Account for load transfer before changing brake bias
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Course: Engineer tire and brake grip that lasts
Module: Engineer brake force and bias
Estimated duration: 55 minutes
Why this lesson exists
Brake bias is not the first braking question. It is the last adjustment you make after you understand how much tire load the car actually has at each axle while it is slowing. If you skip the load-transfer question, the bias adjuster becomes a guessing device. You can move braking force forward or rearward, but you cannot make an unloaded tire accept force it does not have the grip to carry.
This lesson sits between three sibling skills. The line-pressure lesson can tell you how pedal force becomes axle braking force. The lockup lesson can tell you how to predict which tire gives up first. The bias-hypothesis lesson can tell you how to test an adjustment. Here, you build the missing middle step: before touching the adjuster, you ask what the tires are loaded to do under the actual braking condition.
The basic rule is simple: match brake force to tire load, then leave a stable warning margin. Under braking, load moves forward. The front tires gain braking capacity and the rear tires lose braking capacity. That is why a race car usually needs more front braking than rear braking, and why the preferred limit condition is the front tires reaching the edge just before the rears. A front-first warning comes through the steering. A rear-first lock tends to rotate the car sideways, which is a poor warning system at the end of a straight.
The mechanism: brakes only slow the car through tire force
The brake system does not slow the car by itself. Your foot creates hydraulic pressure, the calipers press pads into rotors, and the brake system resists wheel rotation. The road still has to accept that braking force through the tire contact patches. If the brake demand at a tire is greater than the tractive force available at that tire, the wheel stops rotating. That is lockup, and it is not solved by wanting more braking. It is solved by keeping brake demand inside the grip the tire has at that instant.
The tire's available force changes with how hard it is pressed into the road. The teaching model in the supplied corpus is direct: more download gives the tire more potential grip. That download can come from aero load or from inertia shifting load during acceleration, deceleration, or cornering. Under braking, inertia takes load away from the rear tires and puts it onto the front tires. The fronts can now accept more braking force than they could while the car was accelerating or sitting still. The rears can accept less.
This is why static weight distribution is only the starting picture. A Formula car sitting still in the pit lane may have 400 lb on the front pair and 600 lb on the rear pair. Under maximum deceleration, the same car may transfer 250 lb forward, leaving 650 lb on the fronts and 350 lb on the rears. In that braking condition, roughly 65% of the traction is at the front pair and 35% at the rear pair. A brake system asking the rear tires to do half the work would be asking a lightly loaded axle to do work it no longer has the grip to do.
That example is the habit you need. Do not begin with the adjuster position. Begin with the load picture. What was the front axle carrying before braking? How hard can the car decelerate here? Is the tire warm? Is the surface dry? Are you braking straight or adding steering? Is the engine helping slow the driven rear tires? Those answers determine whether a given front-versus-rear split is realistic.
What does and does not change load transfer
Longitudinal load transfer under braking is governed by three major things in this corpus: center-of-gravity height, wheelbase, and deceleration rate. A higher center of gravity transfers more load forward. A shorter wheelbase transfers more load forward. A harder-decelerating car transfers more load forward. Those are the big pieces you account for before you talk yourself into a bias change.
Chassis adjustments can confuse this topic because they change what the driver feels. Shocks, springs, anti-roll bars, anti-dive, and anti-squat do not change the amount of longitudinal load transferred under a given braking event in the Lopez explanation. They can change how quickly the car takes a set, and your driving smoothness can make the limit easier or harder to feel, but they are not a magic way to give the rear tires the missing load back under a hard stop.
That distinction matters. If the car feels nervous when you trail the brake into a corner, it is tempting to say the car needs a spring or damper fix before you even understand whether the rear axle is being over-braked. If the rear tires are already lightly loaded because you are decelerating hard, and then you add roll by turning, a rear-biased brake setting will show itself more sharply. You diagnose load and bias first, then decide whether the chassis rate-of-change problem is real.
Bias is an adaptation to unequal grip
Brake bias is the distribution of braking effort between the front and rear axles. In a dual-master-cylinder race car, a bias bar can change how much pedal pressure goes to each master cylinder. With the bearing centered, the simplified split is 50% of pedal pressure to the front master cylinder and 50% to the rear. Moving the bias bar changes that pressure split. That mechanism is useful only because the front and rear tires do not have equal braking capacity once the car is slowing.
