3 Reasons Why I Hate “Slow In Fast Out”

Guys, welcome back.

I just got back from

my

from a race today. I mean, I didn’t

drive. I was with with the team with

Baby Race. We had an X30 race in Lonato.

It went pretty well. We did one, two,

and three in under 10. And P3 in gear

three in 60 mini, obviously. So, I was

quite pleased. But,

while I was having a shower, like

literally an hour ago, I was thinking at

what happened this morning and when I

was watching the data of of one of my

driver against one of the other driver,

you know, two teammates. And

and I could I could see something that I

think relates to a lot of drivers and

that a lot of drivers makes as a

mistake. And I think it starts from

mechanics or coaches or parents giving

the wrong advice and the wrong guidance.

And that is the concept of slow in fast

out. And in this video, I will share

with you

three reasons plus a bonus one

of why I hate the concept of slow in

fast out

and why I believe it’s also just bad to

teach the kids and you know, any racing

driver to drive with this kind of

approach and mentality.

And I’ll go through each one by one. Let

me know in the comments if you agree or

disagree with any of this. It’s

It’s something that I have discovered

over the years not only by driving

myself, anything from, you know, karting

to Formula 3, Formula 2, etc.

You know, I had really seen not only on

my driving, but also on on my drivers at

Baby Race.

And here at Send it, like I can see that

all the drivers have this sort of

mindset

are going to struggle in the long run

and normally struggle and may get some

fast laps here and there, but in the

race pace and in just like in the

racecraft, too, they will always kind of

struggle. And I will share with you the

exact reasons why. But,

before that, I’ll give you a quick uh I

have a quick thing for you. So, actually

a quick request, you know?

I just double-checked before my

analytics and I can share them with you.

And what I saw is that in the last 365

days, so the last year, 92% of you who

watch these videos on on my channel

have not been subscribed. So, only 7% of

you guys watching the videos are

subscribed. And since I am making a

honestly a challenge with my girlfriend

cuz, you know, right now it’s literally

10:24 p.m. and and she wants me to go to

bed. But, but because I wanted to really

you know,

I wanted so bad it because I felt like

inspiration out of what I saw today. I

wanted to really go down to the to the

studio and and record this record this

video. But, since she’s

she’s she wants me to stop with all

these videos, etc.

If we can get by the end of the summer,

so like by the end of September

to get within 1,000 subscriber, it would

be great. Otherwise, she’s really trying

me to stop doing all of this cuz she she

feels like there’s no point. It’s just

like a waste of time. So, yeah. If you

can If If you feel like this is

valuable, it would be great if you could

subscribe. It’s a small help that I feel

that it’s going to it’s going to fuel a

little bit more energy and that’s at

least going to prove her that this is at

least

yeah. It’s not useless, basically.

Right. So, we’re going into the first

one, okay? The first point that I was

mentioning, okay, the first reason why I

believe

it is

terrible

to drive with the mentality of of slow

in fast out. Okay, so the first and the

number one, all right, which I believe

is the most important, is that if you

So, by the way, this is

This is the definition of slow in fast

out, right? It’s like trying Actually,

this is not even that. I made a mistake.

Let me actually

change this. So, the concept of slow in

fast out, like, you know, it’s that

let’s say in this case the red is the

slow in fast out, okay?

It’s like trying to stop the car early

in order to get a better exit, okay? So,

that’s that’s the theory. So, in theory,

it should get a worse it should get a

better exit and the green should So, the

green should have a worse exit, right?

But, that is the concept. But, the

reality is not like that.

And the reality is that most of the

times when you try to brake early, you

know, stop the car early in order to get

a better exit, 90% of the times, I would

say, based on my experience, not only

you get a bad Yeah, you you you get a

bad entry, so you lose time on the

entry, but you also

or even more lose time on the exit. Why

that happens? For many reasons. Because

normally when drivers brake early,

automatically they start to turn in

early. And when they turn in early, they

apex early. And when they apex early

with not enough rotation, because, you

know, when you attack that corner, you

generate rotation. When you’re not

attacking the corner cuz you’re going

slow, you do not generate the rotation.

