Turn fast laps into racecraft
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Source path: content/lms/racecraft-and-strategy/04-race-strategy/04-race-craft.md
Course: Racecraft & Strategy
Module: Race Strategy
Estimated duration: 60 minutes
Fast laps are the raw material, not the finished product.
A clean solo lap proves that you can make speed when the track is empty. Racecraft is what happens when that same lap has to survive another car occupying your preferred line, another driver braking in a different place, traffic appearing at the wrong moment, tires changing over the run, fuel load coming down, and your own mind trying to chase the car in front instead of driving the car you are sitting in. The skill in this lesson is to take the parts of your fast lap that actually matter in a race and turn them into positioning, pressure, timing, and exit speed.
The principle is simple: racecraft is the art of losing the least distance and speed when cars interact, and gaining the most distance and speed when other drivers make compromises. You are not trying to make every corner look like your best qualifying lap. You are trying to choose the compromise that leaves you with control of the useful part of the track, momentum toward the next section, and options if the other driver does something different from what you expected.
That is why fast laps alone do not automatically become good racing. You first need the solo skill: the line, corner exit car control, braking, and the ability to approach the car's limit without confusing bravery with skill. But once you are in a race, the ideal line becomes conditional. The track is no longer just asphalt and curbs. The other cars become moving changes in the track layout. The piece of road occupied by a competitor may as well be narrower track, oil, or a temporary barrier. The fast racer does not stare at the car and become emotionally captured by it. The fast racer asks where the usable road moved to and how to place the car there with the smallest loss.
This lesson sits between three neighboring skills. Reading the race tells you what is changing. Preloading decisions gives you a prepared response before the pressure arrives. Building the pass two corners ahead teaches long-range setup. Here the focus is narrower: when you already have fast-lap skill, how do you convert it into the wheel-to-wheel habits that let you pass, defend, follow, and be passed without giving away the lap you know how to drive.
The racecraft mindset
Your first job is to stop treating a competitor as an interruption. The other car is now part of the course. If it takes the apex, your apex changed. If it brakes earlier, your braking zone changed. If it exits poorly, the next straight changed. If it blocks your normal rhythm for one corner but gives you a better run out of the next one, the correct racecraft answer may be to accept the first loss and cash in the second gain.
This mindset keeps you from making two common intermediate errors. The first is mirror racing, where you spend so much attention watching the other driver that your own car is no longer at 100 percent. The second is ego racing, where you insist on proving you were faster at a single point on the track, even when that point does not create the pass or protect the position. The sources are blunt on this: racing requires compromises every lap, and the driver who chooses the best compromises usually wins. If your attention is consumed by what the other driver is doing, you have less attention left for tire condition, track changes, fuel-load effects, and your own execution.
Your racecraft mindset has three parts. First, keep your own performance as the base layer. You are still driving the car at the available limit through braking, cornering, and acceleration. Second, treat competitors as moving track constraints. Their position changes the line, but it does not change the need for smooth control and exit speed. Third, decide whether the current interaction is a pass moment, a pressure moment, a learning moment, or a patience moment. You do not need every overlap to become a pass attempt. You need each interaction to leave you better placed for the race.
The solo-lap foundation you must keep
Before you can race well, you have to be able to drive fast alone. That foundation is not optional. The line matters because it affects both cornering speed and straightaway speed. Corner exit car control matters because big chunks of lap time come from maximizing exit speed while mixing acceleration and cornering close to the car's limit. Braking matters too, but in the supplied school framework it comes after the line and exit control because the biggest lap-time gains come from the path and the exit.
In racecraft, that hierarchy still matters. A driver who can brake ten feet later but gives up the exit of a straight-leading corner may win the argument and lose the race. Most races are decided in the slow places because that is where the largest speed changes happen, but passing is often easier on the following straight. That creates the central compromise: you may have to give up some corner speed or some ideal geometry to be faster at the point where the pass can actually be completed.
You should measure racecraft choices against that foundation. Did the move preserve or improve your exit speed onto the next straight? Did it keep the car close to the traction limit without forcing a correction that delayed throttle? Did it put you in a place where the other driver had to react while you still had a usable line? If yes, your fast-lap skill became racecraft. If no, you may have merely made a dramatic input.
Sub-skill 1: See competitors as track shape
The most useful mental conversion is to stop thinking car and start thinking shape. A car parked on your normal turn-in point, apex, or exit path changes the track the same way a narrower section would. You do not need to become angry at it. You need to solve the new geometry.