The target is not maximum front bias. The target is front-first limit with the rear tires still contributing as much as they safely can. If the front tires lock much too early, you may be leaving rear braking capacity unused. If the rear tires lock first, the car is unstable. A good setting gives you confidence to keep loading the pedal, feel the front warning first, and avoid a rear lock as you turn in.
That is why the phrase front bias can be misleading. Most cars need more braking at the front, but the correct amount depends on the load state. The correct dry, warm, straight-line bias for a long braking zone may not be the correct bias for a corner where you are still braking while turning. The correct dry setting may not be the correct rain setting. The correct full-fuel setting may not remain correct late in a race as the fuel load changes. Bias follows the load, not the other way around.
Warm tires before you judge bias
Set bias when the car is in the grip state you intend to use. If you set the bias on cold tires, the car has less grip and therefore less achievable deceleration. Less deceleration means less forward load transfer. A setting that looks acceptable cold can become too rearward once the tires warm, grip rises, and the car decelerates harder. The front axle then receives more load, the rear unloads more, and the same rear brake demand can become exciting for the wrong reason.
The practical sequence begins with a few laps to bring the tires up. Then do straight-line stops away from the normal line, after checking mirrors so you are not creating a closing-speed surprise for another driver. From high speed, squeeze the pedal on and keep adding pressure until a front or rear wheel reaches the edge. In an open-wheel car you may be able to see a strobe-like tire slip effect. In any car, the first axle to complain is the information you came for.
If a front tire reaches the limit just before the rear, you are near the stable target for that straight-line condition. If a rear locks first, the car has too much rear braking for that condition. If the front locks very early and the rear axle feels unused, the setting may be too conservative for maximum straight-line braking, but you still do not chase rearward bias until you know what happens when steering is added.
Straight-line bias is only the first gate
A straight-line stop is the cleanest place to see the basic front-versus-rear relationship because the tire force is being spent mostly on braking. But many corners are not clean straight-line stops all the way to brake release. When you brake and turn together, the tires must divide their available force between braking and cornering. The car also combines pitch and roll. That combination can reveal too much rear bias even when the straight-line check looked good.
The supplied Lopez routine makes this explicit: once bias is close in straight-line stops, try it under simultaneous braking and turning. If rear bias is hiding in the car, this is where it is likely to show. A setting that seemed perfect for straight-line braking can be a little too rearward for comfort when the car is asked to brake and turn at the same time.
This is also where driver technique matters. You can hold a constant brake pressure as you add steering, or you can reduce braking pressure over time so cornering force can increase as the car approaches throttle application. If you keep asking for the same braking force while demanding more cornering force, you are increasing the total demand on the tires. The bias setting has to be safe in that combined-demand phase, not just heroic in a straight line.
Road America and Lime Rock teach different bias priorities
The corpus gives a useful driver comment comparing Road America and Lime Rock. Road America has multiple hard straight-line braking zones, so a driver may try more rear bias there to maximize straight-line braking potential. Lime Rock has little true straight-line braking and much more braking while turning, so that same driver would choose more front bias for confidence carrying brake power into the corner.
Do not treat that as a track-name recipe. Treat it as a method. Count the braking zones. Ask whether the important stops are straight, long, and stable, or whether the important work happens with steering already in the car. The first track rewards using as much rear contribution as safely possible in a straight-line stop. The second punishes a rear axle that is too close to lock when pitch and roll combine.
This is the intermediate driver's big step: you stop asking what bias number is right for the car and start asking what braking problem the track presents. A track with several hard straight stops may tolerate, or even reward, a setting closer to the rear axle's useful limit. A track where you are always bleeding brake into entry usually needs the stable front-first margin to be larger.
Rain, fuel load, and changing conditions
Rain changes the load-transfer problem because lower traction limits reduce how hard you can brake before lockup. If the car cannot decelerate as hard, it transfers less load to the front. The rear axle keeps more of its load than it would in a dry maximum stop. That is why the Bentley material says rainy conditions can require moving bias rearward. It is not because the rear brakes became more powerful. It is because the load picture changed.
Fuel load can also change the picture over a race. The corpus does not give one universal direction for every car, and you should not invent one. The point is that some cars change dramatically as the fuel load lessens, which is exactly why driver-actuated bias adjusters exist on purpose-built race cars. If the car's mass distribution changes enough, your best early-race bias may not be the best late-race bias.