And therefore, you will have some

understeer in the mid-exit. And so, you

Normally, what happens is you brake

early, automatically turn early, apex

early means, you know, you have to

rotate the car on the exit and therefore

it’s a worse exit, too. So,

that’s why I feel This is the what what

people sell you the idea, you know, the

coaches, mechanics of the paddock. They

say, “Oh, you got to go slow in to get

fast out.” Most of the times, what

happens is that you go slow in and you

go slow out. So, this is the what they

think is that you go slow in, like the

red, and then you go faster out. If you

are familiar with data, that’s basically

the This is the speed trace, okay? This

is the speed, all right? And and this is

like the red braking earlier in order to

get a better mid-exit and the green

braking later. And typically, what’s

thought is that the green is going to

get worse. But, the reality is not

really like that. The reality is that

the green, most of the times, when you

are the green and you’re able to like

brake really late, stop the car, okay?

You’re going to possibly lose a bit in

the mid-corner, but most of the times

you’re going to get equal exit or

a little better, which I think it’s

really like that.

This is really like what I see day to

day. And I will show it to you in the

data. I was

Actually, let’s show you right away.

So, this was from this morning,

literally from the warm-up, these two

drivers. This driver actually the driver

in in red finished P3 in the race.

And he had P2 in quali. The driver in

green finished P5 in the race in the

final and finished P4 in quali.

So, what you can see here, which is very

interesting, is that the red No, the

green, actually, it’s approaching the

slow in fast out technique, all right?

You can see that, exactly what I’m

talking about. So, the green is starting

to approach the slow in fast out

technique. So, what does he do? As you

can see, he brakes

earlier, all right? Even though the RPMs

here are a little bit offset, but

anyways, stay with me. He just brakes a

bit earlier. Okay, he comes with a less

speed from the previous corner cuz he

messes up the previous corner. Actually,

no, I think this is more of a slipstream

thing, okay? Interesting there.

But, yeah, anyways, for some whatever

whatever reason, he arrives with a

little bit less speed

into the corner and he still brakes in

relatively the same place or

Anyways,

the the the end result is that his entry

speed into the corner is slower.

Okay? It’s 77 against 80. And you would

argue like, okay, if the slow out if the

slow in fast out technique should work,

it should have a way better exit, right?

So, the green should have a way better

exit. No, but it’s exactly what happens,

all right? Most of the times when you

are breaking early, this is exactly what

happens. As you can see from the map,

look at the green. The green starts to

turn in earlier,

but then he ends up missing the apex,

all right?

And just washing out wide. Now, I’m not

saying that every time you turn in

early, you miss the apex. I mean, that’s

that’s silly for me to say that.

But, yeah, sometimes when you brake

early, turn early, I see lots of drivers

that are are doing that. And you can you

can look at this crossover. This is the

the definition of not holding the brakes

on

holding the brakes properly and this is

exactly what happens

to to many of the rookie drivers,

especially in 60 mini, the young

drivers. They are braking maybe

initially quite well, but then they come

off the brakes too early cuz they

realize they’re too early and

automatically they release like they you

start to turn in. They go a bit too

quick on the entry. They miss the apex,

as I mentioned. You can see very quickly

very

I hope you can see because I know my I

can’t see my face here in the in the in

the in the bottom right side. So, I have

to just assume where it is.

All right, anyways, you can see he

missed the apex. But, then you can see

most importantly, he loses a lot on the

exit. So, overall, if you look at the

delta time, what he loses is going from

198,000

all the way to, you know, going to next

corner, it’s like 494. So, he lost three

tenths in a single corner. And what

basically we can see is that he’s doing

the slow in fast out technique, but the

problem is, as I would say most of the

times,

when you are approaching the corner

slower on the entry, most of the times

also get a bad exit because, as I said,

most of the times when you brake early,

automatically you turn in early, you

release the brakes cuz you realize

you’re too slow. And most of the times

the kids are not able like you normal

drivers, you know, or even even adults,

they don’t realize they they’re, you

know, because they’re releasing the

brakes, they’re actually carrying me too

much

speed by the mid-corner and then they

actually end up missing the apex and

getting a worse exit. But again, anytime

you’re turning in too early for whatever

reason, most of the times you’re going

to get a worse exit, okay? Especially in

the hairpin. Now, in the fast corners,

it’s probably to turn in very early, but

in the in the slow corners, especially

hairpins like this, it will not work.