When the car ahead is on your preferred apex, your useful question is not why is that driver there. Your useful question is which alternate path loses the least time and leaves the best exit. When the car beside you owns the inside, the outside may be the only usable track. When you are beside another car and can be seen, your placement can take control of the corner without needing to drive all the way to the inside curb. The car ahead or beside you is not only an obstacle. It is information about where the other driver is willing to go, how much room they are leaving, and which part of the track they are not using.
Practice this by replaying your own best lap mentally and adding one moving restriction at a time. Put a car on your normal braking point. Put a car at apex. Put a car exiting slowly but defending the inside. Each time, choose an alternate path before you imagine more speed. This is not fantasy racing. It is the same mental imagery work the corpus recommends for rehearsing racecraft scenarios, starts, passing, being passed, and traffic.
Sub-skill 2: Present the car before you demand the corner
A pass is not just a braking contest. You have to make the other driver process your presence. One of the supplied chunks describes the importance of placing yourself where the other driver can easily see you and where you have the line. This is presentation. Presentation means your car is not hidden directly behind the other driver's rear bumper while you hope for a gap. It means you are visible, close enough to be relevant, and placed so the next decision belongs to both drivers rather than only to the car ahead.
Presentation is also why you do not always need to move all the way to the inside. If you are side by side and close to the other car, you may control more of the corner than if you dive to the extreme inside and open the door for the other driver to cross back under you. The corpus makes the tactical point that being right next to the other car can intimidate the other driver, reduce the severity of contact if there is a touch, and give you a better line through the corner. The deeper point is that control comes from position and exit options, not from merely touching the inside paint.
For an intermediate driver, presentation should be deliberate and early enough to be understood. Do not wait until the final brake release to appear suddenly from the blind spot. Put the car where the other driver can register you, then keep your inputs calm enough that you can still finish the corner.
Sub-skill 3: Get beside, not past, in the braking zone
When you are trying to outbrake another car, the useful goal is often only to get beside it. You do not have to be a full car-length ahead before turn-in. In fact, if you over-commit and drive too far into the corner, you may open your own line, delay rotation, and invite the other driver to repass you on exit. This is one of the cleanest conversions from fast-lap thinking to racecraft thinking.
On a solo lap, you may judge the braking zone by the speed you can carry to your turn-in and still make your apex. In a pass attempt, you judge the braking zone by whether you can arrive beside the other car with enough control to hold a line and accelerate off the corner. That is a different target. Braking later is not the trophy. Being beside at the right point with enough remaining tire capacity to finish the corner is the trophy.
You can practice this without another car by changing your mental finish line for braking. Instead of asking how late can I brake, ask where would I need to be level with the other driver's door, and what speed would let me still make a controlled corner from there. That question keeps you from turning a pass attempt into a locked-up entry or an exit-speed donation.
Sub-skill 4: Use following as data collection
Following is not failure. It can be pressure, reconnaissance, and race preparation. The Lopez chunk gives two specific benefits: following can pressure the driver ahead into mistakes, and it lets you survey that driver's strengths and weaknesses. If you are clearly faster in one corner but not enough faster to pass there, that is not useless information. It tells you where you would pull away if you were ahead, where you should avoid giving the other car a chance to trap you, and where traffic might help you.
Following well means you look for patterns. Does the driver ahead brake early but launch well? Do they defend on entry and give up exit? Do they get balked by traffic because they need a certain corner shape to keep speed? Do they have more horsepower or a stronger draft effect? The chunk specifically recommends trying draft-bys during a close race to see where your car ends up relative to the other at start/finish, and to learn whether the other car has a draft or horsepower advantage. That is racecraft intelligence, not impatience.
The mistake is to follow so closely that you lose your own exit. If you are tucked too tightly behind the other car, you may be unable to begin accelerating earlier than they do. You may even have to accelerate later. The racer who backs off a tiny amount at the right time can create a better run out of the turn and set up the pass at the far end of the straight. The hard part is judging the gap. Too far back and you cannot close the distance. Too close and you lose momentum. Your goal is not maximum closeness everywhere. Your goal is useful closeness at the point that creates the next move.
Sub-skill 5: Convert corner speed into straightaway leverage
The corpus repeats a theme from several angles: the best corner compromise depends on the track, the car, and what comes next. You want to spend as little time in the corner as possible, but you also want maximum speed out of the corner. Sometimes those goals conflict. A pass attempt makes the conflict sharper.
