There’s one mistake so many drivers do nearly everyone I met at the beginning of their career in mini and that is holding some throttle on the brakes. Subconsciously, they’re not doing that because they want to, as they do it in cars, as I used to do sometimes in cars, because in some times in cars, you may need to kind of keep a little bit by the end to stabilize a little bit rear. No, in karting, there’s absolutely no need, I would promise you. In karting, there is absolutely zero reason in any category to keep the throttle on the brakes, unless you’re driving shifters in the wet where you have to bleep a little bit to make sure it doesn’t lock up the rear tire so much because of the downshifts, you make a small blip of like 10% pimping just to downshift in the wet, in the in, of course, in KZ, but in all the other categories, there’s no need. And I cringe so much when I say this. And again, it’s one of the major mistakes. I mean, there’s very few mistakes that are more common than this. It’s one of the most common. And it’s so hard for me to be honest, because, like, I mean, it’s just, I try to teach them that, listen, you know, you don’t, it’s really bad for the engine. You shouldn’t be doing it. It’s bad for it shouldn’t really, but they still, still keeping on doing it, because it’s subconscious. So it’s a habit that it you build it up, maybe for because maybe you drive some some karts, then sometimes they may kind of reward this, you know, if you drive some go karts that have very, very rich carburation, or, you know, like, I know a lot of kids in row tax or exterior, they do these kind of things, some kind of preload some, some time, a little bit, try to get a Libyan, like, because in raw tax is a bit of delay. So you kind of do that to kind of preload so you get a better exit. There’s nothing more harmful, more performance and affecting in a negative way than doing that. And if you do that in mini, it’s even worse. In juniors and seniors, you lose a lot, but in mini, you lose a ton. And the thing is that you don’t really lose in the corner. This is the important bit. You’re not just losing in the corner, but you’re losing down the straights, because the engine, when you do that, is not breathing, as I like to call it, it’s not getting the fuel. Remember, every time the engine is full throttle, is burning the fuel. Of course, it’s still injecting, is injecting fuel into the from the carburetor to the engine, still when you’re flat out, it’s the main jet working and still sending fuel. But where the engine picks up the most fuel is when you’re off the throttle. That’s the reason why, when you’re making the start, you know, the formation lab, with the with the rolling starts, and everybody’s going slow in the last sector, basically, then when you start again, it’s like, so delayed, and it’s like ball, because there’s so much fuel, and it’s like, you can see all smoke coming off the exhaust from all the drivers. It’s like a big cloud of smoke. And the reason is that when you go on the gas, it’s, it’s kind of like, you know, come it’s full of fuel because you have spent so long off the gas, because you’re like, so long off the gas, and he got so much fuel that was not burned, and so he Got so rich and delayed.

And of course, that’s another, that’s the other opposite. You shouldn’t be driving like that with so much, you know, rolling in time, but you should let the engine breathe. You should let the engine get and absorb like a sponge all the fuel you need when you’re on the brakes. And if you don’t do that, you’re gonna always suffer with the engine. You’re always gonna be like, Oh, my engine is not good. Yes, it may be not good, but it’s your fault. It’s not the tuners fault. If the engine is not delivering the power, it’s your fault.

So you can see this driver in Sarno

the green. In this case, forget about the line that it does actually a better line in the red. Like, no problem with that. I just care about this. And you can see very well, it needs to be a parallel line. It needs to be like that. When you break, you come off the gas, it has to be an absolutely parallel line, like that. Okay, it used to be like, to be honest, it’s not perfect at the beginning from the red as well, but it needs to be a parallel line like this. Okay, it needs so it’s not even perfect up, like, absolutely perfectly red, but it’s still way better than what the the green does, which is absolutely awful, is not coming off the brakes. He’s not coming off the gas, sorry, at all, except the last phase. So it’s not full throttle on the gas, guys, but it’s keeping enough throttle basically, like 1020, 30% that is not letting the engine breathe, in a way. And of course, that is. Really, really bad. And it happens so often. It’s only he’s only doing it a bit in the end, because you can see his his low and this is, by the way, the exhaust temperature sensor you can see here. And what happens at the end of the day is that when he arrives in the mid corner, his exhaust temperature minimum is 503 and it’s too lean. And in the other kid is 437 Okay, and he’s got almost the perfect temperature, because it should be 440 and you can see when he does that, then the engine is burning way better because he has collected the fuel. You see is acceleration slope in terms of exhaust temperature, how steep it is at the beginning, right? Because he has received the fuel the engine and it has it, has burn it, you know, because you received it, if you don’t receive enough fuel, you’re not able to burn it. So you don’t have a steep exhaust temperature, exhaust exhaust curve. So basically, this is the case. You need to get the driver to come off the gas all the time. And I piece, I get so upset, of course, but this is happening so much. You’re gonna get the worst performance in the engine, and that is exactly what happens. You know, you’re gonna have the red the kid, the driver in green, always complain about the engine. But the reason why he had that feel like like an illusion and sensation he was having a worse speed on the straights. It was because of his driving. And there was nothing we could do with the carburation to fix that. Because if we put the carburation to reach, basically, to make it go lower, then it would be too bad. Overall. It would lose the mid range in the top. So we cannot fix that. It has to be driver that fixed that. So everything is, you know, it’s the slope is really terrible there, and there’s nothing we can do about it. It’s just like the you cannot expect your mechanic, your team, your coach, anyone, you cannot expect them to fix this for you. You can just move the pedals for the forward if you need. But it’s your time to tell this. And of course, when I see this, I normally put the pedals a bit further, either the starting from the head, the foot rest, or both, like also the position for where you know the inclination, so either the inclination of the foot rest. But you need to always monitor this in the data. If you see something like that, that you have, you know the speed, not like the exhaust temperature, not going down. You need to get it to be down. Because the target, by the way, guys in the in the bottom, of course, it depends from category to gathering, but the target temperature in the bottom is like 440 in minutes. It’s like that. But I guess it’s I heard is very similar to other categories, also when I was driving the other categories, still the same, 444, 30. Whereas, you know, in this case, the kid we just said, he is 500 so if he’s 500 he’s so above that, that line, you know. And of course, he’s just too lean, you know, the target is here is way above. The target is on the lean side. He’s never going to have the power. He’s going to feel like ball on the exit, and nothing we can do about it. You know, there is actually is minimum is 60 degrees five and three is 63 degrees higher than the recommended one. So of course, you can imagine how bad it is for for the for the carbine. And if we go and zoom out, we see this problem pretty much everywhere. And it’s not just a one coin.