So,

as I said, the number one reason, okay,

that I mentioned before

for

All right, that Actually, I was about to

mention, but I didn’t. So, the number

one reason why it’s so bad to do slow in

fast out, actually, is that you never

learn how to, you know, Um, you you

don’t train the your car control, okay?

So,

you’re not developing your car control

skills.

Okay? This is what I’m

trying to to point it out. So, no car

control

development, okay?

You have to think about it. Every time

we are going fast and, you know, fast in

the corner, you’re developing car

control. But, you know,

think about it. If there’s a limit, I

already talked about this like in

a few days ago in another video. It’s

really interesting. So, if this is the

limit, okay? This is the hypothetical

limit. This is like 100%, okay? This is

a like in a in a in a let’s say in a

corner. If you drive, for example, below

the limit because you’re not pushing

hard enough on the entry and you drive

at 90%, okay?

You’re not developing car your car

control skills.

Because you are the car is not either

understeering or the car is not even

either oversteering.

And if you’re not driving in that zone,

all right? Where you’re testing your

your your your car control skills,

you’re never learning. You’re never

developing as a racing driver. You know

what I mean? So, if you’re driving

anywhere beyond the limit,

anywhere beyond the limit from 100%

onwards, that’s beyond the limit. So,

from 100% to let’s say 110%. So, that

basically means that anywhere from 100

to 110, it’s beyond the limit. So, you

still lose time because maybe you miss

the apex, you brake too late, etc. But,

you do that because you overpush. So,

anywhere here, it’s like

anywhere from like from here to here,

it’s car control territory, okay? You

develop your car control.

Okay? Here, below, you do not develop

your car control. So, think about it.

When you are running the engine, right?

When you’re running the engine, let’s

say, anywhere from 100 to zero, you’re

not developing car control. Think about

when you’re running in the engine. When

you’re running in the engine,

are you pushing in the corners or not?

Not. So, are you developing your car

control or not? Not. Okay? So, no

car control.

So, that is the number one thing and the

reason why I hate slow in fast out is

because you never really push your

limits, you never really get used to

Yeah, you never really get used to

driving beyond the limit and therefore

you are just

never really actually learning how to

drive. Okay? You’re just like a

passenger. You’re not attacking, you’re

not learning. That’s my take. You’re not

attacking, you’re not learning. So, the

number two reason, which is

uh something I take it, you know, very

very

personally and I think it’s a very

related to the first one, okay? Is that

uh

you never really know where the limit

is.

And this is something that my mechanic

told me when I was

like 10, 11. And I wish somebody to

could tell me even earlier. But, it was

like

unless you overpush, that’s what he used

to tell me, Alessio. Because we were in

the hairpin at Lonato, you know, the

for the guys who know Lonato, like there

used to be a old layout of the track and

it was so cool cuz there was like a it

was named the mechanic corner. And

mechanic’s corner, there is still like a

corner which is named mechanic corner,

but it’s a completely different corner.

Like

let me make the shape. So, it used to be

like like a a very low speed hairpin

like that and then it was like like this

and then you go to a like a straight,

you right? So, in this hairpin, you

would have to smash the brakes, all

right? Let me like this. You would have

to smash the brakes so hard and you have

to really attack the entries and and to

be honest, you wouldn’t you like it

would really force like it would be good

for you to attack the entry because

there wouldn’t be like a long straight.