Production-based cars may not give you much adjustment. In many of them, the factory has already built in the proportioning, and you largely live with it. That does not make the load-transfer lesson irrelevant. It tells you what the car is likely to do, why the front brakes are usually larger, why front-first lock is safer, and why you should be cautious when carrying brake into a corner if the rear axle begins to feel light.
Match the bias test to your clutch and engine-braking method
The corpus also gives a specific warning about clutch use. If you set brake bias with the clutch disengaged but race with the clutch engaged and engine compression helping slow the car, you can end up with too much rear bias. The engine's braking contribution is part of the rear tire's total slowing demand when the driven wheels are connected. The brake system may not be the only thing asking the rear tires for deceleration force.
So the rule is: set bias under the same conditions you use in the race. If you normally threshold brake with the clutch engaged and let engine compression contribute, test that way. If you truly race with the clutch in or the car in neutral, test that way. The Formula Atlantic example in the corpus explains why some drivers do the latter: with more than 3 Gs of braking capability, the car slows so quickly that drivers may not be able to move the gear lever fast enough, so they begin braking in neutral and finish the downshift before turn-in.
The important part is not copying the Formula Atlantic habit. Most intermediate track-day drivers are not in that situation. The important part is consistency. A bias test that excludes engine braking does not represent a braking zone where engine braking is present. A bias test with engine braking does not represent a car being slowed in neutral. The rear tire only knows the total torque being applied to slow it.
How to account for load before bias, step by step
First, classify the braking event. Is it a high-speed straight-line stop, a medium stop with brake release before turn-in, or a brake-turn entry where the car is still carrying brake pressure while steering? The more straight the stop, the more you can prioritize maximum total braking. The more combined the stop, the more you prioritize stable front-first warning and confidence as the car takes a set.
Second, classify the grip state. Are the tires warm? Is the surface dry? Is the car on a full fuel load or later in a run? Are you testing on the same tire state you intend to use at pace? If not, the first result is only a note, not a final setting. Cold-tire bias conclusions are especially dangerous because they can hide a rearward setting that becomes unstable when grip and deceleration rise.
Third, classify the driveline state. Will the clutch be engaged during threshold braking? Will engine compression help slow the driven wheels? Are you in a car where neutral braking is an actual racing method because the braking rate is extreme? The answer changes rear tire demand. Do not make a clean brake-system test and then race a combined brake-plus-engine-braking event unless you account for the difference.
Fourth, warm the car and run straight-line checks. Use a safe off-line area and mirror discipline. Squeeze the brake pedal on, keep adding pressure, and observe which axle reaches the edge first. The verb squeeze matters because a sudden stab can add a transient that tells you more about your foot than the car. You are trying to learn the axle limit sequence, not prove bravery.
Fifth, validate in brake-turning. Once the straight-line result is close, use a corner-entry situation where you are adding steering while still reducing brake pressure. You are looking for rear nervousness, sideways tendency, or lack of confidence as pitch and roll combine. If the car passes the straight-line check but feels too rearward here, the brake-turn condition wins for any corner where you actually drive that way.
Sixth, keep the intended warning margin. Good bias lets the front tires warn just before the rear. Too much rear bias may look fast for a moment in a straight line but becomes a stability problem when the rear tire is unloaded or asked to help corner. Too much front bias is stable but can leave straight-line braking potential unused. The useful setting is the one that lets you approach the braking limit repeatedly without surprising the rear axle.
Sub-skills you are practicing
The first sub-skill is load translation. You learn to translate a braking zone into front and rear tire load. The question is not whether the car has front brakes and rear brakes. The question is how much work each axle has the loaded capacity to do in this braking state.
The second sub-skill is separating total transfer from transfer timing. You may feel the car take a set quickly or slowly, and shock adjustment can affect that timing. But the total longitudinal load transfer for the braking event is still driven by center-of-gravity height, wheelbase, and deceleration. Do not confuse a timing feel with new rear grip.
The third sub-skill is first-axle detection. You need to know whether the front or rear reaches the edge first. In an open-wheel car, visual tire slip can help. In a closed car, steering feel and yaw behavior are your cues. Front-first gives steering warning. Rear-first gives rotation risk.