If the corner leads onto a long straight, exit speed may be the higher-value currency. If the corner is followed by another slow corner with no passing opportunity, position may be worth more than exit. If your car accelerates well but loses in the draft, you may need a different final-lap plan than if your car is weak off the corner but strong in top speed. The Lopez chunk points directly at this kind of thinking when it discusses learning whether your opponent's passes complete before or after yours, and using acceleration potential to form last-lap strategy.
The technique is to name the payoff point before you attack. Is the payoff apex ownership, corner exit, start/finish, the end of the straight, or a lapped-car interaction? If you cannot name the payoff point, you are probably just reacting. Fast laps become racecraft when each compromise has a reason tied to the next place where distance or speed can be gained.
Sub-skill 6: Apply pressure without overdriving
Pressure is not only a move. It is a state you create. A car ahead that keeps seeing you in the mirrors, feeling you appear in the braking zone, and realizing you have a better run in one corner may begin to make small errors. The Lopez chunk notes that following tends to put pressure on the driver ahead and can make mistakes more likely. But pressure only works if your own driving remains intact.
The right pressure posture is calm, close, and repeatable. You stay close enough to be relevant. You vary your placement enough to be seen. You do not use so much attention on the other driver's rear bumper that you stop driving your own car. Bentley's performance-versus-competition guidance matters here: focus on getting 100 percent from yourself and your car. If you are at 85 percent because you are emotionally chasing, you are not applying pressure. You are volunteering errors.
A useful cue is whether your exits are still clean. If your pressure laps are full of late throttle, steering correction, and poor runs onto straights, you are not pressuring efficiently. If the car ahead has to keep defending while you continue to exit well, you are turning your fast-lap foundation into racecraft.
Sub-skill 7: Keep awareness wide while focus stays forward
Racecraft needs two kinds of attention at once. You need narrow focus on where the car is going, but you also need awareness of the cars around you, including the ones that are not directly visible in mirrors. The supplied Bentley chunk recommends practicing this on the street by concentrating on where you are going while making note of the cars around you, especially the ones you cannot directly see.
On track, this means your eyes and mind cannot collapse onto the rear wing ahead. You should know whether you are being attacked while you attack. You should know whether a lapped car is likely to affect the next corner. You should know whether the outside car is still there before you release the car to track-out. This does not mean driving through mirrors. It means building a background map of the pack while the foreground task remains your own line, brake release, throttle timing, and steering.
A practical method is to assign awareness checkpoints. On the straight, confirm the car ahead, the car behind, and any traffic you are approaching. Before turn-in, know whether anyone is beside you. At corner exit, know whether you can use the normal track-out or whether the occupied track shape requires a narrower finish. These checks become faster with practice, and they reduce panic because you are not discovering cars only when they appear in peripheral vision.
Sub-skill 8: Rehearse before you need it
Racecraft improves when you rehearse scenarios before they happen. The corpus recommends mental imagery for starts, passing, being passed, and traffic, and also recommends watching races while putting yourself in other drivers' positions. This is especially useful for intermediate drivers because real wheel-to-wheel moments arrive quickly. If the first time you think about being side by side at corner entry is when it happens, you will likely default to either over-defending, over-braking, or surrendering too much road.
Good rehearsal is specific. Imagine the car ahead defending the inside. Imagine choosing the outside and protecting exit. Imagine following through a corner where you are faster but cannot pass. Imagine backing off by a small amount to create an exit run. Imagine a lapped car appearing after your strongest corner and ask whether you want to be leading your rival or following them when you reach that traffic. These are all supported racecraft situations in the bond, not invented heroic moves.
When you watch a race clip, do not watch only the completed pass. Watch the lap before it. Ask where the trailing driver learned the weakness. Ask whether the move was created by braking, exit, traffic, draft, or pressure. The corpus references the Gilles Villeneuve/Rene Arnoux battle as a famous study case. Use it that way: not as a command to copy risk, but as a way to watch how placement, desire, control, and repeated side-by-side decisions differ from a solo fast lap.
Worked example: following to find the useful weakness
You are behind a driver with similar lap pace. In clean air, you know you are a little better through a medium-speed corner that leads to a straight, but not enough better to pull fully alongside before the braking zone. A fast-lap mind gets frustrated because the car ahead is blocking the lap you want. A racecraft mind treats the situation as data.