So, let me show you. So, this would be a

typical line. You’d be all open,

attacking the entry like crazy and then

you’re going to be like that preparing

for the next one, etc. So, even if you

overshot a little bit, let’s say, let me

say the blue overshoots the corner. So,

even if you overshot the corner because

you braked so late, you wouldn’t have

lost much on the exit because you’d

still be able to make it back for the

next one. You know what I mean? So, it

was such an amazing corner for me to

develop my my own

you know, braking skills, car control

skills. And I remember my mechanic used

to tell me, “Oh, Alessio, if you’re not

overpushing, I mean, if you’re not

braking so late that you miss the

corner, how do you know where the limit

is?” And he was right. You know, at

first I was too focused on making the

apexes, I was too focused on being

precise. I was talking

but then it was like, “May, you’re never

you’re never going to I mean, he didn’t

say that. I mean, that was in English,

but in Italian it was like, you know,

“Frena più tardi. Prova di più.” And

“Brake later. Try more, you know, try

harder.” And he was totally right. You

know, God bless him for for giving me

that insight and

I wish I mean, somebody could tell me

earlier and, you know, maybe this is the

wake-up call for you. You do not want to

drive constantly below the limit.

Because if you drive constantly below

the limit, you will never know where the

limit is. For real.

Like for real. Like going back to this

example I was sharing you before. Let’s

say if you were driving every lap, but,

you know, it’s just enough that you

drive at 98% every lap. 98% means you’re

like half a second off at the end of the

lap. Maybe it’s not a very bad lap, you

know? You it puts you still among the

top 1% drivers in in in the world. I

mean,

well, not 1% but maybe like top 5%

drivers in the world if you’re within

half a second off from

from like a WSK race weekend or like a

CIK-FIA race weekend. So, okay. But,

let’s go back to it. So, if you’re

driving at 98%, all right?

You’re you’re basically never

tele-testing the limit, okay? So, let’s

say, you know, this is like your 98,

then your 97, 99. This is like across a

session, yeah? You’re never testing the

limit. How will you know where the limit

is?

It’s going to be impossible for you to

test the limit, right?

So, that’s why I want the drivers to do

the opposite.

I want drivers to, you know, lap one go

very aggressive like

beyond the limit and you bring it back a

bit. Okay, now I’m under the limit, now

beyond the limit. Okay, now and then

let’s say by lap four they found the

limit, all right? By lap four they found

the limit and ideally they they drive on

the limit by the till the end of the

session. Converse vice versa, they were

the drivers were driving under the limit

and they’re not really pushing the

entries. So, the slow in fast out

techniques, they these guys are always

like driving here in 98%, 99%, 97% and

you they will never be able to find the

limit. I’m telling you. I’ve seen it.

I’ve seen it. These guys will never find

the limit and the So, let’s actually

write this down and let’s get get to

point two because

I don’t

I think I it’s important for you to

I mean, it’s important for me to get

straight to the point so that

I don’t overcomplicate things. So, point

number two as we said, no car control

development. Oh, actually I said

already. Sorry.

No testing the limit.

Not testing the limit. Well, you will

you were not really testing the the

limit, okay? No. Well, actually it

should be never.

Actually, my English could be better. I

agree.

So, instead of no, it’s yeah, never,

okay? Never testing the limit.

So, that is the second reason why it’s

so bad the slow in fast out technique

because if you never really push, okay?

Well, actually there’s

there’s going to be a bonus beyond the

three, but now actually I just figured

out there’s going to be two bonuses

because one is not enough. I just

brainstormed a new and a new bonus. But,

anyway, so you’re never really testing

the limit. The number three,

right?

Is that when you are going slow on the

entry and you’re not attacking and

you’re probably not braking as late,

you’re not probably not braking as hard,

what happens to your tires?

Are they being stressed or are they

being, you know, massaged, you know?

Think about it. They’re not going to be

stressed so much. And what happens when

you’re not stressing the stressing the

tires? You’re not generating

temperature. You’re not generating heat.

Heat, okay? And so, when you’re not

generating generating temperature,

you’re not generating grip because

remember, guys,

temperature is well, grip of the tires

is directly correlated with temperature,

okay? If this was a graph, okay? Ooh,

sorry.

So, this is like I don’t know if you at

school you did the XY graphs like that,

you know? So,

basically grip level, I mean, I will

make it very simple.

Like just don’t quote me for this. But,

the grip level basically

it increases

all the way it goes up, it goes up, you

know, it increases. It goes from cold to

green.

And then at some point, you know, it

starts to go down when it’s too hot.

But, it’s like very hard in karting to

get too hot tires, especially like

in the winter. So, then it gets if you

are too much Okay. So, this is

So, this is grip level. Sorry. Let me

actually make it. So, this is grip.