The fourth sub-skill is condition matching. Warm tires, dry versus wet grip, fuel load, clutch state, and engine braking all affect the load or demand picture. A good bias check copies the condition that matters, or else it is labeled as only partial evidence.
The fifth sub-skill is brake-turn validation. You do not stop after a straight-line test unless the car only needs straight-line braking. Most road-racing corner entries include some amount of transition from braking to turning. A stable setting must survive that transition.
Calibration cues
The first calibration cue is confidence at the pedal. With a reasonable bias, you can squeeze harder toward threshold without waiting for the rear axle to surprise you. You may still reach the front limit, but the warning comes through the steering before the car starts to rotate.
The second cue is repeatability. A correct load-informed setting lets you repeat the braking event. If every entry feels different because the car takes a little set, then more set, then less, then more, you cannot drive at the limit with confidence. Smooth driver input and a settled car give you a clearer limit to work with.
The third cue is corner-entry composure. In a brake-turn entry, the car should accept the brake release and steering build without a rear lock or sideways snap. If the car was fine in a straight stop but nervous as you turn, the combined condition has found the bias problem.
The fourth cue is condition sensitivity. If rain arrives and the car no longer transfers as much load forward, the old dry bias may not be the right tool. If fuel burns off and the car changes dramatically, the old early-run setting may not remain right. If you change from clutch-in braking to engine-connected braking, the rear axle demand changed even if the brake adjuster did not.
The fifth cue is restraint. The corpus notes that less overall lap time is usually gained by being exactly at the limit at corner entries than by being strong at corner exits. That does not mean braking technique is unimportant. It means the bias target should support controlled, repeatable entries, not a rear-first gamble that compromises the rest of the corner.
What good looks like
A good load-transfer-before-bias process has a recognizable shape. You warm the tires before judging. You run straight-line checks safely off-line. You identify the first axle at the edge. You confirm the setting during combined braking and turning. You account for rain, fuel, and driveline state. Then you treat the adjuster as a way to match brake force to the tire loads you actually have, not as a way to wish the rear tires were carrying more load.
If you remember only one sentence, make it this: before you move bias, describe the load transfer. If you cannot explain why the front or rear tire has the grip to accept the braking force you are about to give it, the adjustment is premature.
Worked example: Road America straight-line priority
Road America is the clean example of a track where the braking problem can reward more rear contribution, but only inside the load limit. The corpus describes it as a place with four or more hard straight-line braking zones. In that environment, the driver is not constantly asking the tire to brake and corner at the same instant. The car spends more of the important braking time straight, loaded forward, and searching for maximum deceleration.
Your process there is not simply move the knob rearward. You still start with warm tires. You still do off-line straight-line stops. You still look for the front axle to reach the limit just before the rear. The Road America lesson is that, after the car passes the stability test, a little more rear contribution may help maximize straight-line braking potential because the rear tires are doing real useful work before they reach their reduced limit.
The failure mode at this kind of track is being too conservative and making the front tires do nearly all the work while the rear axle has usable capacity left. The equal and opposite failure is worse: chasing straight-line braking so aggressively that the rear locks first. The load-transfer rule protects you from both errors. Use the rear tires, but do not ask them to do work that the deceleration has unloaded them from doing.
A good Road America-style result feels like a brake pedal you can keep loading at the end of the straight, a front-first warning if you exceed the limit, and no rear yaw as you begin the release phase. If you get rear nervousness as you add steering, the straight-line gain is not worth it for that corner entry.
Worked example: Lime Rock brake-turn confidence
Lime Rock is the contrast example in the supplied corpus. It is described as having no straight-line braking zone and a lot of braking while turning. That changes the bias priority. The rear tires are already losing load under deceleration, and as you add steering they must also contribute to cornering. A setting that looked strong in a straight stop can become too rearward when pitch and roll combine.
At a Lime Rock-style track, you still run the straight-line check because it gives you the basic axle sequence. But you do not stop there. The deciding test is the brake-turn phase. You need to know whether the rear axle remains calm while you carry brake power into the corner and begin releasing pressure as cornering demand rises.
The useful bias may be more frontward than the setting you would choose for a track with long straight stops. That does not mean throwing away the rear brakes. It means keeping enough front-first margin that you can trail or carry brake with confidence. In this situation, confidence is not a soft feeling. It is the ability to ask for combined braking and cornering without the rear axle reaching its limit first.
