porsche club of america driver’s school manualhod.pca.org/pdfs/02 hod driver's school manual...

1Porsche Club of America

Heart O’ Dixie Region

Developed from various sources by the Heart O’ Dixie Region, Porsche Club of America, April ’08

Porsche Club of AmericaDriver’s School Manual

You can’t tell what makes a Porsche special by driving it around the block” Ferry Porsche



PCA DEClassroom Instruction

• The Purpose• The Driving Position• Turning the Wheel• Handling – Oversteer

and Understeer• Shifting• Braking• Tires and Tire Pressure• The Proper Line• Curves & Apexes• Passing

• Where to Look• Off-track Excursions• Instructors• Putting it all Together

– Braking and Downshifting– Entering a Turn– Crossing the Apex– Exiting the Turn

• Track Flag Signals• Common Student Errors• What to Bring to the Track• A Few Key Pointers,

Thoughts, and Comments



The Purpose

• 1st – Teach you about your car and how it handles– Initial limits will be yours, not the car’s– Push yourself to discover the car’s limits– The car’s limits are well beyond what you thought– Early sessions show what the car feels like approaching its limits– Teach car control when it reaches the limits– Learn this at low speeds and with instructor supervision– Later, apply this education and techniques at higher speeds

• Enjoy driving your car under controlled conditions– Go fast, use all the road, without traffic, pedestrians, obstacles, or

law enforcement

• This is not a racing school– Sole purpose in track driving is practice putting the car at exactly

the right spot to negotiate the turns at the maximum safe speeds– The key point is vehicle control; smoothness, consistency, and

concentration



The 4 StepDriving Position

• Let the seat & seat belt hold you in position; not the wheel, the shifter, your knees, or your feet

• 1st – Adjust the seat position relative to the pedals– Fully depress the clutch (or brake) to the floor without locking your

knee, or adjust your seat position to prevent locking your knee

• 2nd – Adjust the steering wheel relative to your sightline– Lowest position without interfering with legs or sighting the gages

• 3rd – Adjust the seat back relative to the steering wheel– With shoulders firmly pressed into the seat, move seat back so

wrists can rest at the 12 o’clock position on the steering wheel

• 4th – Tighten the seat belts as tight as possible – Will your vehicle allow you to recline the seat back, tighten and

lock the belt, then raise the seat back to the proper position



The Turning the Wheel

• Always keep both hands on the wheel at all times;about the 3 and 9 o’clock position

• Position your hands before a turn so they are in these positions during the turn

• Some drivers use the 4/5 and 7/8 positions before a slalom to turn both ways without moving their hands

• Two hand movement techniques –– 1st – Reach one hand over the other, then return to 3/9– 2nd – Shuffle the wheels through the hands at 3/9

• Advantages: 1st is the most common usage, quicker for major adjustments; 2nd keeps both hands on the wheel in case you are hit during a turn

• Disadvantages: 1st has only one hand on the wheel at times; 2nd has to be learned and practiced



The Turning the Wheel



Handling –Oversteer & Understeer

• 2 aspects of a car’s handling: balance & weight transfer• Balance is distribution of weight front to rear, side to side• Weight transfer is weight distribution changes when you

turn, brake, or accelerate• Oversteer: vehicle turns more sharply than steering input

– Called looseness; car’s rear-end looses grip, tries to “come around”; from braking, accelerating, lift-throttle, slippery road

– You have to steer the car toward the outside of the turn to maintain your intended direction

• Understeer: vehicle turns less sharply than steering input– Described as “push” or “plow” the opposite of oversteer, as the

front tires loose their grip and you run off the outside of the turn– You have to restore grip to the front tires, by slowing down

• Any change in balance can cause these effects: turning, braking, or accelerating



Vehicle Balance, Oversteer, & Understeer

Understeer

Oversteer

Side to Side



Brake Zone

Turn In

Apex

Track OutAccelerateNeutral Throttle

Weight Transfer

Deceleration

Acceleration

Neutral



Shifting

• Don’t force the transmission, use it smoothly and deliberately with your fingers and palm

• Speed shifting, power shifting, and slamming the lever from gear to gear is ineffective and expensive.