All right?

And in the X axis and in the Well, is

that the X Well, anyways. Here is the

there is the temperature, okay? Temp.

So, as you can see here,

the higher

the higher the temperature,

the more grip there is, obviously until

a certain extent. And that extent is is

here, okay? This is, for example, at at

until the certain extent. And you

obviously it’s like here is like, for

example, 90°. As soon as you go past 90°

of your tires, it depends obviously.

Guys, don’t quote me for this for every

tires. But, if you go past 90° C, most

of the tires on the market are going to

start to

you know, start to blister or, you know,

overheat and lose the grip. So, but from

here, for let’s say from 0° all the way

up until 90°, you’re going to get more

grip. All right? More and more grip, I’m

telling you. But, again, every tire is

going to behave differently. You know,

some tires are going to behave like that

that is going to be I mean, actually.

Some tires are very hard and they will

have a window like that, you know, a

little bit later, all right? Some tires

are a little bit like that. So, they’re

very soft and they don’t need to have a

lot of working temperature, okay? I love

those ones like Vega. Some tires are are

like that, all right? They’re even

softer and they don’t need to write So,

you will get many different type types

of tires, obviously. Don’t quote me for

all the dry tires. I mean, I’m just

giving you an example here. So,

what I was about to say is that

you know, this direct there’s a direct

correlation between temperature and

grip. Clear? So,

as I said, the first few laps, your goal

as a driver, unless it’s summer and it’s

like 70°, no, 60° C asphalt temperature,

unless that is the case,

the first few laps

in any other conditions, you you will

want to generate as much temperature as

you can until obviously you feel like

you got to the you know, to the optimal

peak of the tires in terms of

temperature and then you have to control

them. But again, that’s

something that the driver needs to feel,

you know? You need to feel when the grip

is is is fine and you arrive you feel

like that the grip is arrived, then you

don’t want to over push cuz then

otherwise you’re going to you know,

blistering and you know, overheating the

tires and that’s not good. But anyways,

so let’s write it down. So, the point

number three is that when you are

driving constantly under the limit,

guys, you have to consider that you’re

not stressing the tires. You’re not

stressing the tires so much and so you

are no

Oh, actually, no temperature on your

tires. No tire temperature.

Temperature.

Okay, this is what I’m talking about.

You will take more laps to get up to

temperature in this case, all right?

It’s going to take you more laps to get

to this peak, okay? Let’s make an

hypothetical scenario. So, the good one

So, the driver which attacks like crazy

is going to be palm at the peak

early and then it’s going to stay, okay?

The the driver who’s driving with slow

in fast out technique

is going to take so long to get the

tires up to temperature. Now, I’m

exaggerating, but you know, it’s really

like that. I’m not joking. It’s it’s

really like that, you know? It it’s

going to make a big difference whether

you attack the corners or you’re being

conservative. So, it really makes a

difference, especially if you’re driving

with MG tires with you know,

No, LeCont are quite good, but MG

Maxxis, Mojo, you know, the best ones so

far as I’ve ever seen are LeCont, Vega

and to be honest, Comets and and and

LeCont are not too bad. They’re quite

good. I quite like them as a tires.

They’re quite soft. You agree?

Let me know in the comments what you

think about, but I feel the best the

best of the best is LeCont. The second

best I mean, in terms of soft and nice

in terms The second best is Vega.

Obviously, it depends which one Vega

white for the KZ’s is is very good and

also for the other categories. And the

third best probably would be like

LeCont’s. Sorry, LeCont and then

yeah, Comets and then absolutely the

absolute worst are in my opinion like

Maxxis and

and um

Well, what did I say before? Yeah, MG’s

in terms of grip level. I mean, they’re

good for if you just want to go and

drive and doing like 200 laps without

changing the tires. I mean, that’s those

are fine, but if you want to go and you

know, attack

like attack the lap and and try to get

max performance

on a random day, those those tires are

not soft enough. They’re too hard. But

on top of that,

that’s actually an interesting thing.