For several laps, you follow without overdriving. You test your exit gap. When you sit directly on the bumper at apex, you discover that you cannot start throttle earlier; you are trapped by the other car's pace. When you open the gap a little before turn-in, you can roll more speed to exit and begin accelerating earlier. You are not giving up. You are buying the run.
Now add the Lopez traffic scenario. A lapped car is ahead. If you can arrange to be leading your direct rival as you reach that lapped car after your strong corner, you may pass the traffic while your rival is still trying to build enough speed. If your rival is balked by the lapped car before their better corner, you gain twice: first from your own strong corner, then from their compromised traffic interaction. The pass is not only one braking move. It is a sequence of following, learning, gap management, and traffic timing.
The success cue is not that the move feels dramatic. The success cue is that each lap gives you more information. You know where you are stronger. You know how much space you need to launch the run. You know whether the other car has a horsepower or draft advantage. You know whether traffic will help or hurt. That is a fast driver turning laps into racecraft.
Worked example: the outbraking pass that does not overrun the corner
You approach a braking zone behind a competitor. On a solo lap, your pride might say you need to brake later than ever and arrive ahead before turn-in. That is the wrong target. The racecraft target is to get beside the other car with enough control to hold a usable line through the corner.
You present the car before the zone so the other driver can see you. You brake firmly but not desperately. You aim to arrive alongside, not to overshoot to the far inside. If you dive too deep, you open the line and give the other driver a chance to turn under you and repass on exit. If you stay beside, near enough to make the other driver account for your car, you may control the corner while still leaving yourself a better path out.
The fast-lap conversion is subtle. You are not abandoning limit driving. You are changing the objective function. The objective is not the latest brake point; it is controlled overlap plus exit viability. If your brake release is so late that the car will not rotate, you have not made a racecraft pass. You have spent exit speed to win an entry contest. If you can be beside, slow the car enough, and accelerate without opening the door, the fast lap has become a race lap.
Worked example: the tiny lift that creates the straightaway pass
You are tucked tightly behind another car entering the corner before a long straight. You are close enough to feel proud of the pressure, but each lap you are forced to wait for the car ahead to accelerate. You cannot begin throttle earlier because there is no road and no gap. By the time you pull out, the run is weak.
The racecraft answer may be to back off a very small amount before the corner. That feels wrong to many intermediate drivers because it looks like surrendering distance. It is not surrender if the purpose is to increase exit speed. By opening the gap just enough, you can use your preferred path, start accelerating earlier, and arrive on the straight with more momentum. The pass happens later, but it was created before exit.
The calibration is the gap. Too large and you cannot make up the distance. Too small and you are still trapped. The right gap is the one that lets you reach throttle earlier without losing the draft or the chance to close. You can feel it in the car: instead of waiting on the bumper, you are unwinding steering and feeding throttle while the other driver is still constrained by their own exit. This is one of the clearest examples of racecraft being a compromise rather than a maximum at every instant.
Common mistakes
Mistake 1: chasing the car instead of driving your car. This happens when your visual focus and emotional energy attach to the competitor. You miss your own brake release, pinch the corner, or delay throttle because you are reacting to their bumper. Good looks calmer. You still know where the other car is, but your primary task is getting 100 percent from your own car.
Mistake 2: treating every overlap as a pass attempt. Intermediate drivers often feel that if they showed the nose, they must finish the move. The better standard is whether the overlap creates control of the next useful part of the track. Sometimes the correct answer is to present, learn, and reset for a stronger exit. A pass that destroys your exit may be slower than a patient lap that builds the next attempt.
Mistake 3: overdriving the braking zone. Late braking can be a tool, but the corpus-supported racecraft target is often simply to get beside. If you drive too far into the corner, you may open the line and invite the repass. Good looks like controlled overlap, enough brake release to rotate, and a line that still lets you accelerate.
Mistake 4: following too close at the wrong place. Being close is useful when it creates pressure, visibility, draft, or a braking opportunity. Being glued to the bumper at the wrong moment can trap your exit and prevent earlier throttle. Good looks like managing the gap to create momentum, especially before corners that lead to passing straights.
Mistake 5: ignoring the other driver's strengths. If you only look for where you are faster, you may attack in the wrong place. Following should teach both sides of the comparison. If the other car has a draft or horsepower advantage, your plan near start/finish changes. If their strong corner comes after traffic, you may want to arrange the traffic interaction before they can use that strength. Good looks like knowing the opponent's pattern before you commit.
