went to the bookstore today and found a copy of Speed Secrets 2. as good as the first, goes further into racer development for one who already has experience on the track and trying to figure out how to get better. mostly all about road racing. but his ideas also bring out methods of learning and developing skills for ANYTHING, as i found myself thinking how to apply his points to stuff like kendo.

the book opens up talking about the complete driver, from physical and mental skills to marketing and PR skills. then goes into "the line" again, and breaks up entry, mid and exit points to correct understeer and oversteer. interestingly devotes a good amount of writing to the importance of left foot braking. ends with some of his own case studies.

none of the stuff is really all that new concepts in racing or cant be read in other books, but Ross presents his points clearly, bolstered by his "Speed Secret" list of points. another good read, but i suggest reading SS1 and Inner SS first as well as getting some track time.

 

I'm of the opinion that Bentley never got anything like the attention that he should have in the cockpit. We were taking section times at Seattle (now Pacific Raceways) at an Atlantic race back in the mid '80s, and he was a ton faster than any other driver through the slowest corners on the track. He was using a very unconventional line - we still call it the "Ross Bentley Line" - suggesting that he was thinking about what he was doing, rather than following standard practice...

Kirk

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Knestis &raquo;</TD></TR><TR><TD CLASS="quote">... section times at Seattle....he was a ton faster... through the slowest corners on the track. He was using a very unconventional line - we still call it the "Ross Bentley Line"...Kirk</TD></TR></TABLE>

...3a-3b...and how was he doing it? I have a hard time believing that wouldn't be the line Kitch teaches everybody.

Tell us about it.

Scott, whose heart feels the pull from Seattle...

 

"Ross Bentley" sounds like a good stage name to take if I ever get into the **** business.

 

I'm in the middle of SS1 and I really like it and I love the way he presents. He really explains why you should be doing the things he talking about.
I can't wait to move on to inner SS and SS2.

 

I've never raced motocross but Scott might tell us that this is like "squaring off the corner"...

** Rather than coming back to driver's left down the hill out of two, stay on the right edge of the track.

** Pick a spot on the outside of 3A - it's probably about 4' to the right of the joint in the asphalt at the escape road - and drive straight toward it.

** Put off braking to the very last moment - you will be able to brake signifcantly later than on the classic line because (a) you are going to be turning the wheel later, and (b) you will lengthen your braking distance by the width of the track...

** BRAKE like a MF - pass anyone foolish enough to be on the classic IRDC driver's school line, way the heck off to your left.

** Pinch a tight right from where you run the heck out of track, 180* back toward the driver's right approach for 3B. It is key that the difference between *slow speed* required on the classic line and *REALLY slow speed* required to make this corner is (a) not all that great, and (b) happens only over a very short time, impacting lap times minimally.

** This will leave you set up for an appropriately late apex in 3B. It will also have disrupted the lives of those around you on the track - you will be in front of the guy using Kitch's line because they have to leap on the binders to keep from driving into your *** .

** NOTE also that it might also get a furled black flag pointed at you, as happened to me at the enduro one year. The 3A station thought that I was "out of control" because I came honking down into the corner every lap and yanked a tighty-righty just before falling off the track. For the record, I actually experimented with using both a giant left-foot brake stab w/Swedish entry countersteer, and the e-brake for this purpose (it was raining and we were driving Todd Hartman's rally-prepared Golf GTI), so maybe the black wasn't such a bad idea... Also for the record, I never once actually touched the grass.

Kirk

**

 

Way to go Kirk. Might as well give up all the secrets of the track. As Kirk said, this line has you set up to pass every lap. The next trick, when passing in 3A, is to not follow the grass on drivers right but continue staight up track until there is one car width left on drivers left. This leaves the car being passed stuck in the marbles and they cannot race you back to 3B on the inside.

Funny thing about track "secrets", tips, and other good information is how much of it is discarded without analying or trying to apply it.

Rick--Who won't have the black pointed at anyone for using this line.

 

Hmmm.....thinking.....easy to see this as a passing line....and in Motorcycle Road Race thinking it's consistent with spending less time turning (in 3a)....but you said he was significantly faster thru the section in your first post, so taking what you said about 3a (mimimal impact), the difference in speed is made where? Better approach to 3b?

Did you make significant gains with this Kirk?

Scott, who agrees that it sounds like a square it off thing....generally not our first choice....but you can't argue with speed....so maybe here.....I know that time takes forever to pass from 3a's turn in to when the throttle goes down on the classic line...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RR98ITR &raquo;</TD></TR><TR><TD CLASS="quote">but you said he was significantly faster thru the section in your first post, so taking what you said about 3a (mimimal impact), the difference in speed is made where? Better approach to 3b?</TD></TR></TABLE>

Scott,

We only go fast with the loud pedal. The braking distance is shorter with this line than with the traditional which requires not locking the brake while slowly arcing to the right. Take the majority of the arc out of the equation and maximize the straightline braking.

Rick--Who thinks you should come out and play at PR on Aug. 16/17

 

Rick,

Believe me - I'd like to. I'd also like to be at Portland those same days. Neither will happen though. I will file away this secret though for future application.

Scott, who finds trailing brake on classic 3a to be challenging and rewarding...but I suppose I could trade that away for more speed...

 

I didn't do any scientific back-to-back segment times of myself so I can't go that far but Bentley was gaining time from where cars came into sight at the exit of 2, through the point where they disappeared behind the trees down the back fenceline.

I think it is partially the later, harder braking but something is also gained by making the entire deal a physically shorter trip. My thinking is that at LOW speeds, the extra distance chewed up costs significantly, when you wander out to the left so far.

K

EDIT - By the way, "Hi, Rick!" It's been a looong damn time.

 

I rode with Rick a couple weeks ago in a demo ride, with Rick driving a ITA CRX. I must say that I was impressed with what seemed to be a much faster way to get through 3a, and will most definitely be trying to add this to my toolbox, as well as the 5a approach he showed me.

Thanks again Rick!

 

Oh, and BTW, I heard that there may be some Ross Bentley seminars coming up next year in the Seattle area.