The harder the tire, the more you’re

going to feel this issue with you know,

not enough temperature and not enough

grip. So,

so the harder tire So,

if we go towards MG tires or Maxxis

tires, the tires are very hard and if

you combine hard tires with cold

temperature

and even low grip, let’s say. Hard

tires, cold temperature and low grip, if

you combine these three things,

the the slow in fast out technique is

going to be even worse. You’re going to

in that conditions when it’s cold,

you’re going to attack like crazy the

entries, okay? You’re going to attack

like crazy the entries and I’m telling

you I remember Max Verstappen. I was

looking up to him, you know? We were at

we were at South Garda Karting Lonato

and it was a Winter Cup 2000 12, the

first time I was looking at him like

with my eyes live cuz I used to watch

him on on the races

like like on on YouTube or whatever

watched it, but like when the first time

I saw him was like the Winter Cup 2012

and I could see this guy it every

session he would go into the first

couple of laps and he would like you

could see smoke coming out of out of his

tires on the brakes for how hard he was

braking, for how hard he was attacking

and I’m telling you would definitely not

be driving with a slow in fast out

approach. It would be

fast in and fast out, you know? Fast in,

fast mid, but like fast in that was

he was attacking the entries because

guys, the entry is the only opportunity

you have, especially in the slow speed

corners like hairpins, is the only

opportunity you have to generate

temperature. And I’m telling you if you

attack the entries, you’re going to have

more temperature more temperature equals

more grip to the rest of the corner. So,

Max that day show like made me realize,

holy we’re all getting it wrong,

you know?

We need to attack the first laps like

crazy and every time I could see his

races, he would just pulled such a

massive gap in the first laps and yeah,

it would just be like cruising in the

end.

So, let’s go to the

to the number four, which is the bonus I

actually wanted to share. So, bonus

number four, okay? Bonus.

So, actually and number five.

So, bonus number four,

let’s actually say the first the last

one I just came up to my mind. So, bonus

number four is that you are never

developing your braking skills. Cuz

guys, braking,

okay?

Is a skill.

And if you all the time break below your

limit and you know, below the potential

pressure of the of the brakes and

potential pressure like potential grip

of the tires, if you’re

if you’re braking all the time below the

below the limit,

all right? You are going to never

get the feeling of braking on the limit,

you know? Guys, like in in karting

especially

with most categories, most tracks and

with most tires, you want to break hard

so hard that you lock the rears,

all right? And you want to almost like

have the rear like it’s like coming on

the brakes like it’s moving a bit. You

want to almost almost that.

And I’m telling you if you are

and I love that, but it it’s it’s really

something that you have to develop. It’s

not something that as soon as you come

out and when you’re a baby, you’re like,

oh, and now before even jumping into the

car for the first time, you’re able to

break perfectly. No, it’s something you

develop. I’m sure Max Verstappen was not

built like that and was not able to

break like like you know, like a legend

already from from day one, session one,

lap one that he got to the track, you

know? He got he got a lot of laps and he

got a lot of laps to to practice and he

became the driver he became and I think

he is is the number one. I mean, I race

Russell, I race Norris and I race I

mean, I won the world championship

against Norris in 2013. I I raced many

others. I raced Stroll,

I raced a bunch more,

but I mean, Max

I raced Leclerc as well, but I think Max

was just another level in for many

reasons.

Um

But but yeah, he’s I mean, what I’m

saying here in terms of um

you know, going back to the slow in fast

out technique, technique, if you are

doing that slow in fast out technique,

you’re not basically

putting your braking skills to test.

You’re never again going beyond your

limits and again, you you are always

staying within your comfort zone. That

is the problem. You stay within your

comfort zone and staying in your comfort

zone just basically is a is a the recipe

for not improving, you know? You just

stay the same.

And I don’t know about you, but

if you stay the same, you’re not

improving, we’re just not going to go

anywhere, you know? We’re just not going

to develop as racing driver, you know?