• Downshift prior to entering the turn to apply power in the lower gear as soon as possible upon exiting the turn

• Only downshift in a turn by matching the engine speed to prevent a braking force from the rear wheels

• Double clutching and heal and toe are not taught in this school –it takes lot of practice to perfect



Braking

• The most noticeable DE difference from street driving is the level and frequency of braking—especially the level

• Maximum (Threshold) braking is achieved with the wheels still rolling, but just on the threshold of locking up – A faint chirp of the tires, not a loud screech.– A locked wheel can’t steer, is less effective, and flat-spots the tires– Without ABS, in a lockup, slightly reduce pressure, then reapply pressure– Rapidly squeeze to build pressure to threshold, transfer weight forward

for more downforce– Rear-engine Porsches transition go from 35% front and 65% rear weight

distribution to about 50-50; better braking than front engined cars going from 50-50 to 75% front and 25% rear

• After braking in a straight line before the turn, smoothly transition to turning into the curve, keeping the weight forward for additional grip on the front tires



Braking continued . . .

• Trailing off the brake as you turn to bring the rear end around (oversteer) faster, is an advanced technique that allows earlier throttle application (Advanced students)

• Use the brakes as hard and fast as possible to allow maximum cooling between applications

• Brake fade is evidenced by a spongy or soft pedal requiring more brake pressure—time to cool then off!

• End of session cool down lap at speeds thru turns without use of brakes, cools engine, brakes, and driver

• In the pits, leave the car in gear but don’t set the handbrake—it’ll warp the discs



Tires and Tire Pressure

• Minimize tire wear by driving smoothly and sensibly; without locking the wheels when braking or sliding the rear end of the car (drifting) when accelerating– If your street tires are squealing in the turns, beware, you are

approaching their traction limits

• Inflate your tires pressures higher than normal—maybe 2-4 lbs, to prevent roll-over on the sidewalls during corning

• Immediately upon exiting the track, stop and check your tire pressures; the hot tire pressures should never exceed the maximum pressure printed on the sidewall



Tires and Tire Pressure



The Proper Line

• The maximum possible radius through every turn yields the fastest speed through the turn

• However, other considerations are safety, most comfortable minimum time, and maximum speed around the track

• Through every turn on a track, there is an optimum path or line which yields one or more of the following:– Maximum comfort for occupants for a given vehicle speed– Minimum wear on the tires and suspension– Minimum time and maximum speed through the turn– Margin of safety through the turn and exiting the turn

• The “Line” is a function of the shape of the turn, the banking of the turn, and the condition of the track surface



The Proper Line



Curves & Apexes

• The quickest way between two points is a straight line• The next best thing to a straight line is to change

directions as little as possible—to straighten out the curve—called apexing

• The theoretical apex of a turn is the point where the largest possible radius through a turn touches the inside of the turn



Curves & Apexes continued . . .

• In an early apex, the vehicle wheels touch the inside of the track upstream of the theoretical apex; in a late apex, the wheels touch downstream of the theoretical apex

• The late apex is the fastest, smoothest, and safest path – Allows you to apply throttle before you reach the late apex and therefore

results in the maximum exit speed down the following straight– Avoids the problem of carrying too much speed into an early apex

resulting in running out of pavement and off the outside edge of the track

• Use the entire available pavement to generate the largest possible arcs through every turn

• Try to “clip” the apex of every turn with your inside wheels

• As you approach a turn and initiate braking and downshifting, look up and ahead for the apex; well before you pass the apex, look ahead for the turn exit



Curves and Apexes




• Standard terms – Braking Point – The point on the straight prior to the turn

where you initiate braking. Often marked with braking signs in 100’ increments. All passing should be completed prior to reaching the first braking sign.

