrate on corner exit and do not focus as much on rolling speed into the turn. Despite some of these drivers being very quick, they can never quite match the top guys, especially when on new tires (the extra grip is more readily available if you can take advantage of it on entry).

There is little doubt that the "slow in, fast out" technique is a starting point to build upon. It is a step up the ladder to truly becoming elite. A vital step to master, no doubt, but don't think it is the golden key. It is now down to you to push on and go beyond the typical instruction.

Amateur racers generally work on being "slow in, fast out." But the pros, well, they're "fast in, fast out." Because, after all, who the hell said we have to go slow, anyway?

About the author: @Alex_Lloyd began racing in the U.S. in 2006. He won the Indy Lights championship in 2007. He's competed in the Daytona 24-hour twice and the Indianapolis 500 four times — placing fourth in 2010. The native of MADchester, UK began racing karts at age 8, open-wheel race cars at 16 and finished second to Formula One World Champion - and close friend - Lewis Hamilton, in the 2003 British Formula Renault Championship, followed by a stint representing Great Britain in A1GP and winning races in Formula 3000. He lives in Indianapolis with his wife Samantha (also from England) and three young "Hoosier" children. He also enjoys racing in triathlons and is rather partial to good old English cup of tea. But not crumpets.

[campbell]

Thought-provoking, for sure. Nice article actually.

I'll stick with slow-in, make-it-back-out-again, mind you...

Interesting point in there about turning in a bit earlier. I remember Sasha pointing this out at KH during instruction with her a long, long time ago. Was at Clark corner. Never had the balls to try it. Then one time it happened through distraction, and I had one helluva tank-slapper to sort out through the exit - sheesh!

So I'll stick to planning routes on great roads rather than racing, I think...

[StiflerMR2]

I struggle enough as it is with slow in fast out never mind fast in fast out!

[scottishselise]

In short: the speed to enter a corner when racing/tracking is the fastest possible speed out.

[scottishselise]

Corners like clarks when driving the circuit anti clockwise are an idea example, in a lowish powered car one only need a dab of brakes for the left hander.

I struggle enough as it is with slow in fast out never mind fast in fast out!

[H8OAG]

Corners like clarks when driving the circuit anti clockwise are an idea example, in a lowish powered car one only need a dab of brakes for the left hander.

I struggle enough as it is with slow in fast out never mind fast in fast out!

Clarks does present a challenge when driven anti- clockwise
In the Coxster last night (albeit with the added weight of a passenger).....it is a Scandinavian Flick/pendulum turn.........as the tail breaks(left) on lift off to corner and a quick over-correction(right) to get it round.
Tried about six different lines... including wahoo over the apex which pushed the car wide/airborne onto the kerb.

[Dominic]

I think it is important to be fast out of a corner, as it makes you quicker all the way down the following straight. It is easy to carry too much speed into a corner, scrub it off during the turn and exit the corner slowly - therefore slowing your lap time. That is the point of slow in, fast out, it's far better than fast in, slow out. Having said that, I have seen many (myself included) taking the "slow in" part too the extreme.

The power of your car will also have a bearing on how much you can get away with being too slow in: With a lower powered car it is important to maintain as much momentum and pace as possible, but if you have more power, it's easier to add the pace again if you scrub off too much on the way in. IMHO

[Andy G]

Clearly you want to be quick all the way through the corner, but as Dom says if you come in to quick, normally a common mistake, you spend the rest of the corner correcting this, and ultimately lose speed on exit.

What actually took me a while to work out, was that there comes a point where you can go no quicker through a corner despite changing line - there is an optimum speed for entry and exit, and once you have it you need to consistently hit it. My inability to grasp this simple concept has helped my car control hugely though!

Smoothness, line and consistancy are all massively important, but as you'll see in all racing, to find the best line, entry and exit speeds, it will involve going beyond the limit, often costing you time, which you want to try and get out of the way before qually. Qually you will of course also see this happen a fair bit as people look for fractions to try and get position.

Dont know anyone that genuinely thinks "I'll go slow in fast out" although good for a first lap on a track- tend to think more about braking towards turn in (as little as you can get away with), then line through corner, and how soon you can get back on the power for exit.

Reverse Clarks is a bitch, and the braking for it is the hardest bit i think, as the car wants to go sideways , tail stepping out to the left, while you are looking for your line to turn right! Magic fun though and require real concentration!

Actually slow in, fast out I find works well for a road you are unfamiliar with

[BiggestNizzy]

I was Karting at the weekend and I seem to be slow in, slow out and slow along the straight bits. Basically slow everywhere

[Dominic]

I was Karting at the weekend and I seem to be slow in, slow out and slow along the straight bits. Basically slow everywhere

You do realize that it was not a foot rest on the left?

[StiflerMR2]

Nice post Andy, good to get a racing drivers POV.

I think my biggest issue on track is perhaps over braking on corner entry, which I'll then try and rectify on the next lap which invariably leads to me under braking, then realising this (and not having the required testicular fortitude to just throw it in to the corner and deal with it) I end up re-applying the brakes, unsettling the car and end up having to deal with it anyway! By the time I get out of the corner I'm in a right mess.

Saying that, I find track driving a bit like golf. I do it once right and it is so rewarding that the promise of getting it right again is enough to keep me hooked

[campbell]

I had some tuition from another KH instructor in the early noughties, who was working on braking with me. He described a very simple technique to improve (shorten) braking phases on approach to corners, which is the phase where big chunks of time / pace can be improved.

Just pick a clear comfortable braking point for each corner initially (KH used to have "Brake" boards for some of their Single Seater Experience days, and usually have 100 and 50m boards out most of the time I think?). Or some other FIXED (!) "landmark" or track furniture. Then choose a safe(-ish!) corner to work on, and push the braking start point a few metres further each lap.

This is easy to do initially because a) you generally don't press the brakes as hard as you actually could and b) you will often find yourself arriving at the corner too slowly, or having already lifted off the brakes well before turn-in. Hence there is lots of room to work with...initially!

There are later steps to all this but I won't pretend to be able to instruct on them and will leave it to the tame racing drivers, seriously experienced (and talented) trackday regulars or graduates of Walshy Days to take up the story.

But I tried the technique at Spa, at end of Kemmel straight in the soaking wet, and am sure I moved from using the 100m board (which felt scary enough early in the day) to nearer the 50m board by the end of my day there. Or at least something of that magnitude.

[alicrozier]

The counter to that Campbell (and one I've been recommended but probably dependant on threshold braking already) is to brake at the same point but not so hard...wow you still make it around the corner...do this until you get the optimum speed for corner entry. Only then you move you're braking point further forward, working your way back to threshold braking.

Theory is it lets you sort out your corner entry speed safely.

I agree most folks don't brake hard enough in the early phase and even increase braking force as the car slows. Walshy will teach you to hammer the brake initially and you need to ease off asspeed reduces, finding the threshold.

[campbell]

That's a new bit to me, Ali, so thanks for that.

The Walshy thing lives with me though. A lot of what I did with him at North Weald en route to Spa was of great value immediately - including on rain-lashed Belgian "motorways"...!

[Scotty C]

I agree most folks don't brake hard enough in the early phase and even increase braking force as the car slows. Walshy will teach you to hammer the brake initially and you need to ease off asspeed reduces, finding the threshold.

this also helps settle the car a lot more as you lift of, which can be either at your turn in point or beyond.

lets not start talking about trail braking