The goal is to win, sure, but more

important than winning, it’s developing

as racing driver. So, the bonus number

four is that

we’re not going to develop the braking

skills if we are going to break early to

get a better exit all the time, you

know? Which again, most of times you

break early, turn early and get a worse

exit. So, the slow in fast

skill. And the fifth bonus, which I

think is extremely important, not really

in qualifying,

but in the races, which again, I mean,

last time I checked, you don’t get

trophies for qualifying as well. Again,

now in F1 you do get trophies since last

since few years

and and even in some of the categories

you get trophies, but again, let’s

forget

that. But last time I checked, they

don’t you don’t really care about that

in in terms of championship points for

the qualifying, etc.

So, last time I checked when

you got the trophy, the big one and the

point for the championship is in the

final.

I it’s in the races. So, even if you are

on paper really fast,

but you cannot race,

well,

I mean,

it’s still not good, right? So,

what Think about it. If you’re in a

group of five drivers in the first lap,

lap one, you’re like, hey, we’re going

into a hairpin.

What happens if you are let’s say the

third driver in the group? What happens

if you

try to apply the slow in fast out

technique? What happens? And you have

drivers around you which are the

opposite, which are like extremely

aggressive and

on the entries and extremely late on the

brakes. What do you think is going to

happen? They’re just going to follow you

and oh, but you know, and they’re going

to say, oh, but no, let’s follow him

because you know, on the entry he takes

care like he takes it easy on the entry,

you know? Because because then he wants

to get a good exit, you know? It’s like,

what do you think? They’re going to

think this about that? No, they’re going

to see you’re going to break early,

they’re just going to dive into you.

That’s it. So, what I’m going to say is

that I’ve seen so many drivers having

not develop their skills on the brakes.

They have

they have this slow in fast out

mentality. They’re not like they’re

always like

not they’re always like below the

comfort like below the limit. They’re

always below the comfort zone

within their comfort zone and because of

that when they even if they can manage

to get somehow a decent lap and still

start at the front somehow

which I don’t think is the case most of

the times but let’s pretend they get to

the front. Guys, if you’re in a slow in

fast out mentality when you drive,

you’re going to get passed

every lap.

You’re just going to go backwards as we

say in Italian like a gambero, like a

shrimp. Like cuz the the shrimps go

backwards basically. They don’t go

forward, they go backwards. That’s Oh, I

don’t know if that’s the same joke in in

English.

It sounds nice in Italian, I don’t know

if it’s in English. But uh yeah, so both

the the bonus the fifth reason is that

yeah, basically you’re just uh

uh you’re just vulnerable on the brakes.

Vulnerable

in the race.

Okay, vulnerable

in the race. Okay.

So, I hope you understand what I’m

saying, you know? It’s just like yeah.

It’s just like whenever the drivers are

behind you, they’re going to be easily

overtaking you, like effortlessly

overtaking you because you are so

focused on your exits that

and that you know that they’re going to

overtake you. And if you try to make the

switch, this is the problem. If you try

to make the switch directly in the race,

it’s the too late.

You have not got the skills for that,

you know? It’s honestly it takes the

skills, it takes time and it’s not like

you were not born with those skills.

It’s like you never pushed yourself, you

never pushed your comfort zone and

because of that

you know, it’s like

it’s it’s something

an like unnatural for you to push the

entries and so whenever you need to push

the entries cuz you you know, you have

to brake late not only cuz you want to

warm up the tires, not only because you

want to be on the limit, not only

because you know, many reasons. But when

you are in the race braking late, it’s

it’s like a safety, it’s like a it’s

like a shield, you know? It’s like it

protects you. When you brake late, it’s

make you make it hard for drivers to

overtake you. You know, I had this I

remember I had this driving style where

I would brake so late thanks to the

mechanic that pushed me so hard

and all the brake bleed that I asked him

to do. Guys, you cannot believe like my

mechanic I drove my mechanic crazy. I

drove him I drove him nuts cuz every

session I would ask him to bleed the

brakes.

Uh you have no idea. Now by the way,

it’s a joke cuz like within the team at

Bay Bridge, there’s like 20 mechanics

and nobody wants to be my mechanic.

>> [laughter]

>> Nobody because they know how obsessed I

am.