Mistake 6: confusing daring with skill. The school material warns against treating risk appetite as driving ability. Racecraft is not a license to ask the car to do what it cannot do. Good looks like using the same fast, safe techniques as the lap-record driver, just at the edge your skill and margin can support. The closer you are to the limit, the smaller the margin for error, so the move must be more disciplined, not less.
Mistake 7: forgetting that the race changes every lap. Rubber, oil, tire condition, car balance as fuel burns off, and competitor position all change the compromise. A line that was right in clean air may not be right behind a defensive car. Good looks like reconsidering strategy continuously while keeping the mental model simple enough to execute.
Calibration cues: how you know it is working
The first cue is exit quality. If your racecraft choices consistently preserve or improve your exits, you are converting speed into leverage. If your passes, defenses, and pressure laps all lead to late throttle, steering correction, and weak straightaway speed, you are probably spending too much for the position you gain.
The second cue is how often you still feel in control beside another car. Good racecraft does not feel passive, but it should not feel like the car is always arriving faster than your hands and feet can solve. In a well-judged outbraking attempt, you can feel that you are beside the other car and still able to finish the corner. In a poor one, you feel the corner arriving after you have already spent the tires.
The third cue is your information quality. After three laps behind a competitor, you should be able to name at least one strength, one weakness, and one place where traffic or draft could change the outcome. If you cannot, you were probably staring rather than studying.
The fourth cue is lap-time damage. Passing and being passed will cost something, but the racecraft goal is to minimize the distance and speed lost. If every interaction costs huge time, your positioning is too disruptive. If you can interact, adapt the line, and return quickly to pace, your fast-lap base is surviving contact with the race.
The fifth cue is mental bandwidth. As you improve, other cars feel less like surprises and more like changing track features. You notice them earlier. You present yourself more deliberately. You can choose patience without feeling passive, and attack without feeling frantic.
Drill: the three-session racecraft conversion loop
Do this at your next event only in appropriate passing zones and within your event's rules. The drill does not require unsafe side-by-side practice. It trains the recognition and gap-management parts of racecraft first.
Session 1 is the moving-track session. For five clear laps, name one alternate line for each major corner as if a car occupied your normal apex. Do not change line unless traffic actually requires it. The point is mental rehearsal. After the session, write down three corners where your normal fast-lap line is most vulnerable to another car and what alternate path would lose the least exit speed.
Session 2 is the following session. When you naturally catch a similar-speed car, follow for two to four laps without forcing a move. Keep your own exits clean. Identify where you are stronger, where they are stronger, and whether being closer or slightly farther back gives you the better run onto the next straight. Success is being able to describe their pattern after the session without relying on lap-time guesswork.
Session 3 is the presentation and run session. In legal passing conditions, practice showing the car early enough to be seen, then decide whether the correct payoff is the pass, the pressure, or the exit run. If you cannot complete the move without ruining the corner, reset and build the run instead. Success is one clean interaction where you either complete a pass with exit control or deliberately back out and create a better run later, with no panic inputs and no large loss of speed.
Use a simple scorecard after each session. Did I keep 100 percent focus on my own driving? Did I treat other cars as track shape instead of obstacles? Did I learn a strength and weakness from any car I followed? Did I preserve exit speed when I attacked or defended? Did I avoid mistaking daring for skill? A yes on those questions matters more than whether the move looked exciting.
When the principle changes or needs caution
This lesson does not mean you ignore rules, flags, event passing restrictions, or safety margins. The bonded corpus teaches racecraft principles, not sanctioning-room standards. If your event defines point-bys, passing sides, overlap rights, or contact rules, those rules govern what you may do. The racecraft concepts still help because they improve your timing and placement inside the permitted window.
The principle also changes when the car's limit changes. Tires may fade, the track may gain rubber or oil, and the car's handling may shift as fuel load changes. A move that worked early may not work later with less grip or a different balance. The correct compromise is always tied to the current limit, not the memory of your best lap.
Finally, the principle changes when you have not yet built the solo-lap foundation. If you cannot repeat the line, control exit, and approach the limit safely alone, wheel-to-wheel tactics will magnify the weakness. The correct intermediate path is not to race harder. It is to strengthen the fast-lap base, then add racecraft on top of it.