A good Lime Rock-style result is a car that takes a set, lets you reduce brake pressure as steering builds, and gives front warning before rear rotation. A poor result is a car that looks fine in a straight check but gets loose, sideways, or abrupt as soon as the steering wheel is involved. That is the difference between straight-line bias and brake-turn bias.
Worked example: Formula Atlantic and engine-braking condition match
The Formula Atlantic example is not a recommendation for every driver. It is a reminder that bias must be set under the same braking condition you actually use. The corpus describes a Formula Atlantic car with more than 3 Gs of braking capability, slowing so quickly that drivers may skip gears, put the car in neutral when braking begins, and complete the downshift just before turn-in.
If that is truly the racing method, the bias should be set without engine braking helping the rear tires. But many cars are driven differently. If you slow the car with the clutch engaged, engine compression contributes to rear-wheel braking demand. If you set the bias with the clutch disengaged and then race with engine braking connected, you can create a rear-bias problem because the rear tires see brake torque plus engine braking.
The intermediate lesson is consistency. Do not copy a high-downforce formula-car technique into a production-based HPDE car just because it sounds advanced. Instead, identify your actual driveline state in the braking zone and test the bias in that same state. The rear tire does not separate the source of slowing torque. It only experiences the total demand.
Common mistakes and what good looks like
Mistake 1: setting bias cold. Cold tires have less grip, so the car cannot decelerate as hard and will not transfer as much load forward. A cold setting can become too rearward when the tires warm and the car brakes harder. Good looks like running enough laps to warm the tires before treating the bias result as meaningful.
Mistake 2: treating chassis parts as load-transfer amount adjusters. Shocks, springs, bars, and anti-dive geometry can change feel and set timing, but the supplied load-transfer explanation says the amount of longitudinal transfer under braking is set by center-of-gravity height, wheelbase, and deceleration. Good looks like diagnosing the load and bias condition before blaming the chassis.
Mistake 3: stopping after a straight-line check. A bias that is close in a straight stop can still be too rearward when braking and turning combine. Good looks like validating the setting in the actual corner-entry condition you drive.
Mistake 4: accepting rear-first lock because it feels aggressive. Rear-first lock is not a useful warning. It tends to send the car sideways. Good looks like front-first warning, felt through the steering, with the rear axle still contributing but not leading the lockup sequence.
Mistake 5: using the wrong clutch condition. Testing with the clutch in and racing with engine braking connected changes rear tire demand. Good looks like matching the test to the race method, whether that method is clutch engaged, clutch disengaged, or neutral braking in a car that genuinely requires it.
Mistake 6: using the dry setting in the rain without rethinking load transfer. Lower wet grip means lower possible deceleration and less forward load transfer. Good looks like recognizing that the rear axle may retain more load in the wet and that the dry front-heavy setting may not be ideal.
Mistake 7: chasing one universal bias for all tracks. Road America-style straight-line zones and Lime Rock-style brake-turn entries ask different things of the rear axle. Good looks like matching the setting to the braking shapes that matter at that track.
Mistake 8: assuming a production car gives you the same toolset as a purpose-built race car. Many production-based cars have factory proportioning that you mostly live with. Good looks like using the load-transfer model to drive and diagnose the car you have, rather than pretending you have an adjuster you do not.
Drill: warm-load bias map
Use this drill only in an appropriate test session or HPDE session where traffic, rules, and instructor guidance allow safe off-line braking checks. The point is not to practice panic stops in traffic. The point is to learn which axle reaches the edge first under repeatable conditions.
Run the drill across one event day. Count one warm-up block, four straight-line checks, three brake-turn checks, and one debrief note after each session. The total active drill time is about 25 to 35 minutes spread through normal track time.
Step 1: warm the tires for several laps. Do not judge bias from the out lap or first cold stop. Your first success criterion is simple: you can say the tires are in the same general grip state you intend to use at pace.
Step 2: choose a safe straight braking area where you can move off-line without surprising other drivers. Check mirrors before every attempt. On four separate laps, squeeze the brake pedal and keep adding pressure until you identify the first axle near the edge. Do not hold a lock. If a wheel locks, release enough pressure to recover immediately. Your success criterion is identifying front-first, rear-first, or unclear for at least three of the four attempts.