I always tell this joke to my drivers at

Bay Bridge. I’m like, you guys need to

be obsessed. Like whenever I go to like

I’ll I’ll I’ll do a vlog one day of of

me

I wish I had the time. I just don’t have

that much time to go driving and racing

like I’m just over day. Tomorrow I’m I’m

at the track tomorrow again. It’s been

it’s like 10 days in a row at the track

every single day between races and

testing, racing and testing. It’s like

yeah, I don’t have a life really. So

that’s the only time Actually, this is

my fun time when I when I’m able to

unplug and and just shoot videos like

this. It’s very fun for me, yeah. I love

it, enjoy it. But yeah, anyways, going

back to it, yeah. If you are not strong

on the brakes, if you’re not attacking

the entries in as your driving style,

you know, if you approach the slow in

fast out technique, you’re going to be

just vulnerable in the race most of the

times in the first laps, especially in

juniors, you know, where the level is is

is so high, I would say looking at the

CIK-FIA races of the champions of the

future, the level is so high, the field

is so close to each other and uh I mean

all the drivers are so close and if you

are not strong on the brakes even just

half a meter early braking, they like

people can send you from the back. And I

if if you would find me, you know, I

would I would have just I would be just

sending because guys in in the race

sometimes not only they overtake they

overtake you because they want to, they

may have to overtake you because they

need to because remember the best defend

is to attack. So sometimes they they

look in the back, there’s like the group

of 10 drivers and they see they’re all

behind and they see you’re not defending

and they see you’re braking early and

they’re like, “Oh, there you go.

Here’s my here’s my lunch, you know? I’m

going to buy I’m going to eat this guy.”

And that’s it, you’re going to be their

lunch. You don’t want to be eaten for

lunch, you want to eat the others for

lunch. You don’t want to be eaten for

lunch.

And if you are early on the brakes cuz

you are this

with this mentality of early like slow

in fast out which a lot of coaches, a

lot of mechanics unfortunately keep

preaching

um yeah, you’re just going to be an easy

prey in a race. So these are five

reasons why I hate the slow in fast out

technique and I show you the data that

proves that most of the times this was

an example from this morning literally

um and and after that, you know, the kid

developed, you know, after watching

this, he made a massive step from this

session to the Look, he went into quali

and he was P1 until the last two laps.

Look at that. Yeah, the track got a bit

quite a bit better, but have a look. He

did brake later, look in the red, he

braked later, he stopped the card and

obviously got a way better mid exit and

he also made the apex Look at that. Here

he apexed later in the red. He got

better rotation.

He made the apex in the green, he didn’t

and he got a way better exit and between

entry to exit was like what? 4/10. Look

at that.

4/100 60 to 8/100 70. Like he found 4/10

without touching the card

between yeah, session to session which

is quite extraordinary. And I mean it

was not thanks to me. Definitely I

pointed this out to him, but it was

thanks to him. It was him realizing that

yeah, the slow in fast out technique

doesn’t work and

I believe it it just works sometimes

very rarely in some corners, but as a

mentality just approaching the slow in

fast out just doesn’t work most of the

times. So

I hope this is valuable. If you like

this

I hope you can I hope you’d like to I

consider subscribing so we can

you know, close that gap from 92% of the

of drivers that are not subscribed and

hopefully I have a point with my

girlfriend

that this kind of makes sense and this

kind of is kind of valuable to you guys

and yeah, feel free to comment if you

have any insights that you have seen. I

always like to to read the comments and

yeah, perhaps if you have some new video

ideas

I always looking up for up for new video

ideas. I love these kind of formats. I

mean they are spontaneous

and to be honest

they are win-win for me because they

don’t also take too much time. The

problem I have with my life is time, you

know, cuz I literally get back from the

track at like 8:00 p.m. most of the

times.

From so I’m from the 7:00 a.m. to 8:00

p.m. I’m on the track.

Call it a life.

>> [laughter]

>> I don’t have a life beyond the track

basically. And uh and yeah, so so in the

evening whenever I have like I like this

kind of whiteboard um

whiteboard lessons, but I mean let me

know if you like them. I mean at the end

of the day it’s you guys are the ones

who judge whether you like them or not.

But um yeah. I mean it’s uh

yeah.

I’m rambling now. I hope you enjoyed

this. Let me know if you have anything

to share in the comments.