The takeaway
Turn fast laps into racecraft by changing what you optimize. In clean air, you optimize the lap. In traffic, you optimize the compromise that gives you the most speed, distance, position, and information for the race. You still need the same foundation: line, exit control, braking, awareness, and limit driving. But you apply it to a track that keeps moving because other cars keep changing its shape.
Good racecraft is not random aggression. It is fast-lap skill with more variables: where the other car is, where it can see you, where you can get beside without overdriving, where you need a tiny gap to launch the exit, where traffic may help, and where your own performance must stay the priority. When you can think that way at speed, you are no longer just turning laps near another car. You are racing.
Worked example: following to find the useful weakness
You sit behind a similar-speed driver and resist the urge to force the first half-opening. The useful work is to learn. You test whether being tight to the bumper helps or traps your exit, identify the corner where you are faster, and watch whether traffic after that corner can multiply your advantage. The successful version is not dramatic at first. It produces a clear plan: where to create the run, how much gap you need, and whether the other car's horsepower or draft strength changes the start/finish outcome.
Worked example: the outbraking pass that does not overrun the corner
The goal in the braking zone is not to prove the latest possible brake point. The goal is to arrive beside the other car with enough control left to hold a useful line and accelerate off the corner. If you drive too far inside and too deep, you may open the line and invite the repass. Good execution means presenting the car where it can be seen, reaching overlap under control, and protecting the exit instead of spending all the tire on entry.
Worked example: the tiny lift that creates the straightaway pass
When you are trapped directly behind another car before a long straight, closeness can become a problem. You may be unable to begin throttle earlier than the car ahead. Backing off slightly before the corner can create enough room to roll a better path and launch the exit. The calibration is narrow: too much gap loses the tow and the pass, too little keeps you trapped. The right gap produces earlier throttle and a stronger run at the end of the straight.
Common mistakes
The repeated errors are chasing the other car instead of driving your own, treating every overlap as a required pass, overdriving the braking zone, following too close at the wrong place, ignoring the other driver's strengths, confusing daring with skill, and forgetting that track condition, tires, fuel load, and competitor position change the compromise every lap. Good racecraft looks calmer: you keep your own performance high, use placement to create control, learn while following, preserve exit speed, and attack only when the payoff point is clear.
Drill: the three-session racecraft conversion loop
Session 1 is five laps of mental alternate-line rehearsal, naming where you would go if a car occupied your normal apex. Session 2 is two to four laps of legal, patient following behind a similar-speed car, identifying one strength, one weakness, and the gap that gives you the best exit. Session 3 is presentation and run practice in legal passing conditions: show the car early enough to be seen, then decide whether the pass, pressure, or exit run is the correct payoff. Success is one clean interaction with no panic inputs and no large exit-speed loss.
When this principle needs caution
The corpus supports racecraft principles, not event-specific passing rights or contact standards. Your event rules still govern what you may do. The principle also changes as tires, grip, fuel load, and balance change, so you cannot rely on the memory of one best lap. If the solo foundation is not repeatable yet, wheel-to-wheel work will magnify the weakness rather than hide it.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Ultimate Speed Secrets - Ross Bentley | b071a507-c1f9-fed1-7ad7-80fb1dcc51c5 | 518 | 1 | uio_books_raw_v1 |
| 2 | Inner Speed Secrets - Ross Bentley | 4cf90a32-cc1a-c143-1d42-c049913d6a68 | 152 | 1 | uio_books_raw_v1 |
| 3 | Ultimate Speed Secrets - Ross Bentley | 8ca6f100-5162-363b-6735-92cfe6104ab2 | 260 | 1 | uio_books_raw_v1 |
| 4 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 54215615-b3d5-023b-1c8e-e5d2c80f14e7 | 184 | 1 | uio_books_raw_v1 |
| 5 | Ultimate Speed Secrets - Ross Bentley | 66b6208c-a670-90ae-176f-99ab35426aee | 376 | 1 | uio_books_raw_v1 |
| 6 | Ultimate Speed Secrets - Ross Bentley | ef4c683e-a004-0a80-eb4b-b45a37ebccda | 154 | 1 | uio_books_raw_v1 |
| 7 | Going Faster Mastering the Art of Race Driving - Carl Lopez | a5bf152b-7831-93f7-a67c-0ce23d84fe10 | 36 | 1 | uio_books_raw_v1 |
| 8 | Ultimate Speed Secrets - Ross Bentley | d9e68831-bd2e-fb43-8e6b-a89a77ab090c | 152 | 1 | uio_books_raw_v1 |