– Turn-in Point – Where you begin to steer the car across the road to straighten out the curve. All braking should be completed prior to the turn-in point

– Entrance Point – The path taken from the turn-in point to the apex; more advanced students begin throttle application at or just after this point

– Apex – The midpoint of the curve, where you should be as close to the inside edge of the track as possible. Advanced students are at full throttle at or just after this point.

– Track-out Point – The path you take from the apex to the outside edge of the track. Where your outside wheels clip the outside edge of the track.

• Try to create one smooth arc from turn-in to track-out




• The point you start the throttle and the amount of throttle applied is vehicle and track dependent– The amount of throttle, the track and curve characteristics, and the

vehicle grip results in your car’s path from apex to the track-out point; too little throttle and you are slower than optimum, muchthrottle and you run off the outside edge of the track

• Constant radius curves, increasing radius curves, and decreasing radius curves

Constant radius Increasing radius Decreasing radius




• When negotiating an unfamiliar curve, a good rule of thumb is to plan a late apex rather than an early one.

• Brake, downshift, turn-in, accelerate toward the apex, track-out, and straighten, is the sequence and terms used in the DE



Passing

• All passing is restricted to designated zones on the straights and only with a point-by, one point-by per car

• When passing—– Close to the car before the straight so they understand you want to

pass. Wait for the point-by; ensure they see you in their left mirror– When the point-by is given, immediately pass “off-line” and wave

them thanks—returning to the line– Check your mirror to see if anyone behind you needs to pass– Only initiate the pass with time to complete the pass prior to the

braking zone, or wave off the pass and await the next opportunity

• When being passed—– Be aware of traffic to your rear; they should never be a surprise– With traffic on your rear bumper, stay on line and give the point-by

immediately at the start of the straight– Point them by off-line with a clear strong signal; arm to the left or

over the top of the car to the right, one point-by for each car!– Lift off the throttle until the pass is completed.



Passing continued . . .

• Off-line passing• When passing and you can’t get back on the line —

– You close on a turn before you can move back on-line – This places you in an early apex position– Don’t panic, just brake to a slower entry speed in order to

negotiate a sharper radius turn, and as you pass the center point of the turn you are back on line but at a reduced speed

– Next time wave off the pass if you don’t have time to get back on line prior to the first braking sign or cone

• When being passed, the passer can’t get back on line—– Stay wide and slow below your normal turn-in entry speed– Give the traffic to your front plenty of room in case of a spin– Slower entry speed allows you to make a late turn-in if

necessary, but as you pass the center point of the turn you are back on line and at a reduced speed

– Next time reduce your speed more to facilitate the pass, or don’t give a point-by there’s not enough room before the braking point



Where to Look

• Most drivers look where they are, instead of where they are going

• First, develop your reference points: braking markers, turn-in points, apexes, etc.

• Then, develop the technique of looking where you want to go, not where you are; this is ocular driving– If you always look ahead, you’ll find your driving becomes

much smoother and with smoothness comes speed.

• The next technique is enlarging your field of vision to include the flag stations, traffic approaching in your rear view mirror, cars in trouble well up in front of you



Off-track Excursions

• If while negotiating a turn hitting an obstacle seems unavoidable. Depending on the circumstances, a technique that has saved many, is to straighten the wheel, threshold brake, then release the brakes and steer around the obstacle. This technique is variable dependent.

• At some point you may find you can’t avoid running off the track; straighten the wheel and drive straight off, continue to brake the car to slow down. ABS usually prevents proper braking on slick, grassy surfaces, so stopping distances may be greatly extended.

• If you slide off the track sideways, your tires may dig into the dirt and cause your car to roll-over.

• Come to a stop before re-entering the track, establish eye contract with the corner worker for assistance re-entering the track. Ensure there is no approaching traffic.