Step 3: if the straight-line result is close and stable, use three laps to evaluate a representative brake-turn entry. Carry only the amount of brake you normally would, then reduce pressure as steering demand increases. Your success criterion is no rear-first lock, no sideways tendency, and enough front-first warning that you can repeat the entry calmly.
Step 4: write the condition next to the result. Include tire state, dry or wet surface, fuel state if it changed meaningfully, and whether the clutch was engaged or disengaged. Your success criterion is a bias note that describes the load condition, not just the adjuster position.
Step 5: decide whether the evidence supports an adjustment. If the rear reached the edge first in straight-line braking or brake-turning, the setting is too rearward for that condition. If the front reached the edge much earlier and the car remained stable in brake-turning, the car may be leaving rear braking potential unused in straight-line zones. If the result changes between straight braking and brake-turning, the brake-turn result governs corners where you actually combine brake and steering.
When the principle changes underneath you
The principle does not go away, but the load picture changes. Rain lowers the available traction, which lowers possible deceleration and reduces forward load transfer. A car that needed a front-heavy dry setting may need a less front-heavy setting in the wet because the rear axle is not being unloaded as severely.
Fuel burn can change the mass distribution enough that one bias setting does not feel the same from the start to the end of a race. The corpus does not give a universal fuel rule for every platform, so do not invent one. Treat fuel load as a condition to observe, especially in cars known to change dramatically as fuel lessens.
Aero load can increase tire grip because download is download regardless of source, but this lesson does not turn into an aero setup lesson. The practical point is that the tire's capacity depends on the load it carries. If the car's load state changes, the brake-bias question changes with it.
Engine braking changes rear tire demand. With the clutch engaged, the rear tires may be slowed by both brake torque and engine compression. With the clutch disengaged or the car in neutral, that demand is different. Bias testing has to copy the condition you will use when it matters.
Corner shape changes the answer. A long, straight stop and a brake-turn entry do not use the rear tire the same way. Straight-line braking lets the tire spend its force mostly on deceleration. Brake-turning asks it to share force between deceleration and cornering. The more combined the entry, the more valuable stable front-first margin becomes.
Cross-references to related skills
Use the line-pressure lesson after this one when you need the math of how pedal input and hydraulic pressure become axle braking force. Load transfer tells you what the tire can accept. Line pressure tells you what the system is asking from it.
Use the lockup lesson when you want to predict the edge before you find it on track. This lesson teaches why the front and rear edges move as load moves. The lockup skill turns that into a more precise limit model.
Use the bias-hypothesis lesson after you can describe the load condition. A good bias hypothesis is not a guess about knob direction. It is a statement about the braking zone, tire load, first axle at the edge, and the condition you are trying to improve.
Connect this lesson to trail-braking and brake-release work when the track asks you to brake and turn together. The bias setting that gives confidence in a straight line must still let you reduce brake pressure as cornering force rises. That release timing is where the load-transfer lesson becomes a corner-entry skill.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 329f32ca-8ced-733f-e17c-6e0bae8bdb06 | 219 | 1 | uio_books_raw_v1 |
| 2 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 6b79704c-ae39-21e6-a605-678d6c812f56 | 220 | 1 | uio_books_raw_v1 |
| 3 | Ultimate Speed Secrets - Ross Bentley | 09aaccc1-06b1-0521-2543-f4aaadd78185 | 97 | 1 | uio_books_raw_v1 |
| 4 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 161a4041-de57-1e41-faec-81bc25f141c6 | 49 | 1 | uio_books_raw_v1 |
| 5 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 301f1d9e-4ce8-1bc7-d9cc-847b7bb02cd7 | 219 | 1 | uio_books_raw_v1 |
| 6 | Speed Secrets Professional Race Driving Techniques Ross Bentley | 2c65fbd7-40f5-68b5-f4d5-5c65a45c49ab | 27 | 1 | uio_books_raw_v1 |
| 7 | Going Faster Mastering the Art of Race Driving - Carl Lopez | f3e7c76a-8e31-fa16-6ca5-03dc989bcf30 | 51 | 1 | uio_books_raw_v1 |
| 8 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 07618ee4-43f3-5de7-8fb1-6a50de32eb16 | 47 | 1 | uio_books_raw_v1 |