Look, you have the same issue here. It’s got a minimum of five, 488, or 484, against the 415 now the red is almost on the rich side as well, but I mean, it’s still way better than the green being too lean. I prefer to be a little bit too rich in the bottom than a little bit too lean. You know, if we didn’t explain that yet, being too rich means being with lower temperatures. Being too lean means being with too high temperatures. So the basically, same problem here, the slope is not going down enough, and same problem into the other hairpin. You see this. It’s very frequent happening. And again, it’s like, this is the bad way, and this is the the good way, the grid to be the radius, to be honest, doing already. You see the big difference in there, and it helps massively. Okay, big, big difference over there. Actually, this is the first time he does it quite similar. So you see there’s nothing wrong in the car, because if here is quite similar in the other place is not it’s just 100% the driver. It’s nothing you can do about it.

You see that. So it’s very upsetting when I see this. It happens to 80% of the drivers, like, really, some drivers have a little, some drivers a lot. But like, it’s very, very rare to find drivers that do not do this mistake. And you know, if we go to Channels report and we add the average exhaust temperature, you know how we do it? You just do that. You just. Go to where is that exhaust temperature? Here, look what we’re gonna see. The average exhaust temperature over the lap. For the red is going to be 560 whereas for the green is going to be 574 so it’s 14 degrees leaner overall. But I promise you, it’s highly, highly, highly dependent. Because the the you look at that, actually the red is a little bit leaner than the green. You see at the end of the straight six, four, again, 629, is actually a little bit leaner the red. But the reason why the, as you said, the average is so much higher for the green is because, look at that. Look at that. It keeps it too high all the way through, as we just mentioned. You see, it keeps it too high. Here, it keeps it too high. Here, it keeps it too high. Here it keeps it too high. Well, here, not that much, a bit here, but that’s not too much of a problem here. It’s huge. You see all of this compared to the red you see, it’s like here, here, here, basically is letting the engine breathe way more and all the time. Look at that, by the way, just out of you know, you see the red is, is going more with more speed all the time. The up the straights. And you can complain, Oh, the Oh, the engine is not good. Listen also here, if you do not let, if you not do the driving inputs correctly. This is not, it’s not. There’s not a single chance that engine can compensate for that, unless you have an only like illegal engine, and you can still do it. So the goal as racing driver is to improve ourselves, and your goal is to improve yourself. And it’s my my goal is to improve myself.

So if you find this in the data,

Monitor this all the time, guys! because it may happen in one in one track. It may happen because you may start to get, you know, older, and you may start to grow up. You may, you may start to get too close with the pedals, so you may have to get a bit further. Because, as I said, 90% of the times this happens subconsciously, like 95% of the times it’s very rare. Oh, but I do it on purpose. No, it’s like almost 100% of times is going to be subconsciously, and you don’t really recognize that. So you have to go out and do one session and two sessions and three sessions in a row, just thinking, even if you’re 10 seconds off the pace, it doesn’t matter. You just have to focus on breaking and completely coming off the gas, like the pedal has to literally, the feet has to literally do like that. You know you have to focus not on just like you’re literally almost like, take off your leg. Okay, so adjust the pedals, adjust the heel, the heel, the heel position and and then, of course, may put them a bit further if you have this. But then again, focus one, session two, Session Three, session every corner, even if you’re 10 seconds off, you got to focus on that, and you’ll see you build up this nice and nice and good habits, and you will be able to to do it then subconsciously. But before you do it subconsciously in a positive way, you got to make sure you are doing it consciously, forcing yourself, for many laps, few sessions, give up those sessions. I don’t care about it for sure. You don’t learn how to do that in the final race or in a qualifying that’s why we have testing. That’s why we have practice. But remember, if you have all little things put together, you will be a mega, mega racing driver, and in cars, this is super bad in Formula four, Formula Three, unless you do it in the fast corners, as I said, to stabilize the car. If you do it in the slow corners, it’s going to lock the differential, and it’s going to create so much push under steer. And I was talking the other day to an f4 engineer, and he’s telling me that so many kids coming from the kart karting, you know, they are, which are all of them, like 80% have this problem, and they cannot fix it. And if you cannot fix it now, you will not fix it later in Formula cars, and it’s very urgent. That’s why you need to fix these things now, and not formula force. So I hope this was clear. See you next one. You.