Off-track Excursions

• If you attempt to return to the track at high speed, the tires on one side of the car may find good traction on the pavement while the other side are still on the slippery grass and cause you to spin to the other side of the track

• Immediately return to the starting grid after any off-track excursion (4 wheels off) and discuss the “off” with the Pit Boss who will ensure you understand what caused the difficultly and determine if you continue the session or cool-down in the paddock

• Two 4-wheel offs and you are done for the day!



Instructors

• Your instructor will be most impressed with smooth driving and consistency in driving the line, not your speed

• Drive a speed that allows you to concentrate on the line, and speed will naturally increase with experience

• Make sure you ride with your instructor during his track session for another perspective of the track

• If you two have a personality conflict, pull into the Grid and ask the Chief Driving Instructor or Pit Boss for another instructor perspective. You’ll probably both be glad you did.

• A word for hot heads and speed demons. Our technique is to retire to the bleachers and sit-out your next driving session reviewing the basics. If this doesn’t work, you may find yourself in the bleachers a lot.

• We’re all volunteers and safety is of primary importance!



Putting it all Together

• Smoothly braking, cornering, accelerating—practice driving smoothly and speed will naturally follow

• Braking and downshifting in a straight line, turn-in and steer toward the apex while rolling on the throttle, clip the apex, and momentum will naturally carry you to track-out. One large smooth arc from turn-in to track-out.

• It’s not how fast you enter the turn that counts, but rather how fast you leave it

• If you have a high-horsepower car among faster cornering cars and better drivers that are closing on you over the course of a lap, lift off the throttle, wave them by, and fall in behind them and watch their line as they continue to pull away from you.– Nothing is gained by powering away on the straights only to have

someone on your bumper through the rest of the lap



Track Flag Signals

Passing Flag - Alerts driver obstructing traffic. Faster cars approaching to your rear, check your mirrors, and allow them to pass at the first safe opportunity. Stay on line, ease off the throttle, and give a point-by for each car you allow to pass.

Yellow Flag - Indicates hazard ahead, proceed with caution. Don’t stop, just slow down and proceed with caution—no passing, except for passing disabled vehicles. Two ways its displayed. Standing Yellow (not waving, held still) – A hazard that drivers have seen before—somewhere on the track, but continues to be on the track, and may continue to be there for some time, such as a car stopped ahead but off the pavement. Waving Yellow - Exercise more caution, but keep moving. For example, a car has stalled on the track, or located in a hazardouslocation; probably to your immediate front.

Green Flag – Used at the starting line in the Grid to start the session and the only signal, or permission, under any circumstances, for a driver to enter the track. Don’t enter the track until signaled by the starter.



Track Flag Signals continued . . .

Checkered Flag - Used at the starting line to conclude each track session. Start your cool-down lap at a speed slow enough to avoid brake usage and exit to the pits at the next opportunity.

Red Flag - Displayed waving only. More serious than the yellow and means there is an obstruction of traffic on the track and the situation is hazardous, such as fire or possible injury. All drivers pull to a safe stop, off the pavement, and if possible, adjacent to the next flag station and await corner worker instructions.

Black Flag - Displayed open or furled. Standing Black Flag signals the run session has been halted and all drivers are to return to the pits. Furled Black Flag pointed at a particular car signifies something is wrong with the car, the driver has violated track etiquette, or for some other reason, the Pit Boss wants to see the driver. For both standing and furled black flags, the driver is to slow down, finish the lap, and return to the grid. For individually flagged drivers, drive to the Pit Boss’s location to for an explanation.

Debris Flag - Debris ahead on the track, such as oil, car parts, dirt, cones, etc. Most tracks use the yellow flag instead of this one.



Common Student Errors

• Poor Driving Position – maximum leg extension, steering wheel position, seat belts, helmet strap

• Poor Hand Position – hands all crossed up, return both hands to the wheel after shifting, elbow in the window

• Abrupt Use of Controls – steering, Brakes, and Throttle• Indecisive Use of Controls – on and off the throttle unnecessarily,

pumping the brakes, sawing the wheel• Failure to use all of the Track – largest (fastest) radius• Creeping in – from the edge of the track near turn-in• Early Apexing – from too much pressure or over-driving• Dropped or Dumped Clutch after the Turn-in Point – after the turn-

in instead of before• Shifting Gears While in a Corner – unnecessary and risky• Failure to Perform Minimum Car Preparation – tire pressures,

fluids, brakes, throughout the day• Late Turn-in – spin risk as student wrestles to the proper apex anyway



More Common Student Errors

• Braking Too Late – greatest errors are made when the difference between the straight-away speed and cornering speed is large

• Failure to Build Braking Pressure Smoothly – prevent locking the tires• Poor Use of RPMS – completely missing upshifts or downshifts• Failure to Balance the Car at Turn-in – oversteer or understeer• Trailing-throttle Oversteer – abruptly dropping the throttle mid-corner• Power Oversteer – too much throttle applied too early• Failure to Recognize Mistakes – it takes full concentration and

discipline, consistency• Failure to Anticipate and Adjust – as speed changes require, such as

an off-line corner entry• Premature Emphasis on Lap Times – failure to realize or accept that

nobody starts on the top or gets there easily



What to Bring to the Track

• 1-2 quarts of oil, especially is your car uses it• Widow cleaner and hand cleaning materials• Hat, long sleeve shirt, long pants, flat bottom, closed-

toe, non-lugged shoes, don’t forget your helmet• Sunscreen, lawn chair, ground cloth, plastic container• Your DE paperwork (tech inspection, final tech sheet,

sealed medical info envelopment, log book, DE manual)• Tire gage, torque wrench, pen & paper• Plenty of water, your lunch and snacks• Arrive with a full tank of gas



A Few Key Pointers

1. 1st thing; sign the PCA Insurance Waiver (and maybe a Track Waiver also)

2. Park in the Paddock, empty your car, place it all on the ground cloth and inside the plastic container; glove box, trunk, compartments, cell phones, detectors, garage openers, CDs, tapes, and 8-tracks, mats, check under the seats, maybe the spare tire too

3. Check-in at Registration. Turn-in Tech Sheet, Helmet Sheet, License Sheet, and sealed Medical Envelopment. You receive the run group schedule, track map, info sheet, car number, and instructor pairing

4. Affix you car number and proceed to Final Tech with your helmet and Final Tech Sheet

5. Attend the Driver’s Meeting—don’t be late6. Instructors drive the first few laps, students the remainder



A Few Key Pointers continued . . .

7. Non-solo students attend the Classroom session8. Meet instructor; confirm where to meet for your session9. Check your schedule, proceed to grid when called10. 1st session without helmets. Instructors drive first,

students drive the rest of the session 11. Immediately upon exiting the track, leave car in gear but

without the parking break and record your tire pressures12. Cool-off, think about the lesson and review the track13. 2nd session students follow a lead car to practice the line

while instructors point our particular track features14. Another classroom session later in the day15. Ride with your instructor if you get the chance



A Few Key Pointers continued . . .

16. You will be given a written critique at the end of the day. Students recommended for advancement as a solo driver will be given a check-ride by the Chief Driving Instructor

17. PCA run group “general” classifications are as listed:– Novice the first couple of times on the track– Beginner (Solo and non-solo) the first six DEs– Intermediate after six DEs– Advanced when judged as a Master of Car control– Instructor when CDI recommended; after 30 DE days

in 36 months18. Check your gas tank after every session—it usually takes

¼ tank for each session19. If you’re too tired to have fun, then you’re too tired to be

safe. You don’t have to run every session the last day



A Few Key Pointers



Talladega Grand Prix Raceway

Pit-in

Pit-out

Grid

Final Tech

Black Flag Station

#1

#2

#3

#4

#5

#6

kink Paddock Classroom

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